HomeMy WebLinkAboutRCC AGENDA PK 2003/10/10
Mitigated Negative Declaration
PROJECT NAME: Chula Vista Auto Park East Specific Plan
PROJECT LOCATION: South of Main Street (formerly Otay Valley Road)
ASSESSOR'S PARCEL NO.: 644-040-62, 644-040-11
PROJECT APPLICANT: Mr. Fred Borst
Borst Trust
P.O. Box 2008
El Cajon, CA 92021
CASE NO: IS-02-01O
DATE OF DRAFT DOCUMENT: October 10, 2003
DATE OF RESOURCE CONSERVATION COMMISSION MEETING:
DATE OF FINAL DOCUMENT:
A. Proiect Settinl!
The proposed project site is located in the City of Chula Vista, approximately
6 miles south of the City of San Diego's downtown core and approximately
8 miles north of Tijuana, Mexico, and the international border (Figures I and 2).
The site is part of the Otay Valley Redevelopment Area which was created in
1983 and covers 771 acres of primarily industrial/commercial property.
The Auto Park Expansion project is located on 31.2 acres south of Main Street
(formerly Otay Valley Road), east of Interstate 805. To the west is the existing
Chula Vista Auto Park. The project site is bound to the north by Main Street, and
to the south is the Otay River, East of the proj ect site is open space. Other
surrounding land uses consist of commercial/industrial and residential single-
family development (Figure 3),
ß, Proiect Description
The Chula Vista Auto Park is intended to be a regional commercial automobile
sales and service center located within the Otay Valley Redevelopment Project
Area. The existing Auto Park (Phase 1) was constructed in 1991. An
Environmental Impact Report (EIR) was prepared for the development of Phase 1
by P&D Technologies in November 1991 (SCH No. 91061074), Phase I consists
PI NCVi APE/Rev-MND/cvauto _mnd-accepted (10/9/03) I
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of two parcels, what was once referred to as the Shinohara to the east (20 acres)
and the Pacific Bell on the west (5 acres). In August of 1991, the City of Chula
Vista issued a negative declaration (IS-91-45) for the Shinohara Grading Project,
which allowed for rough grading of 20 ofthe 25 acres of the proj ect site. The EIR
addressed impacts associated with the subdivision and development of an auto
dealership complex consisting of five auto dealership structures and associated
uses, parking, and roads. The total floor area was proposed to be approximately
139,000 square feet (SF).
The primary use of the site was to provide new car sales, with other uses
proposed, such as the sale of recreational motor homes, boats, used/trade-in cars,
parts departments, vehicle service facilities, vehicle storage facilities, body shops,
a fueling station, and a car wash. Currently, Phase 1 consists of two auto
dealerships, Fuller Ford/Honda and People's Chevrolet
The Auto Park East Specific Plan is proposed for the expansion of the existing
Auto Park. The rationale behind this Specific Plan is to ensure the orderly and
viable development of the project site, and the implementation of policies of the
General Plan and the Otay Valley Redevelopment Project Area. The
comprehensive and coordinated development of the Auto Park expansion will
facilitate new development that will expand retail opportunities and the
employment base.
The project consists of proposed subdivision and development of an Auto Center
containing up to 200,000 SF of auto dealerships on approximately 31 acres.
Accessory uses will include dealership service facilities and body shops, a fast-
food facility, a gas station with convenience store, a car wash, financial assistance
providers, auto parts stores, and a restaurant The existing Auto Park is
approximately 25 acres. The Chula Vista Auto Park East Expansion will increase
the existing Chula Vista Auto Park by 128%, from 25 acres to a total of 56 acres,
The expansion is estimated to include the construction of new car dealerships. A
minimum of75% of the total site area will include auto dealerships. A maximum
of 25% of the net site area (approximately 6.2 acres) will be used for supporting
uses. These uses will be concentrated on the eastern portion of the project site
and will include, in order of priority, a fast-food restaurant, a gas-martlcarwash, a
fast-food or sit-down restaurant, a tire store, a bank/financial institution, an auto
parts store, an alarm/security/sound system retail outlet, an off-road vehicle store,
and an All-Terrain Vehicle (ATV)/Trailer dealership. These supporting uses will
complement and serve the entire Auto Park, and will diminish offsite traffic
impacts by creating a comprehensive automotive center within the Auto Park.
Each new car dealership will include a showroom, offices, service stations, and a
parts department. The remainder of the dealership lots will be used for vehicle
display and storage and landscaping. The relative area of each of these uses for
each dealership will vary, based upon their business plan and overall site area.
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The existing 3 I-acre single-parcel project site will be divided to create 14 parcels,
numbered I through 14, west to east (Figure 4 and Figure 5). The primary
dealership locations will be Parcels 2 through 8. The parcels may be developed
individually as single dealerships or groupings of two or more parcels, depending
on the anticipated volume needs of the dealership. Maximum building coverage
of each dealership will follow the proportionate development guidelines in the
Chula Vista Auto Park East Specific Plan.
Each of the facilities will gain primary access from Auto Park Drive, a frontage
road south of Main Street, which will be extended easterly from Phase I of the
Auto Park. The extended Auto Park Drive will include improved intersections at
Roma Court and Maxwell Road and will tenninate at the Maxwell Road
intersection. An internal circulation road (Auto Park Drive) will allow onsite
traffic flow along the south perimeter of the project
The project will gain access from Main Street to the west, using a right-turn-only
entrance at the interface of the project site with the Chula Vista Auto Park
Phase 1. The internal circulation road (Auto Park Drive) will wind to the south
portion of the project site for the length of the property, connecting with Main
Street through midpoint connections with Roma Court and Auto Parkway, and
tenninating at Main Street at Maxwell Street The Maxwell StreetlMain Street
and Roma Court/Main Street intersections will be fully signalized. On site, Roma
Court will extend south to a T-intersection with Auto Park Drive. All dealerships
and supporting uses in the project area will have access from Auto Park Drive,
and those fronting Roma Court will also have access from Roma Court.
The project will include the import of 472,830 cubic yards of soil to create a level
development area. The site was previously issued a stockpile pennit which is no
longer in use. Any soils to be imported to the site will be required to undergo
evaluation to detennine the existence of any hazardous materials or contamination
prior to use. All of the imported soil will be placed above the 100-year floodplain
as depicted in the most recent Federal Emergency Management Act (FEMA)
maps. The project pad will include the construction of nine private stonn drains,
which will concentrate runoff through onsite cleaners and flow regulators, will
eventually flow into the Otay River floodplain. One municipal stonn drain pipe
located at the western portion of the property will tenninate at the southern edge
of the development adjacent to the wetlands. Flows into this stonn drain are from
off-site municipal infrastructure, and the project site does not contribute to flows
into this drain, Site reconnaissances of the stonn drain will be conducted a few
times a year to ensure that facilities are not damaged by vandalism or natural
effects, Requirements for maintenance and any improvements to this access road
shall be established by the City Public Works Department An unpaved access
road will be provided to this outlet to allow maintenance to the municipal stonn
drain,
Additionally, Nolte Associates, Inc., the project engineers, have indicated a
"keystone" masomy wall ranging from approximately 5 feet to 31 feet in height
PI NCV I APElRev-MNDfcvauto _ mnd-accepted (10/9/03) 7
has been proposed to traverse the southern portion of the site to reduce direct
impacts to the adjacent riparian habitat. The finished building pad will average
approximately 25 feet above the floor of the Otay River Valley. The wall will be
a "keystone" wall designed to provide slope protection from the adjacent Otay
River Valley. The design of the wall will allow plantings with noninvasive native
plants compatible with the adjacent habitat within the Otay River Valley.
The site will be landscaped along the frontage consistent with Phase 1 of the Auto
Park and the Auto Park East Specific Plan thematic landscape guidelines.
Meandering turf and groundcovers, along with accent plants, will be used on
Main Street and along Auto Park Drive. Dealerships will include localized trees
and shrubs to soften the appearance of buildings.
The project has been redesigned to minimize impacts to adjacent wetland habitat.
Even still, the project will impact a small amount (0.46 acre) of jurisdictional
wetland adjacent to the Otay River. This impact will necessitate a Section 404
(Nationwide) Clean Water Act permit from the V,S. Army Corps of Engineers
(USACOE) and a Section 401 Water Quality Certification from the California
Regional Water Quality Control Board (RWQCB). A Streambed Alternation
Agreement will be required pursuant to Section 1600 et seq. of the California Fish
and Game Code,
Discretionary Approvals
The following permits or discretionary approvals are required for project
implementation:
· Specific Plan for the Chula Vista Auto Park East Expansion;
· Design Review Committee Review;
· Tentative Parcel Map for the subdivision of the existing single-parcel
project site into fourteen parcels;
· California Department ofFish and Game (CDFG) 1603 Agreement;
· RWQCB 401 Certification; and
· VSACOE Section 404 Permit.
Lead Agency
In conformance with Sections 15050 and 15367 of the California Environmental
Quality Act Guidelines, the City of Chula Vista will be the "lead agency", which
is defined as the "public agency which has the principal responsibility for carrying
out or approving a project".
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Responsible Agencies
United States Anny Corps of Engineers (Section 404 Nationwide Clean Water
Act pennit)
California Regional Water Quality Control Board (Section 401 Water Quality
Certification)
California Department ofFish and Game (Streambed Alteration Agreement)
C. Compatibilitv with Zonin!! and Plans
The proposed project is located within an area designated as Research and
Limited Industrial in the General Plan and zoned ILP - Limited Industrial Zone,
Precise Plan Modifying District. The project is also within the Otay Valley
Redevelopment Project Area.
The proposed Auto Park East Specific Plan has been prepared in accordance with
Chapter 19.07 of the City of Chula Vista Zoning Ordinance and Sections 65450-
65457 of the California Government Code. The proposed specific plan would
supercede the site's existing zoning by establishing land use, design, and
development standards for the site and defining the type and amount of
development pennitted. Where in conflict with the Zoning Ordinance, the
specific plan will apply; where the specific plan does not address a topic,
appropriate City regulations will apply.
The Specific Plan would also be consistent with the City of Chula Vista
Redevelopment Agency Project Area Improvement Plans for 2000 through 2004.
This five-year implementation plan was adopted by the City in November 1999
and was detennined to be consistent with the City's General Plan.
Chula Vista's 770-acre Otay Valley Redevelopment Area, located in the
southeastern corner of the City, is a gateway to Chula Vista fÌom Otay Mesa and
the Mexican commercial border crossing. Established in 1983, this project area's
light industry and nearby cultural and recreational uses are bringing regional
recognition to the Otay Valley's unique advantages.
The goal of the Redevelopment Area Plan for the Otay Valley Road is to "use the
process of redevelopment to eliminate and mitigate the many aspects of existing
visual, economic, physical, social, and environmental blight within the Project
Area." The Redevelopment Plan establishes objectives such as:
. The development of property within a coordinated land use pattern of
commercial, industrial, recreational, and public facilities in the Project
Area consistent with the goals, policies, objectives, standards, guidelines,
and requirements as set forth in the City's and County's adopted General
Plan and Zoning Ordinance;
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. The encouragement, promotion, and assistance in the development and
expansion of local commerce and needed commercial and industrial
facilities, increasing local employment prosperity, and improving the
economic climate within the Project Area, and the various other isolated
vacant and/or underdeveloped properties with the Project Area; and
. The creation of a more cohesive and unified community by strengthening
the physical, social, and economic ties between residential, commercial,
industrial, and recreational land uses within the community and the Project
Area.
These objectives focus on the development of commercial/industrial uses within
the project area. Therefore, implementation of the Specific Plan does not conflict
with the City's efforts in redeveloping the Otay Valley Road project area.
The proposed Otay Valley Regional Park (OVRP) is located to the south of the
proposed proj ect site. The City is a participating local agency in planning and
implementation for the OVRP. This major planning project will result in a
regional park consisting of approximately 8,700 acres. The OVRP will provide
for biological open space, active and passive recreation areas, trail corridors,
staging areas, overlook areas and interpretive centers. The boundary of the OVRP
open space is the same as the boundary of the County of San Diego Multiple
Habitat Planning Area (MHPA) designated in the Multiple Species Conservation
Plan (MSCP) Subarea Plans for the Cities of San Diego and Chula Vista and the
County of San Diego South County Segment. A 5-foot-wide sidewalk area
located along the southern portion of the keystone wall may be used in the future
as part of the proposed OVRP trail system.
The MSCP is a comprehensive, long-term habitat conservation plan which
addresses the needs of multiple species and the preservation of natural vegetation
communities in San Diego County. The Subarea Plan for the City of Chula Vista
has been prepared pursuant to the general outline developed by the USFWS and
the CDFG to meet the requirements of the California Natural Community
Conservation Planning (NCCP) Act of 1991. The Subarea Plan is also consistent
with the MSCP Subregional Plan and qualifies as a Subarea Plan document to
implement the MSCP Subregional Preserve within the City.
D, Identification of Environmental Effects
An Initial Study conducted by the City of Chula Vista (including an attached
Environmental Checklist Form) determined that the proposed project will
potentially have a significant enviromnental effect on the following
environmental resources:
· Air Quality;
· Biological Resources;
· Hazards and Hazardous Materials;
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· Cultural Resources;
· Geology/Soils;
· Hydrology and Water Quality;
· Noise; and
· Transportation/Circulation.
Air Quality
Based on an Air Quality Impact Analysis prepared by Giroux and Associates
(2003), the proposed project will generate an incremental increase in short- and
long-term emissions as development occurs. Air pollutants will be generated
during both the construction and operation phases. Development of this site is
consistent with the land use plan that currently exists and is, therefore, consistent
with the goals and objectives of the current Regional Air Quality Strategy
(RAQS) for San Diego and with the State Implementation Plan (SIP). The SIP
documents the necessary overall strategy and individual tactics by which the San
Diego Air Basin can meet its attainment goal.
Because of the absence of local thresholds, a similar set of criteria was used based
upon the CEQA guidelines trom the South Coast Air Quality Management District
(SCAQMD). Because San Diego air quality is better than in Los Angeles, use of
these guidelines is presumed to create an even greater margin of safety for pollution-
sensitive receivers in the project vicinity. The SCAQMD's significance criteria
were adopted for construction activities as follows:
RaG - 2.75 tons/quarter
NOx - 6.75 tons/quarter
CO - 24.75 tons/quarter
sax 6.75 tons/quarter
PMIO - 6.75 tons/quarter
Operational Impacts
The project is consistent with the City's operational activity measures, since it
proposes to provide employee services (restaurants) within walking distance and
provides an employment base in proximity to residential uses. No adverse air
quality impacts are anticipated due to implementation of this project.
The proposed project will impact air quality almost exclusively through the
vehicular traffic generated by site visitors and employees. Mobile source impacts
occur basically on two scales of motion, Regionally, site-related travel will add to
regional trip generation and increase the vehicle miles traveled (VMT) within the
local airshed, Locally, project traffic will be added to the Chula Vista roadway
system near the project site. If such traffic occurs during periods of poor
atmospheric ventilation, is comprised of a large number of vehicles "cold-started"
and operating at inefficient speeds, and is driving on roadways already crowded
with nonproject traffic, there is a potential for the formation of microscale air
PI NCV / APElRev,MND/cvauto _ mnd-accepled (1019103) 15
pollution "hot spots" in the area immediately around points of congested traffic,
With continued improvement in vehicular emissions at a rate faster than the rate
of vehicle growth and/or congestion, air pollution "hot spot" potential is steadily
decreasing. Standards for carbon monoxide (CO), the most typical indicator of
any "hot spot" potential, have not been exceeded at any air basin monitoring
station since 1990.
A microscale air quality "hot spot" analysis was conducted at the Main Street!
Oleander Avenue intersection at the closest point of potential traffic impact to air
quality with occupied sensitive receptors (homes north of Main Street). A
dispersion analysis was conducted using the Caltrans CALINE4 roadway
emissions air pollution model. The peak one-hour CO exposure to the nearest
residents from Main Street traffic was less than 1.0 parts per million (ppm). The
maximum background CO level in Chula Vista was 6.0 ppm in 2000. If the worst
background, plus the maximum local contribution were to occur at the same time,
their combined exposure would be 7.0 ppm. The level is less than the California
one-hour CO standard of 20 ppm. It is also less than the more stringent 8-hour
state and/or federal CO standards of9 ppm.
Future CO exposures are forecast to decline as continued emissions improvements
offset any local traffic growth. There are no predicted existing or future CO "hot
spots" in the project area.
Secondary project-related atmospheric impacts derive from a number of other
small, growth-connected emission sources such as temporary emissions of dusts
and fumes during project construction; increased fossil-fuel combustion in power
plants from project electricity requirements; evaporative emissions at gas stations
or from paints, thinners, or solvents used in construction and maintenance;
increased air travel from area visitors; dust from tire wear and resuspended
roadway dust, etc. All these emission points are either temporary, or they are so
small in comparison to project-related automotive sources that their impact is less
than significant
Construction Impacts
Clearing of the project site, excavating for utilities, the preparation of foundations
and footings, and construction of any "hardscape" will create temporary emissions
of dusts, fumes, equipment exhaust, and other air contaminants during the project
construction period. In general, the most significant source of air pollution from
project construction is typically the dust generated during clearing, excavation,
and site preparation.
Dust lofting rates from construction activities are usually assumed to average
1.2 tons of dust per month per acre disturbed. This rate is for total suspended
particulates (TSP). TSP contains a limited fraction of particulate matter small
enough (10 microns or less, called PMIO) to enter into human lung tissue. The
above factor also does not consider the dust control efficiency from normal
PI NCVI APEfRev-MND/cvauto_ mnd-accepted (10/9/03) 16
construction practice. Dust control through regular watering and other fugitive
dust abatement measures required by the San Diego Air Pollution Control District
(APCD) can reduce dust emission levels from 50% to 75%. Dust emission rates,
therefore, depend on the site development rate and the care with which dust
abatement procedures are implemented.
The proposed project site covers approximately 31 acres. Under standard grading
practice, less than 10 acres of grading occurs during grading operations. As a
worst-case assumption, every square foot of the site was assumed to be under
simultaneous grading disturbance, For a 31-acre disturbance area, PMIO
emissions are estimated to be approximately 850 pounds per day with the use of
"standard" dust control measures, If grading were to occur in excess of 10 acres
daily, this emission level would be well in excess of the 6.75-tonlquarter threshold
if heaviest construction occurred for more than 15 days per quarter.
Enhanced dust control measures can achieve 80% control efficiencies compared
to the 50% attainable with watering alone as the only standard dust control
measure. The Air Resources Board (ARB) assigns a PMIO emissions rate of
10.2 pounds per acre when additional dust control is practiced beyond once-daily
watering. With adoption of enhanced dust control measures, assuming that the
project is completed consistent with standard· grading operations (less than
10 acres of disturbance daily), maximum daily PMIO emissions can thus be
maintained at 326 pounds per day. With the use of best available control
measures (BACMs) for dust control, temporary PMIO impacts from project
construction would not be significant. Use of enhanced dust control is required to
maintain a less-than-significant PMIO impact. The project will be conditioned by
the City to implement mitigation measures listed in Section E of this MND as part
of the Grading Pennit.
Construction activities are most noticeable in the immediate vicinity of the
construction site. There is, however, some potential for "spillover" into the
surrounding community. Spillage will be physical, such as dirt tracked onto
public streets or dropped from trucks, Spillover will also be through congestion
effects where detours, lane closures, or construction vehicle competition with
nonproject peak-hour traffic slows traffic beyond the immediate construction site
to less pollution-efficient travel speeds. Such offsite effects are controllable
through good housekeeping and proper construction management/scheduling.
Recommended management techniques to reduce potential spillover impacts
include cleanup of spills on public streets, traffic management to minimize
detours and conflicts with peak-hour baseline traffic, and encouragmg
construction personnel carpooling.
Auto Maintenance Impacts
Automobile maintenance entails vehicle idling during engine tune-ups and repair.
Maintenance will require the use of solvents, paints, and other materials that are
considered potentially hazardous. Occupational health and safety agencies limit
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the exposure for repair employees within the immediate vicinity of the emissions.
Nearest homes are far from the dealerships, and prevailing daytime winds are
west to east away from existing homes. Existing dealerships closer to Chula Vista
residences have not been observed to create detectable fumes, dust, mists, or other
, . . Any localized effects will be completely masked by
nUIsance emISSIOns. emissions from 150,000 vehicles per day on I-80S. No detectable air quality
impacts are anticipated from vehicle maintenance, cooking odor, gas station
evaporative emissions, or other project-related sources given both their substantial
buffer distance to sensitive receptors and prevailing meteorology.
Air Quality Planning Consistency
The proposed project will meet a need for automotive sales, service, and support
activities. The project would further consolidate trip-making to widely scattered
resources into one limited area. The air basin is currently in attainment for the
federal one-hour ozone standard (1999-2001). The RAQS/SIP predicts that the
rate of basinwide vehicular growth will continue to be more than offset by
vehicular exhaust emission reductions and other emission control programs. The
project will not create "new" travel for vehicle sales and service that would not
occur for the no-project alternative. Trip consolidation to a wider variety of
dealerships and associated uses will slightly reduce regional travel. The proposed
project is therefore consistent with the RAQS/SIP.
Although the proposed project would generate the most significant source of air
pollution from project construction from dust generated during clearing,
excavation, and site preparation, implementation of appropriate mitigation
measures will reduce impacts to a level below significance. Additionally, the
Specific Plan shall incorporate standards and guidelines for energy conservation
as a means to maintain energy efficiency, further preserve natural resources, and
reduce impacts associated with exposure to air pollutants. Use of energy
conservation design that exceeds the minimum requirements by a reasonable
target will thus encourage the conservation of natural resources.
Biological Resources
Direct Impacts
The project site described in the Specific Plan is approximately 31 acres of
previously disturbed or developed land within a larger property ownership of
approximately 105 acres. The biological technical report focused on the impacts
resulting from the proposed Specific Plan.
Helix Environmental Planning, Inc. prepared an analysis in September of 2002
based on project modifications to reduce wetland impacts. This modification to
the project design reduced impacts to 30.48 acres within the project boundary and
0-12 acre offsite as indicated in the table below. Much of the project site has been
previously graded; however, proposed project impacts include additional
PI NCY / APElRev-MND/cvaulo _ mnd-accepted (10/9/03) 18
disturbance associated with grading and clearing of a small amount of wetland
habitat along the northern extent of the Otay River Valley riparian corridor,
including southern willow scrub, mule fat scrub, riparian scrub, and tamarisk
(Figure 6). A Wetland Delineation was prepared by Helix Environmental
Planning, Inc. (September 2002) in order to address impacts to wetland resources.
Impacts to jurisdictional areas are indicated in the table below. As a result of the
redesign, which would minimize impacts to wetland habitat, impacts were
reduced from 1.34 acres to approximately 0.46 acre. However, impacts to these
sensitive wetland habitats would still be considered significant.
Project effects on federal Anny Corps of Engineers (ACOE) jurisdictional areas
within the subject property consist of approximately 0.46 acre of wetland.
Impacts to state California Department of Fish and Game (CDFG) jurisdictional
areas total 5,86 acres.
Project 1m .acts to Biolollical Resources
Vegetation/ Existing* Impacts Remaining*
Habitat Type On site Offsite
Southern Willow Scrub 4.84 0.06 -- 4.78
Freshwater Marsh 2.57 -- -- 2.57
Mule Fat Scrub 5.43 -- -- 5.43
Riparian Scrub 12.60 024 -- 12.36
Disturbed Riparian Scrub 1.13 -- -- 1.13
Tamarisk Scrub 44.97 5.3 -- 39.67
Disturbed Tamarisk Scrub 0.40 -- -- 0.40
Disturbed Wetland 1.11 -- -- 1.11
Open Water/Streambed 0.05 -- -- 0.05
Diegan Coastal Sage Scrub
(Disturbed) 055 -- -- 055
Poison Oak Chaparral 1.18 -- -- 1.18
Disturbed Upland Habitat 28.82 23.58 0.12 5.24
Developed 152 1.30 -- 022
Total 105.17 30,48 0.12 74.69
· Acreage includes area outside of the Specific Plan that will be retained in open space.
Source: Biological Technical Report prepared by Helix Environmental Planning, Inc.
(September 6, 2002)
PI AlCV I APEiRev,MND/cvauto _ mnd~accepted (10/9/03) 19
Proposed Project E rects on Jurisdictional Areas *
Army Corps of California
Resource Department of
Engineers Fish And Game**
Riparian Scrub 0.18 0.50
Southern Willow Scrub 0.02 0.06
Tamarisk Scrub 0.26 5.30
Total Acres 0.46 5.86
*Values are given in acres.
**CDFG impacts may overlap ACOE areas.
Source: Jurisdictional Delineation for the Borst Property prepared by Helix
Environmental Planning, lilt- (September 6, 2002)
Multiple Species Conservation Program
The project will not impact Multiple Species Conservation Program (MSCP)
covered, or "narrow endemic" species. Because no narrow endemic plant species
have been observed within the proposed impact area, and based on the highly
disturbed nature of the proposed project area and biological surveys, MSCP
narrow endemic species would not be expected to be affected by the project
grading. No impacts to narrow endemics would occur.
The above tables summarize the impacts to the biological resources and
jurisdictional areas identified on the project site. hnpacts to sensitive biological
resources are considered significant; therefore, mitigation will be required prior to
approval.
In accordance with the MSCP, the Wetlands Protection Program must be
implemented due to impacts to riparian habitat. As indicated in Section 5.2.4 of
the MSCP, development projects which contain wetlands will be required to
demonstrate that impacts to wetlands have been avoided to the greatest extent
practicable. Although modifications have been made to the project design in
order to further reduce impacts, unavoidable impacts still remain. Therefore,
mitigation measures must be implemented in accordance with standard mitigation
ratios established in the MSCP (Table 5-6, Wetlands Mitigation Ratios) and
coordination must be made with the Wildlife Agencies.
A California Regional Water Quality Control Board Section 401 Certification
would also need to be obtained before any impacts to ACOE jurisdictional areas
(requiring a Section 404 permit) occur. Impacts to CDFG jurisdictional areas
would require a Streambed/Lake Alternation Agreement permit and are regulated
under Fish and Game Code Section 1603.
The proposed project will not interfere substantially with the movement of any
native resident or migratory fish or wildlife species or with established native
resident or migratory wildlife corridors or impede the use of native wildlife
nursery sites, No corridors will be adversely affected by the project.
PI NCV I APElRev-:MND/cvauto _ mnd-accepted (10/9103) 20
The proposed project will not conflict with any local policies or ordinances
protecting biological resources. The site is within the City Component of the City
of Chula Vista's Draft MSCP Subarea Plan (Chula Vista 2000), and a portion of
the development area is designated as a 75 to 100% conservation area as shown in
Figure 7. In addition, the site lies immediately to the north of the planned Otay
Valley Regional Park that stretches from Interstate 5 to the Otay Lakes along the
Otay River.
According to the City's Draft Multiple Species Conservation Plan (MSCP) map
(Figure 2 of the MSCP), the site is situated within a 75 to 100% Conservation
Area-Habitat Preserve, Approximately 91 acres of the property are located within
this Conservation Area (Figure 7). As defined by this plan, "75-100%
Conservation Areas consist primarily of smaller private landholdings located
within the planned Preserve. Development will be restricted to no more than 25%
of these areas, thus assuring a minimum conservation level of 75% of these
Preserve lands. Therefore, the project could impact up to 22.75 acres within the
75 to 100% Conservation Area.
The proposed project will develop approximately 14 acres outside of the MSCP
Preserve with an additional 17 acres within the area designated as 75 to 100%
Conservation Area, As described above, development would occur on primarily
disturbed habitat (23.58 acres onsite, 0,12 acre offsite ), developed land
(1.3 acres), and tamarisk scrub (5.3 acres). The remaining development footprint
would result in direct impacts to southern willow scrub (0.06 acre), and riparian
scrub (0.5 acre). Approximately 74 of the existing 91 acres (81%) within the
Conservation Area and roughly 90% of the mapped wetlands will be preserved.
Consequently, the proposed project exceeds the Draft MSCP m¡mmum
preservation requirement of 75% for this portion of the site. Therefore, the
proposed project will not result in adverse impacts to resources within the
conservation area.
Indirect Impacts
Noise
The project is expected to generate a substantial amount of noise, particularly
during the construction phase, as large earth-moving equipment typically
generates noise ranging from 75 to 90 decibels (dB) at 50 feet from the source
(Giroux & Associates 2002). The noise level typically considered to be sensitive
by the USFWS and CDFG for least Bell's vireo (LBV) is 60 dB. Excessive noise
could easily harass nearby sensitive wildlife, such as LBV, to the extent that
important foraging, breeding, dispersal, or other necessary life history behaviors
are inhibited or otherwise fundamentally disrupted. Due to the confirmed
presence of LBV on-site, and the proximity of the development to occupied
and/or potential habitat, indirect impacts related to construction/project-use noise
could be considered adverse and significant. The project will implement
PI NCVI APElRev-MND/cvauto _ mnd-accepted (10/9/03) 23
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mitigation measures listed in Section E to reduce impacts to below a level of
significance.
Noise measurements taken at the habitat fiinge closest to Parcel 2 of the proposed
project found peak one-hour noise levels at 56 decibels adjusted for average
conditions and at an equivalent noise level [dB (A) LeqL (Giroux and Associates
2003). This level is below the 60-dB(A) Leq standard applicable to vireo and
other avian species. Therefore, no significant adverse impacts to biological
resources will result from operational noise.
Human Encroachment
Although development within the project site will be less than 100 feet at some
locations from the adjacent wetlands and the site is at an elevation of
approximately 25 feet above the wetlands, there may be a potential for human
encroachment. Additionally, the project may harass native wildlife (particularly
sensitive avifauna) visually. Such encroachment may lead to the eviction of
native wildlife and could inhibit or disrupt the breeding of sensitive bird species
in the adjacent wetlands, such as LBV. Consequently, these impacts, if they were
to occur, would be adverse and significant, therefore, implementation of
mitigation measures listed in Section E will be required to reduce impacts below a
level of significance.
Lighting
The project would result in a substantial increase in ambient (artificial) lighting in
areas proximal to the wetlands. The incidental illumination of native habitats
(particularly at night) may harass native wildlife and sensitive bird species, such
as least Bell's vireo, to the extent that breeding, dispersal, or other necessary life
history behaviors are inhibited or otherwise fundamentally disrupted. In addition,
such artificial lighting may benefit predaceous or otherwise deleterious pets/pest!
opportunistic species (e.g., cats, opossum, skunk, raccoon, etc.) by making native
wildlife more detectable/visible. Based on the proximity of the project to the
wetlands and the sensitivity of the species that may potentially be affected by
nighttime lighting (e,g" LBV), impacts would be adverse and significant
therefore, implementation of mitigation measures listed in Section E will be
required to reduce impacts below a level of significance. Lighting will be
oriented and shielded to reduce light intrusion into the riparian habitat. Night
lighting will also be reduced to the minimal required for site security.
Invasive Species
Plants. The project would encroach upon and closely border wetland habitats
associated with the Otay River. As such, project landscaping that used plant
material known to invade wetlands (e,g" California Brazilian pepper, eucalyptus,
etc.) could result in significant adverse impacts to surrounding wetland habitats.
PI NCV I APElRev-MND/cvauto _mnd,accepted (10/9/03) 25
Animals. The project would also include a gas station with a convenience store, a
fast-food facility, and a restaurant. These facilities are anticipated to generate
large amounts of trash and food refuse that are likely to attract a suite of terrestrial
and avian predators/scavengers, including household pets (cats/dogs) and urban
pest species (e,g., opossum, raccoon, skunk, Norway rats, crows, ravens, gulls,
starlings, etc.). These species may initially be attracted to the smell and presence
of site refuse; however, once onsite, they may wander into the adjacent wetlands
and prey upon or generally harass native wildlife, including sensitive species such
as LBV. Based on the proximity of the wetland habitats to the proposed
development and the sensitivity of the species that may be affected (i.e., LBV),
impacts related to the attraction of pest/scavenger species would be adverse and
significant. Implementation of mitigation measures listed in Section E will be
required to reduce impacts to below a level of significance.
Urban Runoft7Water Quality Impacts
The project will result in a substantial increase in impervious surfaces onsite; this
would be expected to result in concomitant increases in stonn water runoff
volumes and velocities. These changes to site drainage may then increase the
potential for erosion and sedimentation of the Otay River floodway and
downstream wetlands. In addition, because of the nature of the proposed
development, there is a high likelihood that this runoff will carry a variety of
nonpoint-source pollutants (particularly petrochemicals) into the Otay River and
thus contribute to the degradation of water quality onsite and off site. Because of
the type of development proposed (e,g" primarily automobile sales/servicing), the
proximity of the project footprint to wetland habitats and the Otay River, and the
potential for upsetting water quality onsite/offsite, impacts resulting from urban
runoff and nonpoint-source pollutants would be adverse and significant.
Implementation of mitigation measures listed in Section E will be required to
reduce impacts to below a level of significance.
Cultural Resources
Archaeology
Based on a review of the cultural resource investigation conducted within the
project vicinity (Brian Smith & Associates, 1987 and 1991), there are known
cultural resources in the project vicinity. These studies have indicated that Native
Americans used the Otay Valley 2,000 to 6,000 years ago. The lack of projectile
points or other hunting tools suggests that the subsistence pattern of the occupants
of the valley was focused upon foraging. It is likely that they have utilized the
site in the past; however, based upon the current level of disturbance of the site,
which has been filled with imported materials and has been subj ect to past
disturbance from flooding, it is unlikely that naturally deposited cultural resources
can readily be identified. Additionally, there is no evidence of any human
remains, including those interred outside of fonnal cemeteries.
PI NCVI APE!Rev,MND1cvauto _ mnd-accepted (10/9/03) 26
A site visit conducted by City Staff in 2001 has noted that the imported fill
contains cultural resource materials (chione and pectin), thereby biasing any
fonnal field reconnaissance that would be conducted at this time. Although the
current plan proposes fill, there is a potential for excavation associated with
remedial grading or site preparation for utilities. Therefore, based upon the
potential presence of cultural resources, the impacts are identified as potentially
significant and require mitigation.
Paleontology
In review of the EIR prepared for the existing Chula Vista Auto Park (approved
November 1991), the project site is underlain by a sequence of marine and
nonmarine sedimentary rock fonnations that range in age from approximately
2 million years old to 45 million years old, A geotechnical investigation for the
site was conducted by Geotechnics Incorporated (1995) and detennined that the
site was underlain by the Otay Fonnation at a depth of approximately 10 feet from
the surface. No unique geologic features were identified on the site. Therefore,
the implementation of the project will not directly or indirectly destroy unique
geologic features.
The site has not undergone a paleontological investigation; however, the EIR for
the existing Auto Park identified the potential paleontological impacts for the
Auto Park site and adjacent properties. The previous Auto Park site was noted as
having a moderate resource potential. Furthennore, in a record search of the San
Diego Natural History Museum fossil collection, the fossil remains of various
mammals have been collected from Oligocene-age sandstones of the Otay
Fonnation exposed in eastern Chula Vista,
Although the plan currently proposes fill, there is a potential for excavation
associated with remedial grading or site preparation for utilities. Therefore, in the
event that there is an excavation, if the excavation reaches a depth exposing the
Otay Fonnation, exposure of paleontological resources is considered likely.
Because the geological fonnation that underlies the project has a moderate
probability of containing paleontological resources, mitigation must be
incorporated to reduce the level of impact to a level below significance.
Geology/Soils
The geology and subsurface conditions were evaluated, and a report was prepared
by Geotechnics Incorporated (Geotechnics) for the project site. Geotechnics
reviewed available documents pertinent to the site, conducted a surface
reconnaissance, and provided the results from the excavation of 10 test pits. The
following summarizes the existing conditions of the project area and assessed
potential impacts.
PI NCVI APElRcv-MND/cvauto _ mnd-accepled (10/9/03) 27
Soil and Geologic Conditions
Geotechnics indicated that the area to be graded on the proj ect site is underlain by
terrace deposits, with a surficial topsoil horizon. In addition, imported soil
stockpiles were present in several areas of the site. The units and groundwater
conditions are detailed below.
Terrace Deposit
A Quaternary terrace deposit underlies the entire area of the project site. This unit
typically consists of dark brown sandy clay, grading with depth to a medium
brown silty fine sand with slight clay and gravel. These soils are typically damp,
and range from finn to very stif£'medium dense with depth. Terrace deposits
were encountered to the maximum explored depth of 11 feet The upper 2 to
4 feet of the terrace deposit have been disturbed by agricultural uses, are
potentially compressible, and are not considered suitable for the support of
compacted fill or structural loads. Below 2 to 4 feet, the terrace deposit increases
in density and is considered suitable for the support of compacted fill and
structural loads. The clayey terrace deposit materials are expected to possess a
high potential for expansion.
Alluvium
Alluvium is present in the Otay River Valley floor. This unit is not expected to be
encountered during the proposed grading.
Topsoil
Parts of the site are mantled by I to 4 feet of dark brown topsoil which grades into
the underlying terrace deposit The topsoil consists of sandy clay, and is
generally 1 to 4 feet thick. This unit was observed to be dry and soft to finn.
Topsoil is potentially compressible and is not considered suitable for the support
of compacted fill or structural loads, The topsoil is considered suitable for use as
compacted fill, once deleterious amounts of organic material or debris have been
removed. This material is expected to have a high potential for expansion.
Undocumented Fill
The undocumented fill is associated with the stockpiling of imported materials.
Stockpiled fill soils were observed in several areas during the field exploration.
The imported fill stockpiles were observed to consist of a variety of materials,
ranging from silty fine sand with gravel, to sandy clay with cobbles. The fill
stockpiles observed on site ranged from approximately 2 to 8 feet in depth.
Stockpiled fill soils have not been compacted, and are not considered suitable for
the support of compacted fill or structural loads. The stockpiled soils observed on
site are expected to possess expansion potentials ranging from very low to high.
PI AfCV I APElRev,MND/cvauto _ mnd-accepted (10/9/03) 28
Groundwater
The area of proposed development is located on a terrace adjacent to the Otay
River, at elevations approximately 10 to 25 feet above the riverbed. Groundwater
was not encountered in the exploratory test pits. Changes in rainfall, irrigation, or
site drainage could produce seepage or locally perched groundwater conditions
within the soil underlying the site, according to the Geotechnics report.
Geotechnics concluded that the presence of compressible surficial soil to a depth
of 2 to 4 feet over the entire site, as well as compressible fill stockpiles up to
8 feet deep, were conditions which have the greatest effect on the proposed
development. Compressible surficial and stockpiled soil shall be removed and
recompacted prior to placing fill or structural loads. The site is underlain at depth
by relatively dense terrace deposit soils which provide support for conventional
shallow foundations or the relatively shallow depths of proposed compacted filL
Geologic Hazards
The site is not delineated on the Alquist-Priolo Earthquake Fault Zoning Map
issued by the State Geologist for the area. There are no known active or
potentially active faults at the site or in the immediate vicinity, The Rose Canyon
fault, located approximately 6 miles northwest of the site, is the closest known
active fault. There is no evidence that geologic formations have been offset
within the past 11,000 years, and faulting is not considered to be a hazard to
development, provided development is in conformance with requirements of the
governing jurisdiction, building codes, and standard practices of the Association
of Structural Engineers of California.
Although no known active faults were identified through or within the vicinity of
the project site, there still exists the potential for ground shaking to occur in the
event of an earthquake. hnpacts associated with ground shaking are considered
significant. Therefore, by designing structures to comply with the requirements
of the governing jurisdictions, building codes, and standard practices of the
Association of Structural Engineers of California, potentially significant ground
shaking impacts will be reduced to below a significant level.
The property has been graded and stockpiling has occurred onsite. Due to the
nature of the existing topsoil and terrace deposits and the lack of a shallow
groundwater table, liquefaction could occur. Liquefaction is a phenomenon
where loose saturated and relatively cohesionless soil deposits lose shear strength
during strong ground motions. Primary factors controlling the development of
liquefaction include intensity and duration of ground accelerations, gradation
characteristics of the subsurface soils, in situ stress conditions, and depth to
groundwater.
The property site is on a flat, previously cleared area that is not susceptible to
landslides. There are no steep slopes on site, and prior to development, the site
PI NCVI APElRev,MND/cvauto _ mnd-accepted (10/9/03) 29
will be graded and leveled. Therefore, the potential for landslides to occur after
development is not significant.
However, development of the site may result in substantial soil erosion or the loss
of topsoil. The project site has been previously cleared and the City requires, as
standard conditions of construction, the employment of erosion control measures
during construction and the prompt stabilization of disturbed areas before
construction is completed.
The project would expose people or structures to substantial adverse effects
resulting ITom substantial soil erosion, potential groundshaking, and liquefaction;
however, based on the findings of the geotechnical report, no unmitigable impacts
were identified.
Hazards/Hazardous Materials
The proposed project is the adoption and implementation of the Chula Vista Auto
Park East Specific Plan, which will allow the construction of new car dealerships,
including a showroom, office, service station for the car dealerships, and parts
department. The Specific Plan will also include one of each of the following:
fast-food facility, gas station with convenience store, car wash, and restaurant.
Any use that might involve the routine transport, use, or disposal of hazardous
materials will be subject to local and state regulations regarding such uses.
Businesses that handle, use, or dispose of hazardous substances are subject to
review and approval ITom the County of San Diego Health Department,
Hazardous Materials Management Division, Air Pollution Control District, and/or
Regional Water Quality Control Board (RWQCB) [National Pollutant Discharge
Elimination System (NPDES) General Industrial Pennit] prior to operation.
The site is not located within 0.25 mile of an existing or proposed school;
therefore, the project will not create hazardous emissions or cause handling of
hazardous or acutely hazardous materials, substances, or waste within proximity
to an existing or proposed school. Brown Field Airport is a public use airport
located approximately 8 miles southeast of the proj ect site. There is no
designated airport land use plan for this area, nor is the site located within 2 miles
of any other public airport or private airstrip.
L.D. Romine and Associates (LDR) perfonned a Phase 1 environmental site
assessment for the proposed project site and identified the proposed project to be
located on a site that is included on a list compiled pursuant to Government Code
Section 65962.5. The assessment revealed Recognized Environmental Conditions
(RECs) in connection with the project, as follows:
. LDR reviewed a report prepared by IT Corporation for Otay Mesa
Ventures I, LLC entitled WORK PLAN FOR ADDITIONAL SITE
ASSESSMENT, FORMER OMAR RENDERING SITE (Work Plan).
This report indicated that groundwater at the site had been impacted ITom
PI NCVI APEfRev-rvfND/cvaulo _ mnd-accepted (10/9/03) 30
leaking settlement ponds previously located on the Omar Rendering
facility property located north and up-gradient fÌ'om the site. This work
plan continues the work begun by Darling International to obtain a
containment zone (CZ) designation for the impacted groundwater at the
Omar Rendering site, Otay Valley Industrial Park, and the site. While the
site groundwater has been impacted, no further action on the part of the
property owners is recommended, as the responsible party has been
identified and they are working with the RWQCB to mitigate these
impacts.
. The site is covered with imported fill, except for the south side of the site,
which will be filled north of the Otay River (outside of the floodplain).
The fill contractor has placed approximately 200,000 cubic yards of fill at
the site during the last four years. All imported soils were visually
screened for petroleum hydrocarbons and debris. However, as of the date
of this report, LDR has received no laboratory test data for these imported
soils. Random sampling and testing for hazardous materials of the
existing fill shall be conducted. This sampling and testing event will
occur subsequent to grading operations.
. Subsequent to past and current fill activities conducted at the site, it
appears unlikely that residual concentrations of organochlorine pesticides
would be detectable in current near-surface soils at the site.
Businesses that use, store, or transport hazardous materials must receive permits
prior to occupancy. Depending on the use, this will include approval fÌ'om the
Fire Department - Hazardous Materials Management Division, County of San
Diego Health Department - Hazardous Materials Management Division for Plan
Review, and/or San Diego County Air Pollution Control District. Each of these
approvals require that the permittee adheres to standards established for safe
handling, storage, and transport, Therefore, with the adherence to these measures,
no significant impacts would occur.
The project will not physically interfere with an adopted emergency response plan
or emergency evacuation plan established by the City. Furthermore, the site is
surrounded by existing or approved future development. There are no wildlands
adjacent to urbanized areas of residents intermixed with wildlands; therefore,
implementation of the project will not expose people or structures to a significant
risk of loss, injury, or death involving wildland fires or other natural disasters.
Hydrology and Water Quality
Water Quality
Runoff flowing fÌ'om impervious surfaces typically contains pollutants, such as
oils, fuel residues, and heavy metals, which would diminish water quality in
downstream water. Runoff fÌ'om proposed development of the site will be
PI NCV I APElRev-MND!cvauto _mnd-accepted (1019/03) 31
controlled and subject to NPDES pennirting. Site-specific measures must be
implemented to reduce impacts to below a level of significance. Project
compliance with all federal, state, and local water quality standards and waste
discharge requirements must be demonstrated prior to receiving building and
occupancy pennits.
According to the NPDES Municipal Pennit, Order No. 2001-01, automotive
dealerships are considered priority development projects, and are subject to the
requirements of the Standard Urban Stonn Water Mitigation Plans (SUSMPs) and
Numeric Sizing Criteria.
The City requires, as standard conditions of construction, the employment of
erosion control measures during construction and the prompt stabilization of
disturbed areas before construction is completed. This will reduce potential
erosion impacts to below a significant level.
For the management of stonn water, municipalities in the San Diego region,
including the City of Chula Vista, must comply with the RWQCB's NPDES
Pennit No. CA 0108758. The NPDES pennit consists of wastewater discharge
requirements for stonn water and urban runoff. Specifically, the applicant is
required to implement postconstruction Best Management Practices (BMPs) to
prevent pollution of stonn drainage systems from the gas station, car wash,
restaurants, parking lots, and trash collection areas. In compliance with Pennit
No. CAS 0108758, a BMP program for stonn water pollution control shall be
created.
The project must comply with eXlstmg NPDES pennit requirements. Such
compliance would reduce impacts to a less than significant level. The
development of this site will not substantially degrade water quality. Impacts
associated with development are, therefore, less than significant.
The project pad will include the construction of nine private stonn drains, which
will concentrate runoff through onsite cleaners and flow regulators, will
eventually flow into the Otay River floodplain (Figures 4 and 5). One municipal
stonn drain pipe located at the western portion of the property will tenninate at
the southern edge of the development adjacent to the wetlands. Flows into this
stonn drain are from off-site municipal infrastructure, and the project site does not
contribute to flows into this drain. Site reconnaissance of the stonn drain will be
conducted a few times a year to ensure that facilities are not damaged by
vandalism or natural effects. Requirements for maintenance and any
improvements to this access road shall be established by the City Public Works
Operations Department. An unpaved access road will be provided to this outlet to
allow maintenance to the municipal stonn drain,
PI NCV I APElRev-MND/cvauto _ nmd-accepted (10/9103) 32
Hydrology
The proposed project will potentially have adverse effects on drainage patterns or
the rate and amount of runoff. The project site consists of approximately
31 acres, of which approximately 30 acres have been disturbed or developed. The
construction of the project would result in the creation of impervious surfaces,
resulting in an increase in volumes of the runoff. Prior to project approval, a
drainage study must be prepared to detain and direct the site's runoff in
accordance with City specifications. Additionally, the project must ensure that no
runoffwill impact the quality ofthe adjacent Otay River or surrounding land uses.
The following will be required with the first submittal of the improvement!
grading plans: (1) a hydraulic study to show that the postdevelopment flow rate
does not exceed the predevelopment flow rate and (2) incorporation of drainage
facilities into the design.
The mass grading associated with development will follow existing drainage
patterns north to south, with the surface runoff flowing to desiltation basins,
Desiltation basins will be incorporated as temporary basins until ultimate buildout
of the site. Drainage areas will be established such that each future lot will be a
separate basin or subbasin, spaced at intervals to avoid large concentrations of
runoff discharge at the toe of slope.
Other Issues
The proposed proj ect will not use groundwater or substantially interfere with
groundwater recharge. Water for the project would be provided by the Otay
Water District.
Although portions of the site are located within a 100-year floodplain area, the
proposed project does not include housing; therefore, no impacts to residential
development will occur. Because the proposed development is at an elevation of
approximately 25 feet above the Otay River Valley, no structures will be exposed
to severe flood events. The proposed project is not located downstream fÌ"om a
dam and does not propose construction of a levee or dam; therefore, the project
will not expose people or structures to a significant risk of loss, injury, or death.
The distance between the subject site and the coast precludes damage due to
seismically induced waves (tsunamis) or seiches. Although the project site is
located adjacent to the Otay River, the portion of the site to be developed is above
the river and the lack of lakes and large bodies of water in the project area reduces
the probability for earthquake-induced flooding to negligible. Therefore, the
project will not experience inundation by seiche, tsunami, or mudflow.
Noise
Based on a Noise Impact Analysis prepared by Giroux & Associates (2003), the
following impacts were detennined:
PI AlCV / APElRev,MND/cvauto _ mnd-accepted (1019/03) 33
· Construction activities, especially heavy equipment, will create short-tenn
noise increases near the project site.
· Upon completion, vehicular traffic on streets around the development area
will expose Chula Vista residents to higher noise levels than currently
experienced. Offsite traffic noise impacts will be masked by an already
elevated baseline, such that offsite impacts will tend to be more
cumulative in nature.
· Onsite activities will be locally "noisy", but these activities are typically
perceived to be less intrusive than vehicular sources, because they are
confined to the project site with limited noise sensitivity.
Constrnction Noise Impacts
Temporary construction noise impacts will vary markedly as a function of the
equipment used and its activity level. Short-tenn construction noise impacts tend
to occur in discrete phases dominated initially by large earth-moving sources, then
by foundation and parking lot construction, and finally for finish construction.
Large earth-moving sources are the noisiest, with equipment noise typically
ranging ITom 75 to 90 dB(A) at 50 feet from the source. Point sources of noise
emissions are atmospherically attenuated by a factor of 6 dB per doubling of
distance. The quieter noise sources will, thus, drop to a 65-dB exterior/45-dB
interior noise level by about 200 feet ITom the source, while the loudest will
require over 1,000 feet from the source to reduce the >90-dB(A) source strength
to a generally acceptable 65-dB(A) exterior exposure level.
The proximity of adjacent Main Street, with its associated background noise, will
somewhat screen temporary construction activity impacts such that the actual
nOise impact "envelope" will be smaller than its theoretical ma¡¡¡mum.
Construction noise sources are not strictly relatable to a community noise
standard, because they occur only during selected times, and the source strength
varies sharply with time. The penalty associated with noise disturbance during
quiet hours and the nuisance factor accompanying such disturbance usually leads
to time limits on construction activities imposed as conditions on construction and
use pennits. Weekday hours during periods of least noise sensitivity are typically
the allowed times for construction activities, if there are occupied dwellings
within a reasonable exposure zone surrounding the construction site. The City of
Chula Vista establishes limits on construction hours, with no construction taking
place "between the hours of 7:00 PM and 7:00 AM on weekdays". Construction
activities will constitute a temporary noise emission adding to existing roadway
noise sources in the project vicinity. Because the impact is temporary and masked
to some extent by existing areawide noise generation, it is not significant
Materials handling and small stationary noise sources have lower initial noise
levels, and their corresponding noise impact zones during later phases of
construction are, therefore, much smaller. Pieces of equipment are also often
PI NCV I APElRev-MND/cvauto _ nmd,accepted (10/9/03) 34
smaller (compressors, generators, etc.), such that they lend themselves to
placement in areas where existing structures or larger pieces of equipment will
screen a portion of the noise transmission.
Biological Resources
Construction noise could adversely impact noise-sensitive bird species, i.e., least
Bell's vireos (LBVs) found within the riparian habitat south of the project site,
during their nestinglbreeding seasons. The noise level typically considered as a
threshold for songbirds by the USFWS is 60 dB Leq. However, excessive noise
could easily harass nearby sensitive wildlife, such as LBV, to the extent that
important foraging, breeding, dispersal, or other necessary life history behaviors
are inhibited or otherwise fundamentally disrupted. Due to the confirmed
presence of LBV onsite, and the proximity of the development to occupied and/or
potential habitat, indirect impacts related to construction/project-use noise could
be considered adverse and significant. The project will implement mitigation
measures listed in Section E to reduce impacts to below a level of significance.
Noise modeling associated with future operations was conducted at the habitat
fiinge closest to Parcel 2 of the proposed project and found peak one-hour noise
levels at 56 dB(A) Leq (Giroux and Associates 2003). This level is below the
60-dB(A) Leq standard applicable to vireos and other avian species. Therefore, no
significant adverse impacts will result ITom operational noise.
Vehicular Noise Impacts
Changes in vehicular noise patterns were calculated using the FHW A Highway
Traffic Noise Model (FHWA-RD-77-108, CALVENO-85 modified). The model
calculates the Leq noise level for a particular reference set of input conditions, and
then makes a series of adjustments for site-specific traffic volumes, distances,
speeds, or noise barriers. The project traffic study shows that future uses will
generate 23,170 daily trips for the proposed site. Any regional noise changes
ITom site traffic-related noise will be superimposed upon the baseline, which
forecasts 50,000 Average Daily Trips (ADT) or more on Main Street. Because
noise is proportional to the logarithm of traffic volumes, the impact of
23,000 trips upon a 50,OOO-trip baseline is quite small.
Project-related traffic noise impacts were calculated for existing traffic, with the
project, with cumulative growth, and for areawide buildout. Traffic noise levels
at 100 feet ITom the centerline of surrounding roadways near the proposed project
site were analyzed. All along Main Street, the maximum project-related noise
impact is 3.3 dB. The maximum traffic noise impact is 3-1 dB along Brandywine.
Although there are no absolute standards of noise impact significance, an increase
of 3 dB or more is perceived by most human receivers as a substantial degradation
in the areawide noise environment. The 3-dB threshold is exceeded along both
Main Street and along Brandywine Avenue. However, there are no noise-
sensitive land uses in proximity to those areas where traffic noise will be
PI NCVI APElRev-MND/cvauto _ nmd"accepted (10/9/03) 35
substantially increased. Residential development is located to the north and south
of the proj ect site; however, commercial/industrial uses separate Main Street from
the residential development to the north, and the Otay River Valley extends along
the southern boundary, creating a separation between the traffic noise and
residential to the south,
Cumulatively, however, increased traffic will interact with projected increases
throughout the area. The southeastern Chula Vista area is substantially
undeveloped and will expenence additional traffic mcreases from the
intensification of unutilized lands. "Buildout" noise exposure, including currently
anticipated cumulative traffic growth, IS significantly different from the
"Existing" condition at all locations east ofI-805. There are anticipated increases
of 3.4 to 6.5 dB Community Noise Equivalent Level (CNEL) from existing
conditions. However, except north of Main Street between Oleander and I-80S,
all uses close to Main Street are not considered noise sensitive receptors (i,e.,
residences, schools, hospitals). The residences facing Main Street also partially
face the freeway, so arterial noise increases will be masked by the elevated
freeway background. Although arterial traffic will cause the +3 dB threshold of
potential impact significance to be exceeded, there are no sensitive receivers
where such a cumulative increase would be a clearly perceptible change in the
noise environment. Traffic noise levels are considered environmentally adverse,
but less than significant, because of the absence of noise-sensitive uses within the
noise impact zone.
Onsite Activity Noise
Dealerships will generate noise from automotive service and repair facilities.
Public address systems can also be a perceived nuisance where they are clearly
audible to off site receivers. Service and repair will be conducted in proximity to
the adjacent riparian habitat. As with existing dealerships, service and repair are
recommended to be performed within a service area that is separated from the
riparian area by a solid barrier, No outside vehicle maintenance or repair shall be
performed with a direct line of site to the habitat.
To preclude any loudspeaker noise audibility, personal paging devices will be
used by all employees instead of public address systems, Although there is a
large-distance buffer to the closest homes, the sudden noise of a loudspeaker
would periodically frighten wildlife in the adjacent habitat. Use of employee
personal communication devices ("beepers") would preclude such impacts.
Transportation/Circulation
Linscott, Law & Greenspan (LLG 2003) prepared a traffic impact analysis for the
proposed Auto Park expansion, Modifications were made to the project design
therefore an updated analysis was prepared in July 2003 addressing access to the
site, The traffic analysis estimated the proposed project will generate
23,170 ADT, with 850 inboundl650 outbound trips during the AM peak hour and
PI NCV I APE/Rev-MND/cvauto _ mnd,accepted (10/9/03) 36
814 inbound/944 outbound trips during the PM peak hour at the proposed
driveways.
Seven intersections along Main Street within the project area were analyzed by
LLG to detennine the potential impacts of the project.
These intersections are either signalized or unsignalized, as denoted with either a
(s) or (u), respectively,
· Main Street/I-80S Southbound Ramps (s)
· Main Street/I-80S Northbound Ramps (s)
· Main Street/Oleander Avenue (s)
· Main StreetlBrandywine Avenue (s)
· Main StreetJRoma Court (u)
· Main StreetIMaxwell Road (u)
· Main Street/Nirvana Avenue (s)
Table T1 shows the project traffic generation for the seven project intersections
described above. This table shows the primary/pass-by traffic generation
percentages for the applicable land-uses.
Existing Operations
Table T2 shows that all signalized intersections in the project area are calculated
to currently operate at a Level of Service (LOS) D or better during the AM and
PM peak hours. The Main StreetJRoma Court intersection is constructed, but
does not currently carry traffic.
Table T2 shows that minor-street left-turn movements at the Main StreetlMaxwell
Road unsignalized intersection are currently calculated at LOS D or better during
both the AM and PM peak hours. It should be noted that the intersection was
recently signalized.
Main Street is classified as a Six-Lane Prime ArteriaL To ensure consistency with
the City's Circulation Element, "should a property have frontage only on the
prime arterial facility, driveway access limited only to right turns in and right
turns out will be pennitted at locations deemed appropriate by the City Engineer.
These access driveways may require additional roadway width to provide for
acceleration and deceleration lanes." Therefore, the applicant will be required to
dedicate right-of-way (R/W) along project ITontage to Main Street to
accommodate Prime Arterial standards.
Existing + Project Operations
Table T2 shows that the signalized intersections continue to operate at LOS D or
better with the addition of project traffic.
PI NCVI APElRev-MND/cvauto _ rrmd,accepted (J 0/9/03) 37
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Table T2
Si nalized Intersection 0 erations
Level of Service
Peak Existing + Buildout
Intersection Hour Existing Existing + Project + Year 2020 +
Project Cumulative Project
Pro' ects
Main Street/I-80S AM C C C D*
Southbound Ramps PM D D D*
D
Main Street/I-80S AM C C C B
Northbound Ram s PM C D D D
Main Street! AM B B B B
Oleander Avenue PM A A B D
Main Street! AM C C C D
Brand ine Avenue PM C C C D
Main Street! AM Does not B C B
Roma Court PM Exist A C D
Main Street! AM Unsignalized C C C
Maxwell Road PM C C C
Main Street! AM B B B B
Nirvana Avenue PM C C C C
Delay is measured in seconds. Delav LO
Shading indicates significant cumulative impact. 0.0 < 10.0 A
1 LOS and delay with mitigations. 10J to 20,0 B
* LOS with second westbound left-turn lane; LOS E is 20,1 to 35.0 C
calculated without additional lane. 35.1 to 55.0 D
55.1 to 80.0 E
> 80.0 F
It should be noted that the Main Street/Roma Court and Main StreetlMaxwell
Road intersections are both calculated to operate at LOS C or better with traffic
signals during the AMlPM peak hours, The intersection geometry assumed in the
analysis is described under "Project Access".
Existing + Project + Cumulative Projects Operations
The Auto Park North project is located across ftom the proposed project on the
north side of Main Street. This project proposes to construct approximately
99,650 to 130,000 SF of dealer showrooms and ancillary automobile support
buildings ranging ftom approximately 8,250 SF to 93,450 SF. A corporation yard
for municipal transit vehicles is also proposed. This project is calculated to
generate 8,294 ADT with 365 inboundll24 outbound trips during the AM peak
hour and 270 inboundl458 outbound trips during the PM peak hour. LLG
conducted a traffic study for this project in December of 2002. An additional 5%
PI NCV I APElRev-MND/cvauto _ ßmd-accepted (10/9/03) 39
growth factor over existing traffic was added to the peak hour through movements
along the Main Street corridor to account for additional development in the near
future.
Table T2 shows that all of the signalized intersections continue to operate at
LOS D or better during the AM and PM peak hours with the addition of
cumulative project traffic with the exception of the Main Street/I-80S southbound
ramps intersection, which is calculated to degrade to LOS E during the PM peak
hour.
Bui/dout Traffic Conditions
Table T2 shows a summary of the buildout intersection operations in the project
area. This table shows that all intersections are calculated to operate at LOS D or
better in the future condition. It was assumed that the Main Street/I-80S
southbound ramps would be improved with dual westbound-to-southbound left-
turn lanes since this is a cumulative mitigation. LOS E is calculated without the
incorporation of mitigation.
A summary of the buildout daily street segment operations with project traffic
volumes is shown in Table T2, This table shows that Main Street east of I-80S is
calculated to operate at LOS D or better with Prime Arterial classification. The
Main Street segment west of I-80S and the Brandywine Avenue segment are
calculated to operate at LOS C and LOS A, respectively, No impacts to daily
street segment operation will result from buildout traffic conditions,
Congestion Management Program Compliance
The Congestion Management Program (CMP) was adopted on November 22,
1991, and is intended to directly link land use, transportation and air quality
through Level of Service perfonnance. Local agencies are required by statute to
confonn to the CMP, The CMF requires an Enhanced CEQA Review for all large
projects that are expected to generate more than 2,400 ADT or more than
200 peak hour trips. Since the project is calculated to generate both over
2,400 ADT and 200 peak hour trips, this level of review is required of this
proposed project.
In 1993, the Institute of Transportation Engineers California Border Section and
the San Diego Region Traffic Engineers Council established a set of guidelines to
be used in the preparation of traffic impact studies that are subject to the
Enhanced CEQA review process. This published document, which is titled 1993
Guidelines for Congestion Management Program Transportation Impact Reports
for the San Diego Region, requires that a project study area be established as
follows:
. All streets and intersections on regionally significant arterials where the
project will add 50 or more peak hour trips in either direction.
PI NCVI APEiRev-MND/cvauto _mud-accepted (10/9/03) 40
· Main]ine freeway locations where the project will add ]50 or more peak
hour trips in either direction.
Per these guidelines, the following regionally significant arteria] and freeway
segments were analyzed to satisfy the CMP:
· Main Street from I-80S to Nirvana Avenue
· I-80S North of Main Street
· I-80S South of Main Street
The CMP LOS standard for regionally significant arterials is LOS D; LOS E is
the genera] standard for freeway segments.
Tab]e T3 shows a summary of the arteria] operations, This table shows that the
Main Street arteria] is calcu]ated to operate at LOS D or better in both directions
during the AMlPM peak hours with both project and cumulative project traffic
volumes, No significant project or cumulative project impacts were calculated.
Table T3
Peak Hour Arterial Analvsis for Main Street
Leve] of Service
Existing +
Segment Peak Hour Existing Existing + Project +
Project Cumulative
Project
Eastbound AM B C D
PM B D D
Westbound AM D D D
PM D D D
Table T4 shows a summary of the freeway operations. The freeway segments
both north and south of Main Street are calcu]ated to operate at acceptable Leve]s
of Service for all scenarios. No project or cumulative project impacts are
calculated.
Project Access
The proposed project would construct an eastward extension of Auto Park Drive
along the southern boundary of the project and terminate at Maxwell Road east of
the project The extended Auto Park Drive will include improved intersections at
Roma Court and at Maxwell Road. Access would then be provided at the
following points from west to east:
· Brandywine Avenue (south leg),
· Auto Park Court (west ofDe]niso Court),
P¡ NCV I APE/Rev-MND/cvauto _ mnd~accepted (10/9/03) 4]
Table T4
Freewa Se~ment Summary for 1-805
Level of Service
Freeway Peak Existing +
Segment Direction Hour Existing Existing + Project +
Project Cumulative
Pro,j ects
North of Northbound AM B B B
Main Street PM B B B
Southbound AM B B B
PM C C C
South of Northbound AM A A A
Main Street PM A A A
Southbound AM A A A
PM A A A
· Roma Court (south leg ofthe relocated Roma Court),
· Auto Parkway (approximately midway between Roma Court and Maxwell
Road), and
· Auto Park Drive (south leg of Maxwell Road).
Figure 8 shows the project access driveways and depicts the total project trips at
the access points on Main Street and Auto Park Drive.
Access to the project site was divided among the five points, based on a tentative
lot layout. Roma Court currently exists, but is closed to traffic. It is currently
unsignalized at Main Street, but should be signalized as part of the project. A
westbound left-turn lane trom Main Street to the project site currently exists at
Roma Court.
Maxwell Road is an unclassified three-lane roadway (two lanes northbound/one
lane southbound) north of Main Street that services several industrial parks and, at
its terminus, a landfill. There is a prominent truck presence on Maxwell Road due
to these land uses. The Main Street/Maxwell Road intersection is calculated to
operate at LOS C or better with traffic signals during the AWPM peak hours.
However, because Maxwell Road will provide the fourth project access to Main
Street, this intersection, as with all project access routes, will experience the
additional traffic, but the net increase of traffic to the street system will continue
to operate at an acceptable level of service.
An amendment was prepared by LLG addressing access to the site. Based upon
this analysis, dedicated eastbound right-turn lanes should be provided at the
following locations along Main Street (LLG 2003):
PI NCVI APE/Rev,MND/cvauto _ mnd,accepted (I 0/9/03) 42
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· Auto Park Court
· Roma Court
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· Auto Park Drive (south side of Maxwell Road)
A dedicated right-turn lane already exists at Brandywine Avenue. These
dedicated right-turn lanes should be a minimum of 200 feet long with a 90-foot
transition, if possible. The longer storage length will provide extra storage and
more length for vehicles to decelerate within the turn lane and not within the
through lanes on Main Street.
A length of 250 feet with a 90-foot transition should be provided at all westbound
left-turn lanes at the following signalized intersections:
· Main StreetlBrandywine Avenue
· Main Street/Roma Court
· Main Street/Maxwell Road
The relatively long storage lengths have been recommended since Main Street is a
six-lane facility with a posted speed limit of 50 MPR
Significant safety and queuing impacts will occur at the project driveways if
improvements are not made to the project access points. Significant access-
related impacts will occur; however, these impacts are mitigable with
implementation of certain improvements described below.
The proposed project is not located in or near an air traffic corridor and will not
adversely affect the safety of flight patterns. The proposed project has no
hazardous design features. Each of the proposed facilities will gain access ftom
Auto Park Drive, a ftontage road south of Main Street, which will be extended
ftom Phase One of the Auto Park. The extended Auto Park Drive will include
improved intersections at Roma Court and Maxwell Road and will tenninate at
the Maxwell Road intersection.
Emergency access to the project site will be incorporated into the proposed
development; therefore, implementation of the proj ect will not result in
inadequate emergency access.
At this time, proposed parking has not been detennined; however, prior to project
approval the appropriate amount of parking will be incorporated in the proj ect
design in accordance with City's standards and requirements.
Furthennore, the proposed project does not conflict with adopted policies, plans,
or programs supporting alternative transportation.
PI AlCVI APElRev,MND/cvauto _mnd-accepted (10/9/03) 44
E. Miti!!ation
Based on the analysis prepared by resource specialists and the results from the
Environmental Checklist, effects to the above resources would be mitigated by the
measures incorporated into the project. Therefore, a preparation of an
environmental impact report will not be required. This Mitigated Negative
Declaration has been prepared in accordance with Section 15070 of the State
CEQA Guidelines and the City of Chula Vista Environmental Review Procedures.
The following measures shall be placed as conditions on the Grading Permit
unless otherwise specified,
Air Quality Mitigation
· Use low-pollutant-emitting construction equipment.
· Use electrical construction equipment as determined by the City Engineer-
· Use catalytic reduction for gasoline-powered equipment.
· Use injection timing retard for diesel-powered equipment.
· Water the construction area twice daily to minimize fugitive dust.
· Stabilize (for example, hydro seed) graded areas as quickly as possible to
minimize fugitive dust.
· Pave permanent roads as quickly as possible to minimize dust.
· Use electricity from power poles instead of temporary generators during
building construction.
· Implement track-out control as follows:
a. Apply chemical stabilizer or pave the last 100 feet of internal travel
path within a construction site prior to public road entry.
b. Install wheel washers adjacent to a paved apron prior to vehicle entry
on public roads.
c, Remove any visible track-out into traveled public streets within
30 minutes of occurrence.
d. Wet wash the construction access point at the end of each workday if
any vehicle travel on unpaved surfaces has occurred,
e. Provide sufficient perimeter erosion control to prevent washout of silty
material onto public roads.
PIAlCV! APElRev,MND/cvauto _ mnd.accepted (10/9/03) 45
. Cover haul trucks or maintain at least 12 inches of freeboard to reduce
blowoff during hauling.
. Suspend all soil disturbance and travel on unpaved surfaces if winds
exceed 25 MPH.
Biological Resources Mitigation
Mitigation for Direct Impacts
Wetlands
The project was redesigned to substantially reduce direct impacts to wetlands;
however, because unavoidable wetland impacts will occur, mitigation will be
required. A habitat restoration program shall be required that will include a
minimum of 1: I habitat creation for all impacts to jurisdictional waters and
wetlands (USACOE and CDFG). In addition, impacts to riparian scrub and
southern willow scrub shall be mitigated through creation, enhancement, or
restoration for a total mitigation ratio as shown in the table below. The
restoration plan will be prepared (by the applicant) to the satisfaction of the City.
Additionally, prior to issuance of a grading pennit, the applicant shall show
evidence of receiving RWQCB 401 Certification, USACOE 404 Pennit, and
CDFG 1603 Agreement.
Com ~ensatorv MitiJ!atlOn
Project Mitigation Mitigation
Wetlands Effects
(Acre) Ratio (Acres)
Riparian Scrub* 0.18 3:1 0.54
Southern Willow Scrub 0.02 3:1 0.06
Tamarisk Scrub* 0.26 2:1 0.52
Total 0,46 - 1.12
*Includes disturbed phases ofthis vegetation type.
Upland Habitat
There are no direct impacts to the sensitive upland habitats; therefore, there are no
mitigation measures required.
Sensitive Animals
No raptors (generally December through June) or other migratory species nests
(March through September) shall be disturbed in accordance with the Migratory
Bird Treaty Act. A buffer of a minimum 300 feet shall be established around any
raptor nest if occupied during construction activities to avoid indirect impacts.
The applicant shall retain a qualified biologist, experienced in construction
monitoring, to prevent inadvertent disturbance during construction.
PI NeVI APEiRev-MND/cvauto _ mnd-accepted (] 0/9/03) 46
Mitigation for Indirect Impacts
Noise
Significant impacts related to construction noise will be avoided by limiting
construction work to outside of the LBV's typical breeding season (February 15
to August 15); this restriction would also avoid/minimize the possibility of
indirectly impacting any other potentially occurring sensitive riparian birds (such
as southwestern willow flycatcher) that may be utilizing/nesting in the adjacent
wetlands. According to the noise report for the project (Giroux & Associates
2002), "If construction is perfonned during the LBV nestinglbreeding season, and
LBVs are found nesting within 500 feet of the nearest point of equipment
operations, a noise mitigation plan shall be submitted and approved by the City's
Environmental Review CoordinatoL Such a plan shall identify the noise
mitigation measures to be utilized, and the protocols to be employed to monitor
noise protection compliance." Therefore, the applicant will also retain a
biological monitor to be present during construction activities affecting
jurisdictional areas during the nesting season. If any significant effect is observed
that further construction be conducted outside ofthe nesting season. Where noise
impacts cannot be completely avoided, a noise monitoring program shall be
developed in consultation with the USFWS and the CDFG.
In addition, the report states, "Dealership operations noise will be mitigated as
follows:
. All services and repair activities shall be conducted within the service
bays that are shielded from the adjacent riparian habitat.
. Outdoor loudspeakers will not be installed. All employee paging shall be
through personal communication devices."
Based on the dealership operations noise analysis provided by Giroux &
Associates, after incorporating the above mitigation measures, the estimated
operational noise level would be 50 dB at the habitat edge and 40 dB toward the
center of the wetlands. Both of these estimates fall below the 60-dB noise impact
threshold for LBV. Therefore, impacts associated with operational noise will be
reduced to below a level of significance,
Human Encroachment
To avoid significant impacts from human encroachment during the use of the
project, a barrier, such as a split-rail fence, shall be installed at the top of the
"keystone" masonry wall, between the entire length of the boundary between the
project and the wetlands.
To reduce visual impacts associated with the "keystone" masonry wall, the wall
would be screened with a barrier planting consisting of either noninvasive
material and/or native trees/shrubs. Landscape plans shall be reviewed and
PI AlCV I APEJRev,MND/cvauto _ IIllId-accepted (I 0/9/03) 47
approved by the City's Environmental Review Coordinator and project biologist
prior to installation and the plantings. The landscaping shall be monitored twice
during the first year to ensure that the plantings are providing an effective visual
barrier- If the barrier plantings fail to survive and/or the plants do not adequately
screen the wetlands, then additional plantings or solid wall installation would be
required, as directed by the project biologist. These measures shall be made a
condition of the landscape plan.
Additionally, there will be no easy public access to the project site that would
facilitate illegal dumping. The car lots will be under 24-hour, seven day a week
security monitoring. The fencing along the southern border of the project site
shall be installed to protect adjacent habitat ITom illegal dumping. The landowner
and the City of Chula Vista shall prevent and enforce illegal entry into the
adjacent wetland habitat.
Lighting
The adverse effects of project lighting shall be mitigated to below a level of
significance by utilizing shielded fixtures that are oriented away ITom the adjacent
wetland habitats. The project biologist shall evaluate all lighting (at night) to
ensure that native habitats are not incidentally illuminated. Any lighting design
plans that intend to utilize overhead High Intensity Discharge (HID) lighting (e.g.,
high-pressure sodium, metal halide, mercury vapor, etc.) fixtures in areas
proximal to (within 50 feet or less of) the wetlands shall be reviewed and
approved by the project biologist prior to installation.
Invasive Species
Plants. Significant impacts to surrounding (nonimpacted) wetland vegetation
shall be avoided by using noninvasive and/or native plant material in the project
landscaping palette. Landscape plans shall be reviewed and approved by the
project biologist prior to the installation of plant material.
Animals. To avoid significant impacts ITom the inadvertent attraction/promotion
of exotic or otherwise deleterious animal species, all garbage cans and dumpsters
containing food refuse shall be set back from the nearest wetlands by a distance of
no less than 100 feet and be tightly covered and securely locked when not in use.
In addition, the use of outdoor restaurant/other food service seating shall be
prohibited within 100 feet of the nearest wetland area.
Urban Runof£'Water Quality Impacts
Significant urban runoff7water quality impacts will be reduced to below a level of
significance by implementing the following mitigation measures:
1. Prior to issuance of grading pennits, the applicant shall complete all
applicable fonns and comply with the City ofChula Vista's Stonn Water
Management Standards Requirements Manual.
PI NCVI APEJRev-MND/cvauto _mnd-accepted (10/9/03) 48
2. Prior to the issuance of grading pennits, the applicant shall demonstrate to
the satisfaction of the City Engineer that Best Management Practices
(BMPs) will be implemented to prevent pollution of the stonn water
conveyance systems, both during and after construction. Pennanent stonn
water requirements shall be incorporated into the project design and be
shown on the project plans. Any construction and nonstructural BMP
requirements that cannot be shown graphically must be either noted or
stapled on the plans.
3. The project shall comply with the City's requirements and the National
Pollutant Discharge Elimination System (NPDES). Standard Urban Stonn
Water Mitigation Plans (SUSMP) and Numeric Sizing Criteria are
applicable to this project. Adequate provisions shall be made in the
planning and design stages of the project to facilitate compliance with
such requirements.
4. Prior to the issuance of grading pennits, a water quality study shall be
reviewed and approved by the City Engineer that demonstrates
compliance with the requirements of the NPDES Construction and
Municipal Pennits, including SUSMP and Numeric Sizing Criteria
requirements, in accordance with the City's Manual.
Cultural Resources Mitigation
Archaeology
An archaeological monitor shall be onsite during all excavation activities. In the
event that cultural resources are identified (other than those apparently deposited
during the import of the prior fill), the archaeologist shall be authorized to divert
the construction activities, investigate the cultural resources, and salvage material
to ascertain the significance of any site. With the incorporation of the mitigation
measure, the impacts are reduced to below a level of significance.
Paleontology
A paleontologist and/or paleontological monitor will be retained to monitor
construction prior to any cutting within sensitive fonnations. This area is known
to be underlain by one such strata: Otay Formation. If grading is to occur within
the Otay Fonnation, a qualified paleontologist and/or paleontological monitor
shall be onsite during the initial grading to inspect for well-preserved fossils. In
the event well-preserved fossils are found, the paleontologist shall have the
authority to divert, direct, or temporarily halt construction activities in the area of
discovery to allow recovery of fossil remains in a timely manner.
Hydrology and Water Quality Mitigation
Significant urban runof£'water quality impacts will be reduced to below a level of
significance by implementing the following mitigation measures:
PI NCVI APElRev-MND/cvauto _ mnd-accepted (10/9/03) 49
1. Prior to issuance of grading permits, the applicant shall complete all
applicable forms and comply with the City of Chula Vista's Storm Water
Management Standards Requirements Manual.
2. Prior to the issuance of grading permits, the applicant shall demonstrate to
the satisfaction of the City Engineer that Best Management Practices
(BMPs) will be implemented to prevent pollution of the storm water
conveyance systems, both during and after construction. Permanent storm
water requirements shall be incorporated into the project design and be
shown on the project plans. Any construction and nonstructural BMP
requirements that cannot be shown graphically must be either noted or
stapled on the plans.
3. The project shall comply with the City's requirements and the National
Pollutant Discharge Elimination System (NPDES). Standard Urban Storm
Water Mitigation Plans (SUSMP) and Numeric Sizing Criteria are
applicable to this project. Adequate provisions shall be made in the
planning and design stages of the project to facilitate compliance with
such requirements.
4, Prior to the issuance of grading permits, a water quality study shall be
reviewed and approved by the City Engineer that demonstrates
compliance with the requirements of the NPDES Construction and
Municipal Permits, including SUSMP and Numeric Sizing Criteria
requirements, in accordance with the City's Manual.
Noise Mitigation
Short-term construction noise intrusion shall be limited as a condition of the
Grading Permit and Tentative Map to weekday and Saturday hours between
7:00 AM and 7:00 PM. Those same permits shall also specify construction access
routing to restrict construction truck traffic past any existing residential or other
noise-sensitive uses in the vicinity of the project area.
Mitigation measures associated with noise impacts on the adjacent biological
resources shall be mitigated in accordance with measures listed under Biological
Resources Mitigation.
Geology/Soils Mitigation
A geotechnical report was prepared by Geotechnics Incorporated (April 2001)
detailing measures to be implemented prior to and during site preparation and
construction. These recommendations are based on empirical and analytical
methods typical of the standard practices implemented in southern California. By
incorporating the recommendations of that report into the final proj ect plans,
impacts to geology/soils would be reduced to less than significant.
PI NCVI APElRev,MND/cvaulo _ rrmd-accepted (10(9103) 50
Furthermore, the geotechnical engineer and engineering geologist shall review the
grading plans prior to finalization to verify that the grading plans are in
compliance with the recommendations of the Geotechnics report and determine
the necessity for additional recommendations and/or analysis. This measure shall
be placed as a condition on all grading permits.
No additional mitigation measures are required.
HazardslHazardous Materials Mitigation
Based on the analysis prepared by LDR in determining potential hazards resulting
ITom initiation of project development, the following mitigation measures will
reduce impacts to be less than significant:
. Random sampling and testing of the existing fill wilI be conducted. This
sampling and testing event wilI occur subsequent to grading operations.
The results ITom this testing wilI be submitted to the City for review. This
measure will be required as a condition ofthe grading permits.
Transportation Mitigation
The following are access-related mitigation measures and will be placed as a
condition of the Tentative Map:
1. Prior to issuance of building permits, the applicant shall enter into an
agreement with the City to design, construct, and secure a fully actuated
traffic signal including interconnect wiring, mast arms, signal heads, and
associated equipment, underground improvements, standards, and
luminaries at the Main StreetIRoma Court intersection. Design of the
intersection should include a westbound 250-foot left turn lane and a
90- foot transition. The traffic signal at the Main StreetIRoma Court
intersection should provide protected east/west left-turn phasing and
permitted north/south left-turn phasing. The northbound approach shall be
striped with a dedicated left-turn lane and a 20-foot-wide shared
through/right lane.
2, Prior to issuance of building permits, the applicant shall enter into an
agreement with the City to design, construct, and secure a fully actuated
traffic signal, including interconnect wiring, mast arms, signal heads, and
associated equipment, underground improvements, standards, and
luminaries at the Main StreetlMaxwell Road intersection. Design of the
intersection should include a westbound 250-foot left turn lane and a
90-foot transition, The northbound approach shall be striped with a
dedicated left-turn lane and a 20-foot-wide shared through/right lane, The
southbound approach (ITom Maxwell Road) shall provide a shared
through/left lane and a dedicated right-turn lane.
P/ NCVI APElRev-MND/cvauto_mnd-accepted (10/9/03) 51
3. Prior to issuance of building pennits the applicant shall enter into an
agreement with the City to design, construct, and secure a left turn pocket
at Main StreetlBrandywine Avenue. Design should include a length of
250 feet with a 90-foot transition at all left-turn lanes at the Main
StreetlBrandywine Avenue offsite.
4, Coordinate the new Roma Court and Maxwell Road traffic signals with
the existing traffic signals at Brandywine Avenue and Nirvana Avenue.
5. Dedicate right-of-way along the project frontage on Main Street to Prime
Arterial standards.
6. Prior to issuance of building pennits, the applicant shall enter into an
agreement with the City to design, construct, and secure a 200-foot
eastbound right turn lane on Main Street at the following intersections:
· Auto Park Court
· Roma Court
· Auto Parkway
· Auto Park Drive (south side of Maxwell Road)
Dedicated right-turn lanes shall be a minimum of200 feet long and 12 feet
wide, with a 90-foot transition, if possible. The longer storage length will
provide extra storage and more length for vehicles to decelerate within the
turn lane and not within the through lanes on Main Street.
The relatively long storage lengths have been recommended since Main
Street is a six-lane facility with a posted speed limit of 50 MPH.
The following measure will mitigate the cumulative impact at the Main Street/
1-805 southbound ramps intersection.
7. Prior to issuance of building pennits, the applicant shall contribute to the
Traffic Development Impact Fund (TDIF) toward the construction of a
second westbound left-turn lane to be provided at the Main Street/I-80S
southbound ramp intersection.
F. Consultation
1. Individuals and Organizations
City ofChula Vista: Sohaib "Alex" Alagha, Senior Civil Engineer
Majed Al-Ghafry, Traffic Engineer
Duane Bazzell, Principal Planner
PI NCV I APEfRev-MND/cvauto _ nmd-acçepted (10/9/03) 52
Patricia Beard, Senior Community Development
Specialist
Anthony Chukwadolue, Civil Engineer
Muna Cuthbert, Civil Engineer
Joseph Gamble, Landscape Planner
Benjamin Guerrero, Environmental Projects
Manager
Frank Herrera, Associate Planner
Elizabeth Wagner Hull, Deputy City Attorney
David Kaplan, Transportation Engineer
George Krempl, Assistant City Manager
Mary Ladiana, Planning and Housing Services
Manager
JeffMoneda, Civil Engineer
Doug Perry, Fire Chief
Marilyn RF. Ponseggi, Environmental Review
Coordinator
2. Documents
The following documents used during the preparation of the initial
study/environmental checklist are available for review at the City of Chula
Vista Planning and Building Department, located at 276 Fourth Avenue,
Chula Vista, CA 91910.
Chula Vista, City of
1995 Chula Vista General Plan. Revised,
1989 Chula Vista General Plan. July. Comprehensive Update.
1978 General Plan.
2003 Draft MSCP Subarea Plan.
PI NCV I APEJRev,MND/cvauto _ nmd-accepled (1 0/9/03) 53
Geotechnics Incorporated
2001 Supplemental Geotechnical Investigation. April.
2000 Updated Grading Recommendations. August.
1995 Report of Geotechnical Investigation. January.
Giroux and Associates
2003 Noise Impact Analysis: Chula Vista Auto Park Expansion, City of
Chula Vista, CA. August.
2002a Air Quality Impact Analysis: Chula Vista Auto Center, Chula
Vista, CA. March.
2002b Noise Impact Analysis: Chula Vista Auto Center, Chula Vista,
CA. March,
200la Air Quality Impact Analysis: Main Street Commerce Center, City
ofChula Vista, CA. November.
200lb Noise Impact Analysis: Main Street Commerce Center, City of
Chula Vista, CA. November.
Helix Environmental Planning, Inc.
2002a Biological Technical Report: Borst Property. September.
2002b Jurisdictional Delineation: Borst Property. September.
2001a Draft Biological Technical Report: Borst Property. October.
2001 b Jurisdictional Delineation: Borst Property. October.
L.D. Romine and Associates
2001 Phase I Environmental Site Assessment: Borst Otay Valley
Property, Chula Vista, CA. October,
Linscott, Law, and Greenspan
2003 Chula Vista Auto Park Expansion (South Side) - Access Driveway
Analysis. July,
2002 Traffic Impact Analysis: Chula Vista Auto Park Expansion,
February. Revised.
PI NCVI APFJRev-MND!cvauto _ mnd-accepted (J 0/9/03) 54
2001 Traffic Impact Analysis: Chula Vista Auto Park Expansion.
November.
Nolte Associates, Inc.
2003 Draft Tentative Parcel Map. August.
2001 Draft Drainage Study. November.
P&D Technologies
1991 Final Environmental Impact Report: Chula Vista Auto Center.
November.
3, Initial Study
This environmental detennination is based on the attached Initial Study,
any comments received on the Initial Study, and any comments received
during the public review period for this Mitigated Negative Declaration.
The report reflects the independent judgment of the City of Chula Vista.
Further infonnation regarding the environmental review of this project is
available rrom the Chula Vista Planning and Building Department,
276 Fourth Avenue, Chula Vista, CA 91910.
Marilyn Ponseggi
Environmental Review Coordinator
PI NCV I APE/Rev-MND/cvauto _ mnd-accepted (10/9/03) 55
INITIAL STUDY
ENVIRONMENTAL CHECKLIST FORM
Chula Vista Auto Park Expansión
ENVIRONMENTAL CHECKLIST FORM
1, Project Title:
Chula Vista Auto Park East Specific Plan
2. Lead Agency Name and Address:
City of Chula Vista, 276 Fourth Avenue, Chula Vista, CA 91910
3. Contact Persons and Phone Number:
Marilyn Ponseggi, Environmental Review Coordinator, (619) 585-5707
PI NCVI APEIRev-MND/cvautois-accept (10/9103) I
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
L AESTHETICS. Would the project:
a) Have a substantial adverse effect on a scenic vista? 0 0 ¡z;:¡ 0
b) Substantially damage scenic resources, including, but 0 0 0 ¡z;:¡
not limited to, trees, rock outcroppings, and historic
buildings within a state scenic highway?
c) Substantially degrade the existing visual character or 0 0 ¡z;:¡ 0
quality of the site and its surroundings?
d) Create a new source of substantial light or glare, 0 0 ¡z;:¡ 0
which would adversely affect day or nighttime views in
the area?
Comments:
Response to la. The project site is located in an area that is surrounded by a mix of commercial,
residential, and public uses. Project implementation will be consistent with existing development within
the project area and will not represent a significant change. Furthermore, there are no designated scenic
highways or roads within the affected viewshed that will be impacted by the proposed auto park
expansIOn.
However, the proposed project will propose night lighting required for the site security. This lighting will
potentially illuminate the adjacent residential neighborhoods north of Otay Valley Road and the riparian
habitat south of the project site. Therefore, prior to approval, the project will be subject to design review
and design measures will be incorporated to shield excessive lighting or glare in accordance with the
City's Design Review Committee standards. The Specific Plan will also incorporate these lighting
conditions.
Additionally, the project engineer, Nolte Associates, Inc" indicated a "keystone" masonry wall ranging
trom approximately 5 feet to 31 feet is proposed to traverse the southern portion of the site along the
wetland habitat area. Landscaping will be incorporated to provide additional screening of the wall to
further reduce visual impacts, Landscaping materials will be non-invasive native plant materials
compatible with the adjacent wetland habitat.
Response to lb. The proposed project site does not include visually significant trees, rock outcrops, or
historic buildings that will contribute to the scenic quality of the area. The proj ect will alter the
appearance ofthe existing site, but will not create new significant aesthetic impacts.
Response to Ie, Future site development will be subject to design, architectural, and landscaping
requirements that are part of the specific plan. Project approval will not result in any significant impact to
community aesthetics or visual quality and will improve the aesthetic quality of the site and surrounding
areas.
PI NCV I APE/Rev-MND/cvautois-accept (10/9/03) 2
Chula Vista Auto Park Expansion
Response to Id. Future development plans will employ outdoor lighting, signs, and materials that will
contribute to light and glare in the project area. Shielding and directing of light sources away ITom
streets, adjoining properties, and the sky have been incorporated into the specific plan as required design
standards.
Aesthetic Mitigation
No significant impacts have been identified. The Specific Plan will be consistent with the City's Design
Review Committee Standards; therefore, no mitigation is required.
PI NCVI APElRev-MND/cvaUlois-accept (] 0/9/03) 3
Chula Vista Auto Park Expansion
less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
II. AGRICULTURE RESOURCES. In determining whether
impacts to agricultural resources are significant environ-
mental effects, lead agencies may refer to the California
Agricultural Land Evaluation and Site Assessment Model
(1997) prepared by the California Department of
Conservation as an optional model to use in assessing
impacts on agriculture and farmland, Would the project:
a) Convert Prime Farmland, Unique Farmland, or 0 0 0 [8J
Farmland of Statewide Importance (Farmland), as
shown on the maps prepared pursuant to the
Farmland Mapping and Monitoring Program (FMMP)
of the California Resources Agency, to non-
agricultural use?
b) Conflict with existing zoning for agricultural use, or a 0 0 0 [8J
Williamson Act contract?
c) Involve other changes in the existing environment 0 0 0 [8J
which, due to their location or nature, could result in
conversion of Farmland to non-agricultural use?
Comments:
Response to lIa and b. Lands designated and approved for urban development are not included on maps
prepared by the California Resources Agency pursuant to the FMMP. The site is planned and zoned for
development; does not contain designated Prime Farmland or a Williamson Act contract according to the
General Plan, Unique Farmland, or Farmland of Statewide hnportance; and has been previously graded.
Therefore, there is no significant impact to "farmlands" associated with development of this site.
Response to lIe. Project approval and eventual development of the project site will not result in
additional pressure to convert farmland to nonagricultural uses. The project site is bordered by existing
commercial/industrial development or graded land. Therefore, no impacts will result nom
implementation of the proposed project
Agriculture Mitigation
No significant impacts have been identified and no mitigation is required.
PI AfCY I APFJRev-MND/cvautois-accept (1019/03) 4
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
III. AIR QUALITY. Where available, the significance criteria
established by the applicable air quality management or
air pollution control district may be relied upon to make the
following determinations. Would the project:
a) Conflict with or obstruct implementation of the 0 0 ~ 0
applicable air quality plan?
b) Violate any air quality standard or contribute 0 ~ 0 0
substantially to an existing or projected air quality
violation?
c) Result in a cumulatively considerable net increase of 0 0 ~ 0
any criteria pollutant for which the project region is
non-attainment under an applicable federal or state
ambient air quality standard (including releasing
emissions which exceed quantitative thresholds for
ozone precursors)?
d) Expose sensitive receptors to substantial pollutant 0 0 ~ 0
concentrations?
e) Create objectionable odors affecting a substantial 0 0 ~ 0
number of people?
Comments:
Implementation of the proposed project will result in impacts to air quality; however, mitigation will be
incorporated to reduce impacts to less than significant. Further discussion has been included in the
Mitigated Negative Declaration (MND).
Air Quality Mitigation
The MND has incorporated mitigation measures that will reduce impacts associated with the proposed
project to less than significant.
PI NCVI APElRcv-MND/cvautois-accept (10/9/03) 5
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
IV. BIOLOGICAL RESOURCES. Would the project:
a) Have a substantial adverse effect, either directly or 0 ~ 0 0
through habitat modifications, on any species
identified as a candidate, sensitive, or special status
species in local or regional plans, policies, or
regulations or by the California Department of Fish
and Game or U,S. Fish and Wildlife Service?
b) Have a substantial adverse effect on any riparian 0 ~ 0 0
habitat or other sensitive natural community identified
in local or regional plans, policies, or regulations or by
the California Department of Fish and Game or U.S.
Fish and Wildlife Service?
c) Have a substantial adverse effect on federally 0 ~ 0 0
protected wetlands as defined by Section 404 of the
Clean Water Act (including, but not limited to, marsh,
vernal pool, coastal, etc.) through direct removal,
filling, hydrological interruption, or other means?
d) Interfere substantially with the movement of any native 0 0 0 ~
resident or migratory fish or wildlife species or with
established native resident or migratory wildlife
corridors, or impede the use of native wildlife nursery
sites?
e) Conflict with any local policies or ordinances 0 0 0 ~
protecting biological resources, such as a tree
preservation policy or ordinance?
f) Conflict with the provisions of an adopted Habitat 0 0 0 ~
Conservation Plan, Natural Community Conservation
Plan, or other approved local, regional, or state habitat
conservation plan?
Comments:
Implementation of the proposed project will result in impacts to biological resources; however, mitigation
shall be incorporated to reduce impacts to less than significant. Further discussion has been included in
the MND.
Biological Resources Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI AlCV I APElRev-MND/cvauloîs-accept (10/9/03) 6
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
V. CULTURAL RESOURCES. Would the project:
a) Cause a substantial adverse change in the D 0 D D
significance of a historical resource as defined in
§15064.5?
b) Cause a substantial adverse change in the D 0 D D
significance of an archaeological resource pursuant to
§15064.5?
c) Directly or indirectly destroy a unique paleontological D 0 D D
resource or site or unique geologic feature?
d) Disturb any human remains, including those interred D D D 0
outside of formal cemeteries?
Comments:
Implementation of the proposed project will result in impacts to cultural resources; however, mitigation
will be incorporated to reduce impacts to less than significant. Further discussion has been included in
theMND.
Cultural Resources Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI NCV I APElRev-MND/cvautois-accept (10/9/03) 7
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
VI. GEOLOGY AND SOILS. Would the project:
a) Expose people or structures to potential substantial
adverse effects, including the risk of loss, injury, or
death involving:
i) Rupture of a known earthquake fault, as delineated 0 0 0 [8J
on the most recent Alquist-Priolo Earthquake Fault
Zoning Map issued by the State Geologist for the area
or based on other substantial evidence of a known
fault? Refer to Division of Mines and Geology Special
Publication 42.
Ii) Strong seismic ground shaking? 0 [8J 0 0
Iii) Seismic-related ground failure, including 0 [8J 0 0
liquefaction?
Iv) Landslides? 0 0 0 [8J
b) Result in substantial soil erosion or the loss of topsoil? 0 [8J 0 0
c) Be located on a geologic unit or soil that is unstable, 0 0 0 [8J
or that would become unstable as a result of the
project, and potentially result in on- or off-site
landslide, lateral spreading, subsidence, liquefaction,
or collapse?
d) Be located on expansive soil, as defined in Table 0 0 0 [8J
18-1-B of the Uniform Building Code (1994), creating
substantial risks to life or property?
e) Have soils incapable of adequately supporting the use 0 0 0 [8J
of septic tanks or alternative wastewater disposal
systems where sewers are not available for the
disposal of wastewater?
Comments:
Implementation of the proposed project will result in impacts to geology and soils of the project site;
however, mitigation measures will be incorporated to reduce impacts to less than significant. Further
discussion has been included in the MND.
P! NCVI APElRev,MND/cvautois-accept (I 0/9/03) 8
Chula Vista Auto Park Expansion
Geology and Soils Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI NevI APEfRev,MND/cvautois,accept (10/9/03) 9
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
VII. HAZARDS AND HAZARDOUS MATERIALS. Would
the project:
a) Create a significant hazard to the public or the 0 !:8J 0 0
environment through the routine transport, use, or
disposal of hazardous materials?
b) Create a significant hazard to the public or the 0 0 !:8J 0
environment through reasonably foreseeable upset
and accident conditions involving the release of
hazardous materials into the environment?
c) Emit hazardous emissions or handle hazardous or 0 !:8J 0 0
acutely hazardous materials, substances, or waste
within one-quarter mile of an existing or proposed
school?
d) Be located on a site which is induded on a list of 0 0 0 !:8J
hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or the
environment?
e) For a project located within an airport land use plan or, 0 0 0 !:8J
where such a plan has not been adopted, within two
miles of a public airport or public use airport, would the
project result in a safety hazard for people residing or
working in the project area?
f) For a project within the vicinity of a private airstrip, 0 0 0 !:8J
would the project result in a safety hazard for people
residing or working in the project area?
g) Impair implementation of or physically interfere with an 0 0 0 !:8J
adopted emergency response plan or emergency
evacuation plan?
h) Expose people or structures to a significant risk of 0 0 0 !:8J
loss, injury, or death involving wildland fires, including
where wildlands are adjacent to urbanized areas or
where residences are intermixed with wildlands?
Comments:
Implementation of the proposed project will have the potential to create hazards and hazardous materials;
however, mitigation measures shall be incorporated to reduce impacts to less than significant. Further
discussion has been included in the MND,
PI NCVI APElRev-MND/cvautois-accept (10/9/03) 10
Chula Vista Auto Park Expansiòn
Hazards and Hazardous Materials Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI NCVI APEfRev-MNDlcvautois,accept (I 0/9/03) 11
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
VIIL HYDROLOGY AND WATER QUALITY. Would the
project:
a) Violate any water quality standards or waste discharge 0 [8J 0 0
requirements?
b) Substantially deplete groundwater supplies or interfere 0 0 0 [8J
substantially with groundwater recharge such that
there would be a net deficit in aquifer volume or a
lowering of the local groundwater table level (e,g" the
production rate of preexisting nearby wells would drop
to a level which would not support existing land uses
or planned uses for which permits have been
granted)?
c) Substantially alter the existing drainage pattern of the 0 [8J 0 0
site or area, including through the alteration of the
course of a stream or river, in a manner which would
result in substantial erosion or siltation on- or off-site?
d) Substantially alter the existing drainage pattern of the 0 [8J 0 0
site or area, including through the alteration of the
course of a stream or river, or substantially increase
the rate or amount of surface runoff in a manner.
which would result in flooding on- or off-site?
e) Create or contribute runoff water which would exceed 0 0 [8J 0
the capacity of existing or planned storm water
drainage systems or provide substantial additional
sources of polluted runoff?
f) Otherwise substantially degrade water quality? 0 [8J 0 0
g) Place housing within a 100-year flood hazard area as 0 0 0 [8J
mapped on a federal Flood Hazard Boundary or Flood
Insurance Rate Map or other flood hazard delineation
map?
h) Place within a 1 DO-year flood hazard area structures, 0 0 0 [8J
which would impede or redirect flood flows?
i) Expose people or structures to a significant risk of 0 0 0 [8J
loss. injury, or death involving flooding, including
flooding as a result of the failure of a levee or dam?
j) Inundation by seiche, tsunami, or mudflow? 0 0 0 [8J
PI NCVI APEfRev_MNDlcvautois_accept (1 0/9103) 12
Chula Vista Auto Park Expansion
Comments:
Implementation of the proposed project will result in impacts to hydrology and water quality; however,
mitigation measures will be incorporated to reduce impacts to less than significant. Further discussion
has been included in the MND.
Hydrology and Water Quality Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI NCVI APElRev-MND/cvautois-accept (1 0/9/03) 13
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
IX. LAND USE AND PLANNING. Would the project:
a) Physically divide an established community? D D D ~
b) Conflict with any applicable land use plan, policy, or D D D ~
regulation or an agency with jurisdiction over the
project (including but not limited to the general plan,
specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or
mitigating an environmental effect?
c) Conflict with any applicable habitat conservation plan D D D ~
or natural community conservation plan?
Comments:
Response to IXa, The proposed project will not divide an established community. The proposed project
is a Specific Plan to establish standards and guidelines in the development and expansion of the existing
Auto Park and is considered consistent with the surrounding developed land uses. Therefore, because the
project will not physically divide an established community, no impact would occur.
Response to IXb. The proposed project is located within an area designated as Research and Limited
Industrial in the General Plan and zoned ILP - Limited Industrial Zone, Precise Plan Modifying District.
The project is also within the Otay Valley Road Redevelopment Project Area. The Auto Park East project
is consistent with the ILP zoning.
The proposed Auto Park East Specific Plan has been prepared in accordance with Chapter 19.07 of the
City of Chula Vista Zoning Ordinance and Sections 65450-65457 of the California Government Code.
The proposed specific plan would supercede the site's existing zoning by establishing land use, design,
and development standards for the site and defining the type and amount of development permitted,
Where in conflict with the Zoning Ordinance, the specific plan will apply; where the specific plan does
not address a topic, appropriate City regulations will apply.
The Specific Plan would also be consistent with the City of Chula Vista Redevelopment Agency Project
Area Improvement Plans for 2000 through 2004. This five-year implementation plan was adopted by the
City in November 1999 and was detennined to be consistent with the City's General Plan.
Chula Vista's 770-acre Otay Valley Road Redevelopment Area, located in the southeastern corner of the
City, is a gateway to Chula Vista ITom Otay Mesa and the Mexican commercial border crossing.
Established in 1983, this project area's light industry and nearby cultural and recreational uses are
bringing regional recognition to the Otay Valley's unique advantages.
The goal of the Redevelopment Area Plan for the Otay Valley Road is to "use the process of
redevelopment to eliminate and mitigate the many aspects of existing visual, economic, physical, social,
PI AICV I APEfRev-J\.fND/cvautois-accept (10/9/03) 14
Chula Vista Auto Park Expansion
and environmental blight within the Project Area," The Redevelopment Plan establishes objectives such
as:
· The development of property within a coordinated land use pattern of commercial, industrial,
recreational, and public facilities in the Project Area consistent with the goals, policies, objectives,
standards, guidelines, and requirements as set forth in the City's and County's adopted General Plan
and Zoning Ordinance;
· The encouragement, promotion, and assistance in the development and expansion of local commerce
and needed commercial and industrial facilities, increasing local employment prosperity, and
improving the economic climate within the Project Area, and the various other isolated vacant and/or
underdeveloped properties with the Project Area; and
· The creation of a more cohesive and unified community by strengthening the physical, social, and
economic ties between residential, commercial, industrial, and recreational land uses within the
community and the Project Area;
which focus on the development of commercial/industrial uses within the project area. One of the
expenditures proposed for the next five years includes the expansion of the Auto Park. Therefore,
implementation of the Specific Plan does not conflict with the City's efforts in redeveloping the Otay Valley
Road project area.
Response to IXc. The site is within the City of Chula Vista's Draft MSCP Subarea Plan (Chula Vista
2000). The site is adjacent to the proposed Otay River Valley River Park that will stretch from
Interstate 5 to Interstate 805 along the Otay River. The proposed river park is a linear regional park that is
proposed to extend from the San Diego Bay to the Otay Reservoir. The implementation of the auto park
expansion will not impact or prevent the development of the park. Because no narrow endemic plant
species have been observed within the proposed impact area, and based on the highly disturbed nature of
the proposed project area and biological surveys, no MSCP narrow endemic species is expected to be
affected by the project grading. Therefore, development as proposed will be consistent with the proposed
policies contained within the City's draft Subarea Plan.
Land Use and Planning Mitigation
No significant impacts have been identified and no mitigation is required.
PI AfCV I APElRev,MND/cvautois-accept (I 0/9/03) 15
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
X. MINERAL RESOURCES. Would the project:
a) Result in the loss of availability of a known mineral 0 0 0 [8]
resource that would be of value to the region and the
residents of the state?
b) Result in the loss of availability of a locally important 0 0 0 [8]
mineral resource recovery site delineated on a local
general plan, specific plan, or other land use plan?
Comments:
Response to Xa, The proposed project site does not contain significant mineral deposits as defined by
being located within either of the two aggregate resource sectors identified by the State Mining and
Geology Board as being of regional significance. Therefore, the proj ect will not 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.
Response to Xb. The eastern portion of the proposed project site lies within Mineral Resource Zone
(MRZ)-2 classified lands. The Conservation and Open Space Element of the General Plan (Policy 6.3)
states that sand and gravel extraction is planned for selected areas of the Otay River Valley prior to and
during the implementation of the Chula Vista Greenbelt.
According to the State Mining and Geology Board, mineral lands classified MRZ-2 or designated as areas
of regional significance shall be protected from preclusive and incompatible land uses, so that the mineral
resources within these lands and areas are available when needed,
As concluded in the previous Environmental Impact Report for the adjacent Chula Vista Auto Park (P&D
Technologies, November 1991), "The MRZ-2 classification areas are defined where adequate information
indicates that significant mineral deposits are present or where it is judged that it is a high likelihood for
their presence existing."
The General Plan does not specifically identify this site as an area for planned extraction. The General
Plan has designated this site for industrial uses, thus effectively precluding extractive activities. As noted
in the previous EIR, because the site is located in an area of mixed land use (i.e" residential, industrial)
and adjacent to sensitive wetland habitat, extractive uses would not be considered a compatible land use
for the site. Furthermore, increased noise impacts associated with extractive uses would be considered
significant to surrounding land uses.
Although the construction of the proposed project would preclude future extraction of important
aggregate resources, impacts associated with the extractive uses would result in incompatibility with
surrounding land uses and exposure to excessive noise levels. Therefore, the proposed project will not
result in the loss of availability of locally important mineral resource recovery sites delineated on a local
general plan, specific plan, or other land use plan.
PI NCVI APElRev,MND/cvaulois,accept (I G/9/03) 16
Chula Vista Auto Park Expansion
Mineral Resources Mitigation
No significant impacts have been identified and no mitigation is required.
PI AlCY / APElRev,MND/cvautois-accept (10/9/03) 17
Chula Vista Auto Park Expansion
Less Than
Significant
Potenüally with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XL NOISE. Would the project result in:
a) Exposure of persons to or generation of noise levels in D lZJ D D
excess of standards established in the local general
plan or noise ordinance, or applicable standards of
other agencies?
b) Exposure of persons to or generation of excessive D D D lZJ
ground borne vibration or ground borne noise levels?
c) A substantial permanent increase in ambient noise D D lZJ D
levels in the project vicinity above levels existing
without the project?
d) A substantial temporary or periodic increase in D lZJ D D
ambient noise levels in the project vicinity above levels
existing without the project?
e) For a project located within an airport land use plan or, D D D lZJ
where such a plan has not been adopted, within two
miles of a public airport or public use airport, would the
project expose people residing or working in the
project area to excessive noise levels?
f) For a project within the vicinity of a private airstrip, D D D lZJ
would the project expose people residing or working in
the project area to excessive noise levels?
Comments:
hnplementation of the proposed project will result in noise impacts associated with construction and
development operations; however, mitigation measures will be incorporated to reduce impacts to less than
significant. Further discussion has been included in the MND.
Noise Mitigation
The MND has incorporated mitigation measures that will reduce impacts associated with the proposed
project to less than significant.
PI AfCV I APE/Rev-11ND/cvautoìs.accept (10/9/03) 18
Chula Vista Auto Park Expansiòn
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XII. POPULATION & HOUSING. Would the project:
a) Induce substantial population growth in an area either 0 0 0 ~
directly (e.g" by proposing new homes and
businesses) or indirectly (e,g., through extension of
roads or other infrastructure)?
b) Displace substantial numbers of existing housing, 0 0 0 ~
necessitating the construction of replacement housing
elsewhere?
c) Displace substantial numbers of people, necessitating 0 0 0 ~
the construction of replacement housing elsewhere?
Comments:
Response to XIIa. The proposed project is located in an area that has been previously disturbed. The
project is an expansion of the existing Auto Park. The expansion does not represent a fundamental
change to the surrounding land uses; therefore, the project will neither directly nor indirectly induce
population growth.
Response to XIIb. A majority of the project site is vacant. No housing is developed on the project site;
therefore, the proposed project will not displace existing housing. Therefore, no impacts are anticipated.
Response to XIIc. See response XlIb above.
Population and Housing Mitigation
No significant impacts have been identified and no mitigation is required.
PI NCVI APFJRev_MND/cvautois_accept (1 0/9103) 19
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XIII. PUBLIC SERVICES. Would the project result in
substantial adverse physical impacts associated with the
provision of new or physically altered governmental
facilities or the need for new or physically altered
governmental facilities, the construction of which could
cause significant environmental impacts, in order to
maintain acceptable service ratios, response times, or
other performance objectives for any of the public
services:
a) Fire protection? D D IS] D
b) Police protection? D D IS] D
c) Schools? D D D IS]
d) Parks? D D D IS]
e) Other public facilities? D D D IS]
Comments:
Response to XIIIa. The Chula Vista Fire Department currently meets the standard threshold for
fire/emergency medical services (EMS) protection for the proposed development area. Fire Station No.3
is located at 1410 Brandywine Avenue, within the proximity of the project site. The department staff has
set the following design requirements for the proposed project: (1) a 20-foot-wide fire lane with 13.5 feet
of unobstructed vertical clearance on the western side of the site, (2) fully sprinklered buildings, and (3) a
fire flow of 1,500 gallons per minute at 20 pounds per square inch. These measures are standard
requirements incorporated for all similar types of projects. With these requirements met, Fire Department
staff has detennined that no new facilities will be needed. The Fire Department estimates their
emergency response time to the project site to be two minutes, and paramedic-level services by American
Medical Response to be less than three minutes, which is consistent with the goals for providing
emergency service. Development of the project site will not result in a significant impact to the fire
services of the Chula Vista Fire Department.
Response to XIIIb, It should be recognized that the Police Department existing level of service is
deficient due to the fast growing development within the City of Chula Vista. Currently, the police
department is addressing the threshold standard for deficiency by preparing a long-range strategic plan
and a police facility master plan. The strategic plan will evaluate service levels, staff levels, methods of
development, and any other factors related to service delivery. This will also include an evaluation of the
established threshold, which may need to be adjusted.
The Chula Vista Police Department has detennined that the site is located within a service area in which
they will be able to serve while still maintaining their current level of services, Because the project will
PI AlCV I APElRev,MND/cvautois-accept (10/9/03) 20
Chula Vista Auto Park Expansiòn
not cause a substantial degradation in the level of service, no significant impact would occur. The project
will not change the requirement to pay public facilities fees for police services based on equivalent
dwelling units by development phase at the rate in effect at the time building pennits are issued. There
are no significant impacts associated with project implementation.
Response to XIIIc. The proposed project will not generate an increase in dwelling units or population in
the project area. Therefore, it will not result in a direct need for new or altered school facilities or
servIces. The project is in an area served by the Chula Vista Elementary School District and the
Sweetwater Union High School District. A developer fee of $0.33 per SF (or fee in effect at the time of
building pennit issuance) for nonresidential development will be imposed at the building pennit stage to
address indirect impacts to school facilities.
Response to XIIId. The proposed project will not generate an increase in dwelling units or population in
the project area. The project will not result in a need for new parks or park services; therefore, no impacts
are anticipated to park services.
Response to XIIIe, The proposed project will not result in a need for any other new or altered
governmental services. Therefore, the project will not impact any other public facilities,
Public Services Mitigation
Other than payment of established fees for public facilities and adherence to established building codes,
no significant impacts have been identified and no mitigation is required,
PI NCV I APEiRev-MND/cvautois-accept (10/9/03) 21
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XIV, RECREATION.
a) Would the project increase the use of existing 0 0 0 lZI
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of
the facility would occur or be accelerated?
b) Does the projecl include recreational facilities or 0 0 0 lZI
require the construction or expansion of recreational
facilities which might have an adverse physical effect
on the environment?
Comments:
Response to XIVa. The proposed project will not result in additional residential development and
corresponding population. Therefore, the proposed Auto Park East expansion will not increase the
demand for neighborhood or regional parks or other recreational facilities and would not cause substantial
deterioration in existing facilities.
Response to XIVb. The proposed project does not include any recreational facilities and does not require
the construction or expansion of recreational facilities that might have an adverse physical effect on the
environment. The project will not preclude the future designation, construction, and use of a regional trail
system as part of the Otay Valley Regional Park (OVRP). It is speculative and thus infeasible to identify
impacts of a future trail within the adjacent OVRP, Therefore, implementation of the proposed project
will not result in adverse physical effects to recreation facilities.
Recreational Mitigation
No significant impacts have been identified and no mitigation is required.
PI AfCV I APE/Rev"MND/cvautois-accept (10/9/03) 22
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XV, TRANSPORTATIONITRAFFIC. Would the project:
a) Cause an increase in traffic, which is substantial in D ~ D D
relation to the existing traffic load and capacity of the
street system (i.e., result in a substantial increase in
either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at
intersections )?
b) Exceed, either individually or cumulatively, a level of D ~ D D
service standard established by the county congestion
management agency for designated roads or
highways?
c) Result in a change in air traffic patterns, including D D D ~
either an increase in traffic levels or a change in
location that results in substantial safety risks?
d) Substantially increase hazards due to a design feature D D D ~
(e.g., sharp curves or dangerous intersections) or
incompatible uses (e,g., farm equipment)?
e) Result in inadequate emergency access? D D ~ D
f) Result in inadequate parking capacity? D D ~ D
g) Conflict with adopted policies, plans, or programs D D ~ D
supporting alternative transportation (e.g" bus
turnouts, bicycle racks)?
Comments:
Implementation of the proposed project will result in transportation/traffic impacts; however, mitigation
measures will be incorporated to reduce impacts to less than significant. Further discussion has been
included in the MND.
Transportation Mitigation
The MND incorporates mitigation measures that will reduce impacts associated with the proposed project
to less than significant.
PI NCVI APElRev-MND/cvautois-accept (10/9/03) 23
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XVL UTILITIES & SERVICE SYSTEMS. Would the project:
a) Exceed wastewater treatment requirements of the 0 0 [8J 0
applicable Regional Water Quality Control Board?
b) Require or result in the construction of new water or 0 0 0 [8J
wastewater treatment facilities or expansion of existing
facilities, the construction of which could cause
significant environmental effects?
c) Require or result in the construction of new storm 0 0 0 [8J
water drainage facilities or expansion of existing
facilities, the construction of which could cause
significant environmental effects?
d) Have sufficient water supplies available to serve the 0 0 0 [8J
project from existing entitlements and resources, or
are new or expanded entitlements needed?
e) Result in a determination by the wastewater treatment 0 0 0 [8J
provider which serves or may serve the project that it
has adequate capacity to serve the project's projected
demand in addition to the provider's existing
commitments?
f) Be served by a landfill with sufficient permitted 0 0 [8J 0
capacity to accommodate the project's solid waste
disposal needs?
g) Comply with federal, state, and local statutes and 0 0 0 [8J
regulations related to solid waste?
Comments:
Response to XVla. The proposed project is the implementation of the Auto Park East Specific Plan to
include the development of new car dealerships, a gasoline service station with convenience store, car
wash, fast-food facility, and restaurant. The Specific Plan will address the public facilities, services, and
infÌastructure needed to serve the project and enable the surrounding area to function properly. The
proposed development is consistent with the planned zoning for the site and, thus, has been assumed in
the planning for wastewater facilities. Therefore, it will not exceed wastewater treatment requirements.
The project will be required to comply with the RWQCB NPDES Pennit No, CA 0108758. In addition,
prior to issuance of a grading pennit, the project will be required to provide necessary improvements that
are consistent with the applicable Master Plans (Sewer, Water, and Drainage) and City engineering
standards.
PI NeVI APE/Rev_MND/cvautois,accept (10/9/03) 24
Chula Vista Auto Park Expansion
Response to XVIb. Implementation of the proposed project will not result in the construction of new
water or wastewater treatment facilities or expansion of the existing facilities, The proposed tentative
parcel map indicates that there are existing drainage lines to serve the project site. There are stonn drains
that will need to be extended to adequately serve the proposed project. A sewer study will be submitted to
the City Engineer to ensure that the project will provide adequate sewer capacity.
Response to XVIc. The proposed tentative parcel map indicates that there are existing drainage lines to
serve the project site. There are stonn drains that will need to be extended to adequately serve the
proposed project. The City Engineer will review and approve all off site improvements to ensure that
stonn drainage is adequately addressed, Therefore, no significant impacts would result.
As described in the project description, the project will include the import of 472,830 cubic yards of soil
to create a level development area. All of the imported soil will be placed above the 100-year floodplain
as depicted in the most recent Federal Emergency Management Act (FEMA) maps. Additionally, the
project pad will include the construction of nine private stonn drains, which, after passing through onsite
cleaners and flow regulators, will flow into the Otay River floodplain. One municipal stonn drain pipe
located at the western portion of the property will be extended approximately 120 feet. Because the
project includes onsite cleaners and flow regulators, there would be no impact to water quality or erosion
associated with the discharge of stonn water.
Response to XVId, The Otay Water District provides water services to the proposed project and has
detennined, based on fire flow requirements and projected land use, that sufficient supplies of water are
planned to be available.
Response to XVIe. The City of Chula Vista operates and maintains its own sewer collection system,
which connects to the City of San Diego's Metropolitan Sewer System. It has been detennined that
adequate capacity exists to support the project.
Response to XVIf, Solid wastes fÌom the proposed project will be trucked to the Otay Landfill, which is
estimated to have the capacity to receive solid wastes for the next 25 years. Additionally, waste disposal
needs will be minimized by incorporation of recycling and waste reduction measures identified in the
City's Source Reduction and Recycling Element of the County's Integrated Waste Management Plan
(J 996). Therefore, adequate capacity exists to support this project.
Response to XVIg. See response XVIf above.
Utilities and Service Systems Mitigation
No significant impacts have been identified and no mitigation is required.
PI NCVI APEfReY~MND!cvautoìs'accept (I 0/9/03) 25
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XVII. THRESHOLD ANALYSIS. Would the project:
a) Exceed the City's fire/EMS Threshold Standards? 0 0 ~ 0
b) Exceed the City's police Threshold Standards? 0 0 ~ 0
c) Exceed the City's traffic Threshold Standards? 0 ~ 0 0
d) Exceed the City's parks/recreation Threshold 0 0 0 ~
Standards?
e) Exceed the City's drainage Threshold Standards? 0 0 ~ 0
f) Exceed the City's sewer Threshold Standards? 0 0 ~ 0
g) Exceed the City's water Threshold Standards? 0 0 ~ 0
h) Exceed the City's air quality Threshold Standards? 0 0 ~ 0
i) Exceed the City's economics Threshold Standards? 0 0 0 ~
j) Exceed the City's schools Threshold Standards? 0 0 0 ~
k) Exceed the City's libraries Threshold Standards? 0 0 0 ~
Comments:
Response to XVlla. The City's threshold standards require that fire and medical units respond to calls
within seven minutes or less in 85 percent of the cases and within five minutes or less in 75 percent of the
cases. The Chula Vista Fire Department estimates their emergency response time to the project site to be
two minutes and paramedic-level services by American Medical Response to be less than three minutes.
The proposed project will comply with this threshold standard. See response XllIa.
Response to XVllb. The City's threshold standards require that police units respond to 84 percent of
Priority 1 calls within seven minutes or less and maintain an average response time to all Priority 1 calls
of 4.5 minutes or less. Police units must respond to 62.1 percent of Priority 2 calls within seven minutes
or less and maintain an average response time to all Priority 2 calls of seven minutes or less. The Chula
Vista Police Station is located at 276 Fourth A venue. The Police Department has indicated that they will
be able to serve the project site while still maintaining their current level of service.
Response to XVllc. The traffic threshold standards require that all intersections must operate at a level
of service C or better, with the exception that LOS D will occur during the peak two hours of the day at
signalized intersections. The proposed project will generate 23,170 ADT, with 850 inbound!
650 outbound trips during the AM peak hour and 814 inbound!944 outbound trips during the PM peak
hour at the proposed driveways. All signalized intersections in the project area are calculated to currently
PI NCVI APE/Rev-MND/cvautois,accept (10/9103) 26
Chula Vista Auto Park Expansiòn
operate at LOS D or better during the AM and PM peak hours. The Main StreetJRoma Court intersection
is constructed, but does not currently carry traffic. Minor-street left-turn movements at the Main
Street/Maxwell Road signalized intersection are currently ca1culated at LOS D or better during both the
AM and PM peak hours. The Level of Service at the signalized intersections remains unchanged with the
addition of project traffic, with the exception of the Main Street/I-80S southbound ramps intersection,
which is calculated to degrade to LOS E during the PM hour as cumulative projects are incorporated. The
project proposes to implement mitigation measures to reduce impacts associated with access to the project
site and cumulative project development which are consistent with the City's threshold standards.
Response to XVlId, The City's threshold standard for parks does not apply to this project. Because the
proposed project does not generate dwelling units or population in the project area, it will not adversely
impact City of Chula Vista threshold standards for parks and recreation.
Response to XVlIe, The City's threshold standards require that storm water flows and volumes not
exceed City engineering standards. Individual projects will provide necessary improvements consistent
with the drainage master plan(s) and City engineering standards. The proposed project will not prevent
the project from meeting City standards. The City of Chula Vista requires that increased runoff from
urbanization be detained to levels at or below natural conditions for the 10-, 50-, and 100-year frequency
storms. Future development at the project site must comply with the RWQCB's NPDES Permit No. CA
0108758. BMPs appropriate to the characteristics of the project must be employed to reduce pollutants
available for transport or to reduce the amount of pollutants in runoff prior to discharge to a surface water
body. The project will not result in any significant changes to the drainage patterns, and implementation
ofBMPs will result in storm water discharge volumes which meet the established City threshold.
Response to XVIIC. The threshold standards require that sewage flows and volumes not exceed City
engineering standards. City engineers have indicated that existing facilities are adequate to serve the
proposed project. A sewage participation fee will be paid to the City for each phase of the project at the
time of connection to the public sewer. Therefore, the project is in compliance with the threshold
standards.
Response to XVlIg. The threshold standards require that adequate storage, treatment, and transmission
facilities are constructed concurrently with planned growth and that water quality standards are not
jeopardized during growth and construction. The proposed project will use the water services of the Otay
Water District, which has determined that supplies of water will be available and supplied through two
8-inch mains which serve the project site. There are no new facilities required, except for the addition of
three 2-inch and three I-inch water main connections and meters located within the site.
The proposed project will comply with water conservation measures by (I) fitting restrooms with low-
flow showerheads and toilets; (2) landscaping areas with drought-tolerant plants; and (3) installing
efficient irrigation systems, such as soil moisture sensors and drip irrigation. This will avoid any
significant impacts.
Response to XVIIh, The threshold standard for air quality states that "the City shall annually provide the
San Diego Air Pollution Control District with a 12- to 18-month development forecast and request an
evaluation of its impact on current and future air quality management programs, along with recent air
PI A/CV / APElRev-MND/cvautois-accept (10/9/03) 27
Chula Vista Auto Park Expansion
quality data. The growth forecast and APCD response letters shall be provided to the Growth
Management Ordinance (GMO) for inclusion in its annual review,"
The Regional Air Quality Strategy is based on growth projections derived from community and general
plan land use designations. The project area parcels are in the City of Chula Vista, which is within the
San Diego Air Basin, The 1991/1992 RAQS, as revised by the required 1994 triennial update, is being
implemented by APCD throughout the air basin. If a project is consistent with the City's General Plan, it
can be considered consistent with the growth assumptions in the RAQS (State of California 1998). The
proposed project is generally consistent with Chula Vista's General Plan. Therefore, the proposed project
is consistent with the growth assumptions in the RAQS.
The proposed project is not growth inducing, and has been designed to accommodate transit planning
principles and pedestrian routes as part of the project plan. Therefore, the proposed project is consistent
with the goals and objectives ofthe RAQS and satisfies the threshold standard for air quality.
Response to XVIIi, The goal for economics is "to provide land uses and activities which respond to the
economic needs of the residents and the City ofChula Vista." The threshold standard is as follows:
1. The City shall be provided with an annual fiscal impact report that provides an evaluation of the
impacts of growth on the City, in tenus of both operation and capital improvements. This report shall
evaluate actual growth over the previous l2-month period, as well as projected growth over the next
12- to l8-month period and 3- to 5-year period.
2. The City shall be provided with an annual economic monitoring report that provides an analysis of
economic development activity and indicators over the previous l2-month period, as well as projected
growth over the next 12- to 18-month period and 3- to 5-year period.
The existing fiscal analysis for the project area estimated City revenues, expenditures, and the resulting
net fiscal impact on the City, which was detenuined to be positive. All of the relevant City threshold
issues are evaluated in the report, which is available for review at the Planning Department, 276 Fourth
Avenue, Chula Vista, California 91910. The proposed project would not significantly affect the existing
fiscal analysis, except to increase the income-producing potential of the area. This is considered a
positive impact.
Response to XVlIj, The City's goal with respect to schools is "to ensure that the Chula Vista City
School District and Sweetwater Union High School District have the necessary school sites and funds to
meet the needs of the students in new development areas in a timely manner". The proposed project
would not result in the construction of any residential units and would not add to the City's school
population. Therefore, the threshold standard for schools is not applicable to the project and causes no
impact.
Response to XVIIk. The goal for the libraries is to "provide a high quality, contemporary library system
which meets the varied needs of the community". The threshold standard for the population ratio for
library facilities is to provide 500 square feet (gross) of adequately equipped and staffed libraries per
1,000 population. The proposed project would not result in the construction of any residential units and
P! NCV I APElRev-MND/cvautois-accept (1 0/9/03) 28
Chula Vista Auto Park Expansion
would not add to the city's population. Therefore, the threshold standard for libraries is not applicable to
the project and causes no impact.
Thresholds Mitigation
XVlIa. The proposed project shall be conditioned to pay public facilities fees for fire services at the rate
in effect at the time building permits are issued.
XVIIb. The proposed project shall be conditioned to pay public facilities fees for police services at the
rate in effect at the time building permits are issued.
XVlIc. The proposed project shall implement the following mitigation measures as a condition of the
Tentative Map associated with access-related impacts:
1. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a fully actuated traffic signal including interconnect wiring, mast arms,
signal heads, and associated equipment, underground improvements, standards, and luminaries at the
Main Street/Roma Court intersection. Design of the intersection should include a westbound 250-foot
left turn lane and a 90- foot transition. The traffic signal at the Main Street/Roma Court intersection
should provide protected east/west left-turn phasing and permitted north/south left-turn phasing. The
northbound approach shall be striped with a dedicated left-turn lane and a 20-foot-wide shared
through/right lane.
2. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a fully actuated traffic signal, including interconnect wiring, mast arms,
signal heads, and associated equipment, underground improvements, standards, and luminaries at the
Main StreetlMaxwell Road intersection. Design of the intersection should include a westbound
250-foot left turn lane and a 90-foot transition. The northbound approach shall be striped with a
dedicated left-turn lane and a 20-foot-wide shared through/right lane. The southbound approach (ftom
Maxwell Road) shall provide a shared left/through lane and a dedicated right-turn lane to allow for
landfill traffic to make right turns on red.
3. Prior to issuance of building permits the applicant shall enter into an agreement with the City to
design, construct, and secure a left turn pocket at Main StreetlBrandywine Avenue, Design should
include a length of 250 feet with a 90-foot transition at all left-turn lanes at the Main
StreetlBrandywine Avenue offsite.
4. Coordinate the new Roma Court and Maxwell Road traffic signals with the existing traffic signals at
Brandywine Avenue and Nirvana Avenue.
5. Dedicate right-of-way along the project ftontage on Main Street to Prime Arterial standards.
6. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a 200-foot eastbound right turn lane on Main Street at the following
intersections:
PI NCVI APElRev,MNDlcvautois,accept (1 019/03) 29
Chula Vista Auto Park Expansion
· Auto Park Court
· Roma Court
· Auto Parkway
· Auto Park Drive (south side of Maxwell Road)
Dedicated right-turn lanes shall be a minimum of 200 feet long, 12 feet wide, with a 90-foot
transition, if possible. The longer storage length will provide extra storage and more length for
vehicles to decelerate within the turn lane and not within the through lanes on Main Street.
The relatively long storage lengths have been recommended since Main Street is a six-lane facility
with a posted speed limit of 50 MPR.
The following measure will mitigate the cumulative impact at the Main Street/I-805 southbound ramp
intersections.
7. Prior to issuance of building pennits, the applicant shall contribute to the Traffic Development Impact
Fund (TDIF) toward the construction of a second westbound left-turn lane to be provided at the Main
Street/I-805 southbound ramp intersection.
These measures would facilitate traffic flow and allow for all intersections in the study area to operate at
LOS C or better at non-peak hours and LOS D during peak hours of the day, which are consistent with the
City's threshold standards,
XVIId. No mitigation is required.
XVIIe. No mitigation is required.
XVlIf The proposed project shall be conditioned to pay public facilities fees for sewer services at the
rate in effect at the time building pennits are issued.
XVIIg. No mitigation is required.
XVIIh. No mitigation is required.
XVIIi. No mitigation is required.
XVIIj, No mitigation is required.
PI NCV I APEfRev,MNDlcvautois-accept (1 0/9/03) 30
Chula Vista Auto Park Expansion
Less Than
Significant
Potentially with Less Than
ISSUE Significant Mitigation Significant
Impact Incorporation Impact No Impact
XVIII. MANDATORY FINDINGS OF SIGNIFICANCE.
a) Does the project have the potential to degrade the 0 [8J 0 0
quality of the environment, substantially reduce the
habitat of a fish or wildlife species, cause a fish or
wildlife population to drop below self-sustaining levels,
threaten to eliminate a plant or animal community,
reduce the number or restrict the range of a rare or
endangered plant or animal or eliminate important
examples of the major periods of California history or
prehistory?
b) Does the project have the impacts that are individually 0 [8J 0 0
limited, but cumulatively considerable? ("Cumulatively
considerable" means that the incremental effects of a
project are considerable when viewed in connection
with the effects of past projects, the effects of other
current projects, and the effects of probable future
projects,)
c) Does the project have environmental effects, which 0 0 [8J 0
will cause substantial adverse effects on human
beings, either directly or indirectly?
Comments:
Response to XVIIIa. Section IV and V of this Initial Study detennined that the proposed project will
have a significant environmental effect on Biological Resources and potential impacts to Cultural
Resources, However, mitigation shall be incorporated to reduce impacts to less than significant. Further
discussion has been included in the MND, The MND has incorporated mitigation measures that shall
reduce impacts associated with the proposed project to less than significant.
Response to XVIIIb. The proposed project, in combination with adjacent land uses, would result in
cumulative impacts to Transportation/Circulation, However, as discussed in the MND, mitigation
measures shall be incorporated by the City of Chula Vista to reduce cumulative impacts to less than
significant.
Response to XVIIIc, As noted in Section VII of this Initial Study, the MND addresses the potential
environmental effect on human beings, either directly or indirectly. However, mitigation will be
incorporated to reduce impacts to less than significant. Further discussion has been included in the MND.
The MND has incorporated mitigation measures that will reduce impacts associated with the proposed
project to less than significant. Therefore, the proposed project will not result in substantial adverse
effects to human beings, either directly or indirectly.
PI NCVI APElRev-MND/cvautois~accept (10/9/03) 31
Chula Vista Auto Park Expansion
XIX. PROJECT REVISIONS OR MITIGATION MEASURES
The mitigation measures have been incorporated into the project and will be implemented during the
future design, construction, or operation of the project. These measures include the following:
Air Quality Mitigation
· Use low-pollutant-emitting construction equipment.
· Use electrical construction equipment determined by the City Engineer.
· Use catalytic reduction for gasoline-powered equipment.
· Use injection timing retard for diesel-powered equipment.
· Water the construction area twice daily to minimize fugitive dust.
· Stabilize (for example, hydro seed) graded areas as quickly as possible to minimize fugitive dust.
· Pave permanent roads as quickly as possible to minimize dust.
· Use electricity from power poles instead of temporary generators during building construction.
· Implement track-out control as follows:
a. Apply chemical stabilizer or pave the last 100 feet of internal travel path within a construction
site prior to public road entry.
b. Install wheel washers adjacent to a paved apron prior to vehicle entry on public roads.
c. Remove any visible track-out into traveled public streets within 30 minutes of occurrence.
d. Wet wash the construction access point at the end of each workday if any vehicle travel on
unpaved surfaces has occurred.
e. Provide sufficient perimeter erosion control to prevent washout of silty material onto public
roads.
. Cover haul trucks or maintain at least 12 inches of freeboard to reduce blowoff during hauling.
. Suspend all soil disturbance and travel on unpaved surfaces if winds exceed 25 mph.
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Chula Vista Auto Park Expansiòn
Biological Resources Mitigation
Mitigation for Direct Impacts
Wetlands
A habitat restoration program shall be required that will include a minimum of 1: 1 habitat creation for all
impacts to jurisdictional waters and wetlands (USACOE and CDFG). In addition, impacts to riparian
scrub and southern willow scrub shall be mitigated through creation, enhancement, or restoration for a
total mitigation ratio as shown in the table below. The restoration plan will be prepared (by the applicant)
to the satisfaction of the City. Additionally, prior to issuance of a grading pennit, the applicant will be
responsible in showing evidence of receiving RWQCB 401 Certification, USACOE 404 Pennit, and
CDFG 1603 Agreement.
Compensatory Miti!!atlOn
Project Mitigation Mitigation
Wetlands Effects
(Acre) Ratio (Acres)
Riparian Scrub* 0.18 3:1 0.54
Southern Willow Scrub 0.02 3:1 0.06
Tamarisk Scrub* 0.26 2:1 0.52
Total 0,46 - 1.12
*Includes disturbed phases of this vegetation type.
Upland Habitat
There are no direct impacts to the sensitive upland habitats; therefore, there are no mitigation measures
required.
Sensitive Animals
No raptors (generally December through June) or other migratory species nests (March through
September) shall be disturbed in accordance with the Migratory Bird Treaty Act. A buffer of a minimum
300 feet shall be established around any raptor nest if occupied during construction activities to avoid
indirect impacts.
Mitigation for Indirect Impacts
Noise
Significant impacts related to construction noise will be avoided by limiting construction work to outside
of the LBV's typical breeding season (February 15 to August 15); this restriction would also
avoid/minimize the possibility of indirectly impacting any other potentially occurring sensitive riparian
birds (such as southwestern willow flycatcher) that may be utilizing/nesting in the adjacent wetlands.
According to the noise report for the project (Giroux & Associates 2002), "If construction is perfonned
during the LBV nesting!breeding season, and LBV s are found nesting within 500 feet of the nearest point
PI NCVI APElRev,MND/cvautois-accept (1019103) 33
Chula Vista Auto Park Expansion
of equipment operations, a noise mitigation plan shall be submitted and approved by the City's
Environmental Review Coordinator. Such a plan will identify the noise mitigation measures to be
utilized, and the protocols to be employed to monitor noise protection compliance." Therefore, the
applicant will also retain a biological monitor to be present during construction activities affecting
jurisdictional areas during the nesting season. If any significant effect is observed that further
construction be conducted outside of the nesting season, Where noise impacts cannot be completely
avoided, a noise monitoring program shall be developed in consultation with the USFWS and the CDFG.
In addition, the report states, "Dealership operations noise will be mitigated as follows:
. All services and repair activities shall be conducted within the service bays that are shielded ITom
the adjacent riparian habitat.
. Outdoor loudspeakers will not be installed, All employee paging shall be through personal
communication devices."
Based on the dealership operations noise analysis provided by Giroux & Associates, after incorporating
the above mitigation measures, the estimated operational noise level would be 50 dB at the habitat edge
and 40 dB toward the center of the wetlands. Both of these estimates fall below the 60-dB noise impact
threshold for LBV.
Human Encroachment
To avoid significant impacts ITom human encroachment/visual threats during the use of the project, a
barrier, such as a split-rail fence, shall be constructed at the top of the "keystone" masonry wall, between
the entire length of the boundary between the project and the wetlands.
To reduce impacts associated with the "keystone" masonry wall, the wall would be screened with a
barrier planting consisting of either noninvasive ornamental material and/or native trees/shrubs.
Landscape plans shall be reviewed and approved by the City's Environmental Review Coordinator and
the project biologist prior to installation and the plantings. The landscaping shall be monitored twice
during the first year to ensure that the plantings are providing an effective visual barrier. If the barrier
plantings fail to survive and/or the plants do not adequately screen the wetlands, then additional plantings
or solid wall installation would be required, as directed by the project biologist. These measures shall be
made a condition of the landscape plan.
Additionally, there will be no easy public access to the project site that would facilitate illegal dumping.
The car lots will be under 24-hour, seven day a week security monitoring, The fencing along the southern
border of the project site shall be installed to protect adjacent habitat ITom illegal dumping. The
landowner and the City of Chula Vista shall prevent and enforce illegal entry into the adjacent wetland
habitat.
Lighting
The adverse effects of project lighting would be mitigated to below a level of significance by utilizing
shielded fixtures that are oriented away ITom the adjacent wetland habitats. The project biologist shall
evaluate all lighting (at night) to ensure that native habitats are not incidentally illuminated. Any lighting
PI AfCV I APElRev-lvfND/cvautois-accept (10/9/03) 34
Chula Vista Auto Park Expansion
design plans that intend to utilize overhead High Intensity Discharge (HID) lighting (e.g., high-pressure
sodium, metal halide, mercury vapor, etc) fixtures in areas proximal to (within 50 feet or less of) the
wetlands must be reviewed and approved by the project biologist prior to installation.
Invasive Species
Plants. Significant impacts to surrounding (nonimpacted) wetland vegetation will be avoided by using
noninvasive and/or native plant material in the project landscaping palette. Landscape plans shall be
reviewed by the project biologist prior to the installation of plant material.
Animals. To avoid significant impacts from the inadvertent attraction/promotion of exotic or otherwise
deleterious animal species, all garbage cans and dumpsters containing food refuse shall be set back from
the nearest wetlands by a distance of no less than 100 feet and be tightly covered and securely locked
when not in use. In addition, the use of outdoor restaurant/other food service seating shall be prohibited
within 100 feet of the nearest wetland area.
Urban Runof£'Water Quality Impacts
Significant urban runoff/water quality impacts will be reduced to below a level of significance by
implementing the following mitigation measures:
1. Prior to issuance of grading permits, the applicant shall complete all applicable forms and comply
with the City of Chula Vista's Storm Water Management Standards Requirements Manual.
2. Prior to the issuance of grading permits, the applicant shall demonstrate to the satisfaction of the
City Engineer that Best Management Practices (BMPs) will be implemented to prevent pollution
of the storm water conveyance systems, both during and after construction. Permanent storm
water requirements shall be incorporated into the project design and be shown on the project plans.
Any construction and nonstructural BMP requirements that cannot be shown graphically must be
either noted or stapled on the plans.
3, The project shall comply with the City's requirements and the National Pollutant Discharge
Elimination System (NPDES). Standard Urban Storm Water Mitigation Plans (SUSMP) and
Numeric Sizing Criteria are applicable to this project. Adequate provisions shall be made in the
planning and design stages ofthe project to facilitate compliance with such requirements.
4. Prior to the issuance of grading permits, a water quality study shall be reviewed and approved by
the City Engineer that demonstrates compliance with the requirements of the NPDES Construction
and Municipal Permits, including SUSMP and Numeric Sizing Criteria requirements, in
accordance with the City's Manual.
PI NCVI APElRev-MND/cvautois-accept (10/9/03) 35
Chula Vista Auto Park Expansion
Cultural Resources Mitigation
Archaeology
An archaeological monitor shall be onsite during all excavation activities. In the event that cultural
resources are identified (other than those apparently deposited during the import of the prior fill), the
archaeologist shall be authorized to divert the construction activities, investigate the cultural resources,
and salvage material to ascertain the significance of any site. With the incorporation of the mitigation
measure, the impacts are reduced to below a level of significance.
Paleontology
A paleontologist and/or paleontological monitor to be retained to monitor construction prior to any cutting
within sensitive formations. This area is known to be underlain by one such strata: Otay Formation. If
grading is to occur within the Otay Formation, a qualified paleontologist and/or paleontological monitor
shall be onsite during the initial grading to inspect for well-preserved fossils. In the event well-preserved
fossils are found, the paleontologist shall have the authority to divert, direct, or temporarily halt
construction activities in the area of discovery to allow recovery of fossil remains in a timely manner.
Hydrology and Water Quality Mitigation
Significant urban runoff/water quality impacts will be reduced to below a level of significance by
implementing the following mitigation measures:
1. Prior to issuance of grading permits, the applicant shall complete all applicable forms and comply
with the City ofChula Vista's Storm Water Management Standards Requirements Manual.
2. Prior to the issuance of grading permits, the applicant shall demonstrate to the satisfaction of the
City Engineer that Best Management Practices (BMPs) will be implemented to prevent pollution
of the storm water conveyance systems, both during and after construction. Permanent storm
water requirements shall be incorporated into the project design and be shown on the project plans.
Any construction and nonstructural BMP requirements that cannot be shown graphically must be
either noted or stapled on the plans.
3. The project shall comply with the City's requirements and the National Pollutant Discharge
Elimination System (NPDES). Standard Urban Storm Water Mitigation Plans (SUSMP) and
Numeric Sizing Criteria are applicable to this project. Adequate provisions shall be made in the
planning and design stages ofthe project to facilitate compliance with such requirements,
4. Prior to the issuance of grading permits, a water quality study shall be reviewed and approved by
the City Engineer that demonstrates compliance with the requirements of the NPDES Construction
and Municipal Permits, including SUSMP and Numeric Sizing Criteria requirements, in
accordance with the City's Manual.
PI AJCV I APElRev,'MND/cvautois,accept (1 0/9/03) 36
Chula Vista Auto Park Expansion
Noise Mitigation
Short-term construction noise intrusion will be limited as a condition of the Grading Permit and Tentative
Map to weekday and Saturday hours between 7:00 a.m. and 7:00 p.m. Those same permits will also specify
construction access routing to restrict construction truck traffic past any existing residential or other noise-
sensitive uses in the vicinity ofthe project area.
Mitigation measures associated with noise impacts on the adjacent biological resources shall be mitigated in
accordance with measures listed under Biological Resources Mitigation.
Geology/Soils Mitigation
A geotechnical report was prepared by Geotechnics Incorporated (April 2001) detailing measures to be
implemented prior to and during site preparation and construction. These recommendations are based on
empirical and analytical methods typical of the standard practices implemented in southern Califomia. By
incorporating the recommendations of that report into the [mal project plans, impacts to geology/soils would
be reduced to less than significant.
Furthermore, the geotechnical engineer and engineering geologist shall review the grading plans prior to
finalization to verify that the grading plans are in compliance with the recommendations of the Geotechnics
report and determine the necessity for additional recommendations and/or analysis. This measure shall be
placed as a condition on all grading permits,
No additional mitigation measures are required.
Hazards/Hazardous Materials Mitigation
Based on the analysis prepared by LDR in determining potential hazards resulting fiom initiation of project
development, the following mitigation measures will reduce impacts to less than significant:
. Random sampling and testing of the existing fill will be conducted. This sampling and testing event
will occur subsequent to grading operations. The results from this testing will be submitted to the
City for review. This measure will be required as a condition of the grading permits.
Transportation Mitigation
The following are access-related mitigation measures and will be placed as a condition of the Tentative
Map:
1. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a fully actuated traffic signal including interconnect wiring, mast
arms, signal heads, and associated equipment, underground improvements, standards, and
luminaries at the Main StreetIRoma Court intersection. Design of the intersection should include a
westbound 250-foot left turn lane and a 90-foot transition. The traffic signal at the Main Street!
Roma Court intersection should provide protected east/west left-turn phasing and permitted north!
PI NCVI APElRev-MND/cvautois-accept (1 0/9/03) 37
Chula Vista Auto Park Expansion
south left-turn phasing. The northbound approach shall be striped with a dedicated left-turn lane
and a 20-foot-wide shared through/right lane.
2. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a fully actuated traffic signal, including interconnect wiring, mast
anTIS, signal heads, and associated equipment, underground improvements, standards, and
luminaries at the Main StreetIMaxwell Road intersection. Design of the intersection should
include a westbound 250-foot left turn lane and a 90-foot transition. Modify the traffic signal at
the Main StreetIMaxwell Road intersection. The northbound approach shall be striped with a
dedicated left-turn lane and a 20-foot-wide shared through/right lane. The southbound approach
(from Maxwell Road) shall provide a shared through/left lane and a dedicated right-turn lane to
allow for landfill traffic to make right turns on red.
3, Prior to issuance of building permits the applicant shall enter into an agreement with the City to
design, construct, and secure a left turn pocket at Main Street/Brandywine Avenue. Design should
include a length of 250 feet with a 90-foot transition at all left-turn lanes at the Main
Street/Brandywine Avenue offsite.
4. Coordinate the new Roma Court and Maxwell Road traffic signals with the existing traffic signals
at Brandywine Avenue and Nirvana Avenue,
5. Dedicate right-of-way along the project frontage on Main Street to Prime Arterial standards.
6. Prior to issuance of building permits, the applicant shall enter into an agreement with the City to
design, construct, and secure a 200 foot eastbound right turn lane on Main Street at the following
intersections:
· Auto Park Court
· Roma Court
· Auto Parkway
· Auto Park Drive (south side of Maxwell Road)
Dedicated right-turn lanes shall be a minimum of 200 feet long, 12 feet wide, with a 90-foot
transition, if possible. The longer storage length will provide extra storage and more length for
vehicles to decelerate within the turn lane and not within the through lanes on Main Street.
The relatively long storage lengths have been recommended since Main Street is a six-lane facility
with a posted speed limit of 50 MPH.
The following measure will mitigate the cumulative impact at the Main Street/I-805 southbound ramps
intersection.
7. Prior to issuance of building permits, the applicant shall contribute to the Traffic Development
Impact Fund (TDIF) toward the construction of a second westbound left-turn lane to be provided
at the Main Street/I-80S southbound ramp intersection.
PI NCV / APEiRev.MND/cvautois,accept (10/9/03) 38
Chula Vista Auto Park Expansion
XX. AGREEMENT TO IMPLEMENT MITIGATION MEASURES
By signing the line provided below, the Applicant(s) and/or Operator(s) stipulate that they have each
read, understood, and have their respective company's authority to and do agree to the mitigation
measures contained herein and will implement same to the satisfaction of the Environmental Review
Coordinator. Failure to sign the line provided below prior to posting of this Mitigated Negative
Declaration with the County Clerk shall indicate the Applicant's and/or Operator's desire that the Project
be held in abeyance without approval and that the Applicant(s) and/or Operator(s) shall apply for an
Environmental Impact Report.
n0r~ 1D - I ð . c:3
'Bignature Date
rÞs~ 1-- 130~ r ß:?~t ~0r / Pt<\S Ie l-A t'D>
Printed Name Agent For
XXI. ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
The environmental factors checked below would be potentially affected by this Project, involving at least
one impact that is a "Potentially Significant Impact" or "Potentially Significant Unless Mitigated," as
indicated by the checklist on the preceding pages.
o Aesthetics o Agriculture Resources ¡g¡ Air Quality
¡g¡ Biological Resources ¡g¡ Cultural/ Paleontological Resources ~ Geology / Soils
¡g¡ Hazards & Hazardous Materials ~ Hydrology / Water Quality D Land Use / Planning
o Mineral Resources ~ Noise D Population / Housing
D Public Services D Recreation ~ Transportation / Traffic
D Utilities / Service Systems o Mandatory Findings of Significance
XXII. DETERMINATION
On the basis of this initial evaluation:
I find that the proposed project COULD NOT have a significant effect on the environment, 0
and a NEGATIVE DECLARATION will be prepared.
I find that although the proposed project could have a significant effect on the environment, ¡g¡
there WILL NOT be a significant effect in this case because the mitigation measures
described on an attached sheet have been added to the project. A MITIGATED NEGATIVE
DECLARATION will be prepared,
I find that although the proposed project MAY have a significant effect on the environment, D
and an ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a significant effect(s) on the environment, but at 0
least one effect: 1) has been analyzed adequately in an earlier EIR pursuant to applicable
standards, and 2) has been addressed by mitigation measures based on the earlier analysis
PI AlCV I APEfRev,MND/cvautois-accept (10/9/03) 39
Chula Vista Auto Park Expansion
as described on attached sheets, if the effect is a "potentially significant impacts" or
"potentially significant unless mitigated." An ENVIRONMENTAL IMPACT REPORT is
required, but it must analyze only the effects that remain to be addressed.
I find that although the proposed project could have a significant effect on the environment, 0
there WILL NOT be a significant effect in this case because all potentially significant effects
(a) have been analyzed adequately in an earlier EIR pursuant to applicable standards and
(b) have been avoided or mitigated pursuant to that earlier EIR, including revisions or
mitigation measures that are imposed upon the proposed project. An addendum has been
prepared to provide a record of this determination.
Signature Date
Marilyn Ponseggi City of Chula Vista
Printed Name Agent For
PI NCVI APEfRev-MND/cvautois-accept (1019103) 40
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