HomeMy WebLinkAboutRCC AGENDA PK 1992/11/09-AIR QUALITY IMPROVEMENT PLAN-
RANCHO DEL REY SPA I
COMMERCIAL CENTER
SUBMITTAL DRAFT'
September 21, 1992
Approved by City Council Resolution No.
-Date-
Prepared for:
RANCHO DEL REY PARTNERSHIP
2727 Hoover Avenue
National City, CA 91950
Prepared by:
JAY KNIEP
739 Baylor Avenue
Bonita, CA 91902
(619) 421-8910
Table of Contents
Paae
I. EXECUTIVE SUMMARY ................................. 1
II. INTRODUCTION ...................................... 3
A. Purpose
B. Planning Context
C. Goals
D. Approach
E. Roles and Responsibilities
III. AIR QUALITY LEGISLATION AND PLANS ................. 7
A. Background
B. Air Quality Plan Requirements
C. Transportation Control Measures
D. Transportation Demand Management
E. Public Transit Planning and Service
IV. AIR QUALITY IMPACTS ............................... 13
A. Existing Climate/Air Quality Conditions
B. Project Air Quality Impacts
V. AIR QUALITY MITIGATION MEASURES ................... 22
VI. MONITORING/CONCLUSIONS ............................ 25
VII. REFERENCES ........................................ 26
1
I. EXECUTIVE SUMMARY
The purpose of this Air Quality Improvement Plan is to respond to
the Growth Management Policies of the City of Chula Vista, as
applied to the Rancho del rey Commercial Center project. The most
significant air quality improvement measures are those policies and
regulations established at the broadest geographic level, i.e.,
State and Federal. A regional air quality plan is currently being
drafted, while the city of Chula Vista has not adopted any specific
air quality regulations or policies. However, there are measures
that can be applied on a City or project level which can have a
positive impact. This report presents an overview of these issues,
and offers the following improvement measures which are to be
implemented at the local level.
Generalized measures which are incorporated throughout the project,
the Rancho del Rey Commercial Center, or the Rancho del Rey Planned
Community as a whole, are described below.
1. Pedestrian and Bicycle Access: The Rancho del Rey SPA I, II,
and III Planned Community Districts, and implementing SPA
Plans, adopted by the City have emphasized the use of an
extensive trail system, connecting activity centers, to enable
non-vehicular travel. Specifications and a requirement to
provide bicycle parking facilities are included in the
applicable Rancho del Rey SPA I PC District Regulations.
There has also been a suggestion that programs to encourage
pedestrian and bicycle travel could be applied, such as
reduced parking availability at retail centers. These
concepts would require City-wide debate to fully .evaluate
competing goals, and are not currently applicable at the
project level.
2. Jobs/Housing Balance: The Rancho del Rey Planned Community,
approved by the City, includes job opportunities, recreation,
education, retail and public facilities within the community.
Full implementation of the community plan would minimize the
length and number of automobile trips because of the range of
opportunities and services available within the community.
3. Access To Regional Svstems: The IAS requirements applied to
Rancho del Rey will encourage free-flow travel, which reduces
air emissions. However, there are those who argue that public
transit use is actually enhanced by congestion. These
competing approaches to air quality improvement need to be
reviewed as City-wide policy to determine the appropriate
balance.
4. Transit Access: The project will improve transit access by
providing a bus stop(s) to serve the East "H" Street transit
corridor. The site(s) shall be conveniently located to serve
the proposed retail uses, and existing employment and recre-
(09/21/92) 1
ation uses, as well as provide for future service to adjacent
approved residential development (Rancho del Rey SPA III).
Educational Programs: The developer will participate in an
educational program for businesses in the Commercial Center,
adjacent Business Center, and residential development within
Rancho del Rey. This program could also be coordinated as
part of a larger City-wide program to inform residents of the
services and alternative transportation options available to
them.
Local and Regional Air Quality Regulations: Anew Air Quality
Plan will supersede the 1982 SIP. This plan will include
increased standards and regulatory measures to mitigate this
project as well as other anticipated growth in the San Diego
Air Basin. The Commercial Center will be subject to compli-
ance with these regulations and mitigation measures as they
evolve, including potential Transportation Demand Management
(TDM) programs for employers and restrictions on truck
deliveries during peak traffic hours.
Development Monitoring: The Design Review process provides a
point for monitoring the inclusion of pedestrian, bicycle
facilities and connections to public transit facilities. In
addition, this development will be subject to the ongoing
monitoring programs inherent in the City's Transportation
Phasing Plan and Growth Management Program.
These local mitigation measures, identified above, may only have a
small impact on regional Air Quality in quantifiable terms, but
their enhancement of future transit options and public awareness
should have a greater long term public benefit.
It should also be noted that the proposed project will be providing
retail services to an area which is currently under served,
requiring residents to travel greater distances to purchase certain
goods. To the extent that this development will reduce the need to
travel across town or further to patronize these stores, a
reduction in vehicular travel and air quality impacts is attribut-
able to the project.
(09/21/92)
II. INTRODUCTION
A. Purpose
The purpose of this Air Quality Improvement Plan for the
Rancho del Rey Commercial Center project is to respond to the
Growth Management Policies of the City of Chula Vista. The
City has looked comprehensively at issues dealing with
development and the additional impacts it places on public
facilities and services. The Growth Management Program
implements the Growth Management Element of the General Plan
and establishes an orderly process to carry out the develop-
ment policies of the City. The primary area of focus of the
Growth Management Program is east of I-SO5 where most of the
remaining vacant land is located, including the project site.
B. Planning Context
The planning context for this air quality plan ranges from
state-wide and regional considerations to local planning
requirements. The California Clean Air Act (CCAA) forms the
basis for most air quality management efforts. It is the
driving mechanism to the current revision to the San Diego Air
Basin Air Quality Management Plan by the regional Air Pollu-
tion Control District (APCD).
At the local level, cities must carry out their fair-share
responsibilities within a day-to-day decision making framework
to ensure attainment of the regional standards and objectives.
Although specific local policies have not been adopted, Chula
Vista is actively participating, through the growth management
program and other efforts, in the regional endeavor to
establish effective long term regional strategies to implement
the air quality standards and objectives.
The California Air Resources Board (ARB) has classified the
San Diego region as having a severe air pollution problem
because the region will not comply with State standards until
some time after 1997. According to the San Diego Air Pollu-
tion Control District (APCD), the major sources of air
pollutants in the region are motor vehicles and pollution
blown in from Los Angeles. Given this situation, local air
quality improvement efforts are focused on transportation
issues. To address air quality problems related to transpor-
tation, level of service standards for arterials, highways and
transit are being developed, as are goals for reducing solo
auto trips.
Actions necessary to achieve state and federal clean air
standards, and transportation system management (TSM) and
transportation demand management (TDM) objectives include:
• reducing solo auto trips by carpooling and using transit
• promoting telecommuting and staggered work schedules
(09/21/92) 3
• improving transit service
• building additional high occupancy vehicle lanes
• coordinating traffic signals and implementing other
circulation system improvements
• reducing trip lengths through jobs/housing balance, mixed
use development and focusing development near transit
stations
The regional plans required by State law are now being
prepared by SANDAL and the APCD. Although the areas of focus
are well known and alternative measures have been offered for
review and comment, specific guidelines and standards have not
yet been adopted. Thus a direct comparison or evaluation of
the measures included in this plan with regional standards
cannot be made at this time. However, because of the commer-
cial nature of this project and the transportation focus of
the specific measures expected to be adopted in the regional
plan, project level consistency will be based on operational
requirements (e.g., employee commuting, goods movement/truck
operations, etc.) and design parameters. Design parameters
will include project access and parking management/pricing
which could be a design issue (i.e., reduce parking require-
ments to create a shortage so that users would be induced to
use public transit or ride-share). The following chapter will
more fully detail these issues.
At the local level, within Chula Vista, there is no local air
quality plan. However, the City Council has adopted the
Growth Management Program which requires Air Quality Improve-
ment Plans for major development projects (5o residential
units or commercial/industrial projects with equivalent air
quality impacts). This report for the Rancho del Rey Commer-
cial Center project has been prepared to meet that require-
ment. Although such plans are required, the City has not
established any guidelines, criteria, or other requirements
for content or scope of suc:: plans. Additionally, the City
has not adopted an Air Quality Plan or element to its General
Plan to establish local policy in this area. Because no local
plan exists or is in preparation, project compliance will need
to be measured against the anticipated requirements of the
regional plan.
C. Goals
The following are goals of the Rancho del Rey Commercial
Center Air Quality Improvement Plan:
To minimize air quality impacts during and after con-
struction of the Commercial Center project.
To comply with the air quality standards and policies of
the City of Chula Vista and San Diego County APCD.
(09/21/92)
To create a framework for the design and implementation
of air quality mitigation measures in this commercial
development project.
D
4. To be economically efficient and cost effective.
Approach
The approach to air quality mitigation outlined in this plan
is focused on the strategies and measures available to
commercial development projects. As will be described in the
next chapter, some transportation/air quality improvements
measures in the State and regional plans are addressed to
these projects. The majority address transportation system
efficiency, alternative transportation modes, heavy vehicle
restrictions, and increased vehicle occupancy. None of these
are directly influenced or effected by commercial development.
The primary target of such measures are employment uses. Only
to the degree that commercial uses are employment centers,
will transportation demand measures apply. Some measures are
available however, and these are described and incorporated
into the project (or surrounding community) as appropriate.
These include integration of land uses, construction of
facilities to support public transportation, and trip reduc-
tion programs, where feasible. Efforts to educate and
increase awareness of the need to minimize air quality impacts
and the opportunities to do so, will be directed toward future
users/tenants. The roles and responsibilities of all affected
parties are described in the following section.
E. Roles and Responsibilities
In order for this plan to be effective, it is necessary to
clearly assign appropriate roles and responsibilities to all
of the participants in the development and occupancy phases of
the Rancho del Rey Commercial Center project. There are three
primary groups involved: master developer, and owner/build-
ers; government/service agencies; and future users/tenants.
Each has an important role to play, as described below.
1. Developer/Owners/Builders
The community developer, the Rancho del Rey Partnership, is
providing the basic planning, design, and management of this
program. Community level transportation facilities, vehicular
and non-vehicular, will be implemented by the master develop-
er.
Individual owner/builders will construct facilities according
to the standards set by the master developer (and the City)
and will be responsible for energy conservation planning and
management within their own project. Each of the major
retailers will be responsible for energy efficient design and
(09/21/92) 5
operation of their own facility, as well as establishing and
implementing programs to reduce automobile trips by employees.
Property owners in the smaller retail areas will be the
primary communicators with commercial tenants. In this role,
they will be responsible for identifying the energy conserva-
tion features incorporated in the project, and educating
tenants regarding a continuing conservation effort.
2. Users/Tenants
The long term success of the air quality mitigation effort
rests with tenants/users who choose their own modes of
transportation, driving habits and lifestyles, or re-
quire/offer programs to their employees. In the aggregate,
choices by individuals affect the air quality in the region
more than any effort by the City or developer.
Generally, commercial and industrial are the land uses which
have significant opportunities to incorporate air quality/
transportation mitigation measures because of the concentrated
number of automobile trips associated with them. The primary
opportunity is to incorporate public transportation facilities
and/or trip reduction programs. However, the decision to
utilize public transit or non-vehicular transportation will
rest to a large degree with future users/employees, influenced
by the availability and convenience of such facilities. In
the future, participation in trip reduction programs may be
mandated in some cases. Businesses within the Commercial
Center will be responsible for developing and implementing
trip reduction programs (i.e., compliance with the proposed
Trip Reduction Ordinance) for their employees.
3. Government/Service Agencies
The City of Chula Vista will review project plans and monitor
this plan. Because of its development approval role, the City
can effectively enforce transportation phasing and other
standards for new construction. Some local public transporta-
tion systems are operated under authority of the City, in
cooperation with regional operators. The City can also be a
source of on-going education and air quality awareness through
citizen communication programs.
The San Diego APCD will adopt regional air quality plans which
will implement measures to meet State and Federal standards.
Although these plans will focus primarily on transportation
issues, land use and indirect source guidelines will also be
included. State law prohibits the intrusion of the APCD on
the land use decision authority of the City, so it will be up
to the City to implement any such guidelines. Larger busi-
nesses within the Commercial Center will be required to
operate according to the rules and regulations established by
the APCD, once they are adopted.
(09/21/92) 6
III. AZR QIIALITY LEGISLATION AND PLANS
A. Background
Based on air quality data from the regional air quality
monitoring network, the California Air Resources Board
classified San Diego County as a "non -attainment area" for the
State Ozone (O3) and Inhaleable Particulate Matter (PM10) Air
Quality Standards. In addition, the western portion of the
County was classified "non-attainment" for the State Nitrogen
Dioxide (NOZ) and Carbon Monoxide (CO) Standards. The eastern
portion of the County is classified "attainment" for these
standards.
Ozone is the principal pollutant of concern in San Diego
County. Because violations of the CO and NOZ standards are
marginal compared to the significant 03 problem, the principal
focus of the regional air quality effort will directed toward
reducing reactive organic gases and oxides of nitrogen, which
are ozone precursors.
The ARB motor vehicle pollution control program will continue
to provide significant reactive hydrocarbon, oxides of
nitrogen, and CO reductions from motor vehicles. Transporta-
tion control measures will also reduce these emissions. Since
80$ of theregion's CO and 50~ of the NOZ pollution is from
on-road motor vehicles, this combination of measures will
substantially contribute to attaining and maintaining these
two standards. While transportation control measures and
motor vehicle emission controls will be major elements in the
CO and NOZ control program, additional stationary source
control measures may be necessary to control oxides of
nitrogen.
B. Air Quality Plan Requirements
1. Involved Agencies
The four agencies involved in the air quality planning process
are the Environmental Protection Agency (EPA), which is
responsible for the administration of the federal Clean Air
Act; the State Air Resources Board (ARB), which is responsible
for the implementation of the California Clean Air Act of
1988; the San Diego County Air Pollution Control District
(APCD), which is responsible for the development of the Air
Quality Plan mandated by the State Clean Air Act and for
regulating the emissions in the region; and SANDAL, which is
responsible for the preparation of the transportation control
measures component of the Air Quality Plan. The Plan is to be
consistent with the traffic congestion management and regional
growth management plans also being prepared by SANDAL. Within
this context of a long term strategy to be carried out by the
State and the APCD, Chula Vista can also do its fair share,
although it does not have a formal role in formulating the
(09/21/92)
plan. State law does provide for the delegation of adminis-
tration of APCD Regulations to local agencies if the following
conditions are met:
Measures adopted and implemented are as stringent as the
District's measures.
• The local agencies submitting an implementation plan have
sufficient resources and the District approves the plan.
The District adopts procedures to audit local agency
performance to insure compliance. The District can
revoke the delegation for inadequate performance.
Any land use provisions of the adopted plan will ultimately be
the responsibility of the City as state law prohibits the APCD
from intruding in this area.
2. Air Quality Standards
Attainment of air quality standards is based on compliance
with federal and state law which establishes such standards,
with the state standards more strict than federal standards
(see Table 1). Given this situation, compliance with state
law will generally lead to conformance with federal law.
3. Mandated Measures
Because the San Diego region is classified "severe", specific
controls are required by State law. These are: the best
available retrofit control technology for existing sources; a
permitting program that mitigates emission increases from all
new and modified sources; reasonably available transportation
control measures; indirect and area source control measures;
and, specifically, transportation control measures to hold
vehicle emissions constant after 1997 and achieve an average
commute-time ridership of 1.5 persons per vehicle by 1999, and
measures to achieve use of a significant number of low-
emission vehicles by fleet-operators.
(09/21/92) g
T.~BLE 1
AMBIENT AIR
QUALITY STANDARDS
.. .. e.."_-__ .....
i-oiiutant r~~=~a~u~g
Time c.aurorrua
Standa
d National
r
s Standards
Ozone 1 Hour 0.09 ppm 0.12 ppm
Carbon 8 Hour 9.0 ppm 9 ppm
Monoxide 1 Hour
20 PPm
35 ppm '
Nitrogen
Annual
Average ~
100µg/rri3
Dioxide 1 Hour p,25 ppm _
Annual
Sulfur Average 80 µg/m3
Dioxide 24 Hour 0.05 ppm 0.14 ppm
1 Hour 0•~ PPm
Suspended
Particulate Annual Mean 30 µg/ms 50 µg/ms
Matter
(PM 10) 24 Hour
50 µg/m3
150 µg/m3
Sulfates 24 Hour 25 µg/m3 _
30 Day Average 1.5 µg/m3 _
Lead Calendar _
Quarter 1.5 µg/rbz=
gg
HS u f~de n 1 Hour 0.03 ppm "
Vinyl Chloride
(chloroethene) 24 Hour 0.010 m
PP -
Visibility Visibility of 10 -
Reducing 1 Observation miles when
Particles humidity is
d0%.
C. Transportation Control Measures
In November 1990, the APCD Board adopted criteria for develop-
ing a transportation control measures (TCM) plan. The plan is
being prepared by SANDAG according to the criteria of APCD,
and, once completed, the plan will be implemented through
district regulations and transportation system improvements.
The TCM criteria addressed six major areas: transportation
demand management (reduction in number vehicle trips & heavy
duty vehicle restrictions); alternative transportation mode
capacity expansion (public transit, park and ride, high
occupancy vehicle facilities & bicycle/pedestrian facilities);
transportation system management (traffic signals & incident
management); land use (jobs/housing balance, mixed use
development & focused development); market based incentives
(fees & taxes); and, driving restrictions.
Regulations which will be proposed to meet these criteria
could include:
1. Ride sharing and van pool programs.
2. Employer subsidized transit ticket passes.
3. Flexible work schedules to accommodate ride sharing and
transit.
4. Telecommuting and teleconferencing.
5. Parking incentives to support ride sharing.
6. Trip management education.
7. Limiting heavy duty truck traffic during peak commute
periods and reducing the number of trips through better
fleet management.
8. Measures to reduce trips to large facilities.
In addition, the Air Quality Plan will contain transportation
system measures (TSM) to attempt to reduce motor vehicle
pollution utilizing some of the following measures:
1. Adding more high occupancy vehicle by pass ramps and
lanes.
2. .Improving transit services.
3. Special bridge toll rates for drivers who ride share.
4. Increase bus fleets and upgrading of vehicles.
(09/21/92) 10
5. Development of long range policies supporting vehicle
trip reduction.
D. Transportation Demand Management
As noted earlier, other planning programs are currently
underway which should be coordinated with the Air Quality
Plan. Currently, the City of Chula Vista is participating in
the regional effort to implement the transportation demand
management (TDM) ordinance. City staff is evaluating the
model transportation demand ordinance prepared by SANDAL and
will be directing comments to the agency. The near term focus
of the regional transportation demand program will be on the
largest components of the principal traffic stream including
employment travel, college and university student travel, and
goods movement. The objectives for each of the larger traffic
components are as follows:
1. The objectives of the freeway traffic element policies
and programs shall lead to the achievement of a 1.4
average vehicle occupancy rate for all area freeways
during the principal travel period by the year 2000 and
a 1.5 average vehicle occupancy rate by the year 2010.
2. The objectives of the employment traffic element policies
and programs shall lead to the achievement of a 50$ drive
alone ratio for region wide employment traffic during the
principal travel period by the year 2000 and 40$ drive
alone ratio by the year 2010.
3. The objectives of the college and university. traffic
element policies and programs shall lead to the achieve-
ment of a 50g student drive along ratio by the year 2000;
and a 40$ student drive alone ratio by the year 2010.
4. The objective of the goods movement traffic element
policies and programs shall lead to the achievement of a
25$ reduction in goods movement traffic during the
principle travel period by the year 2000; and a 35$
reduction by the 2010.
Violation of the transportation demand management ordinance as
currently proposed may constitute a violation of the Regional
Air Quality Plan.
The basic requirements of the transportation demand management
ordinance will be to require employers to prepare plans to
carry out the objectives of the program and to file annual
reports showing the degree of compliance with said standards.
In addition, each college and university will develop,
implement and promote student commute alternatives in order to
achieve the regional college university student drive along
targets.
(09/21/92) 11
Finally, with respect to the goods movement/trucking traffic
element, each business providing goods movement/traffic
trucking services shall develop, implement and promote a non-
peak period delivery program as well as other measures to
further reduce truck traffic during the principal travel
period which is to defined as between 6:30 a.m. to 8:30 a.m.
through 1995 after which time it shall be 6:00 a.m. to 9:00
a.m.
E. Public Transit Planning and Service
The Rancho del Rey Community is currently served by a local
bus route, although preliminary planning for light rail
service to the region is underway. Increased use of public
mass transit is a primary objective to achieve improved air
quality. The use of public transit to access commercial areas
is limited however, due to the fact that most customers need
their vehicles to transport the goods they acquire. Public
transit is more valuable in providing employee transportation
to employment centers.
(09/21/92) 12
IV. AIR QIIALITY IMPACTS
This chapter discusses the Air Quality Impacts associated with the
Rancho del Rey Commercial Center project. This chapter is a
summary of the comprehensive analysis is included in the Environ-
mental Impact Report (EIR) prepared for the project. The project
EIR should be referenced for more complete existing conditions and
impact analysis.
A. Existing Climate/Air Quality Conditions
1. Climate
The climate of the Chula Vista area, as with all of Southern
California, is controlled largely by the strength and position
of the subtropical high pressure cell over the Pacific Ocean.
It maintains moderate temperatures and lower humidities, and
limits precipitation to a few storms during the winter "wet"
season. Temperatures are normally mild with rare extremes
above 100 degrees Fahrenheit (F) or below freezing.
winds in the City of Chula Vista are almost always driven by
the dominant land/sea breeze circulation system. Regional
wind patterns are dominated by daytime on-shore sea breezes up
to 20 miles per hour with an average of 7 miles per hour. At
night, the wind generally slows and reverses direction,
traveling towards the sea. Wind direction is altered by local
canyons, with winds tending to flow parallel to the canyons.
The on-shore flow of air provides the driving mechanism for
both air pollution transport and dispersion. The winds
described above control the horizontal transport in the
region. The interior valleys of San Diego County also have
numerous temperature inversions that control the vertical
extent through which pollutants can be mixed. When the on-
shore flow of cool, marine air undercuts a large dome of warm,
sinking air within the oceanic high pressure area, it forms a
marine/subsidence inversion. These inversions allow for good
local mixing, but act like a giant lid over the larger area.
As air moves inland, sources add pollution from below without
any dilution from above. The boundary between the cool air
near the surface and the warm air aloft is a zone where air
pollutants become concentrated. As the air moves inland and
meets elevated terrain, inland foothill communities are
exposed to many of the trapped pollutants within this most
polluted part of the inversion layer.
A second inversion type forms when cool air drifts into lower
valleys at night and pools on the valley floor. These
radiation inversions are strongest in winter when nights are
longest and air is coldest. They may lead to stagnation of
ground-level pollution sources such as automobile exhaust near
freeways or major parking facilities.
(09/21/92) 13
2. Air Quality
To assess the air quality impact of the proposed project, that
impact, together with the baseline air quality levels, must be
compared to the Ambient Air Quality Standards (AAQS). These
standards are the levels of air quality considered safe, to
protect the public health and welfare. They are designed to
protect people whose health makes them most susceptible to
respiratory distress, such as asthmatics, the elderly, very
young children, people weaken by disease or illness, and
persons engaged in strenuous work or exercise, whose are
deemed sensitive receptors. Healthy adults can tolerate
occasional exposure to air pollutant levels which exceed the
established standards.
The Clean Air Act Amendment of 1970 first established national
AAQS. States retained the option to adopt more stringent
standards or to include other pollution categories. The
initial attainment deadline of 1977 was extended to 1987 for
certain national standards, and that deadline passed with the
San Diego Air Basin (SDAB) still far from attainment. The
California Clean Air Act and a new Federal Clean Air Act have
been passed since then, both of which set forth more realistic
implementation time frames for airsheds with moderately
degraded air quality such as the SDAB. Because California
already had standards in existence prior to 1970 and because
of unique meteorological problems in California, there is
considerable difference between state and federal clean air
standards. The standards currently in effect in California
are shown in Table 1.
Air quality at any site is dependent on the regional air
quality and local pollutant sources. Regional air quality is
determined by the release of pollutants throughout the air
basin. Within the San Diego Air Basin, it has been calculated
that mobile sources are the major source of regional emissions
and are responsible for approximately 73 percent of the smog
emissions in San Diego County ("Climate and Smog in San Diego
County", SDAPCD). Smog (comprised primarily of ozone)
concentrations in San Diego County exceed both federal and
state standards. In 1990 the federal standards was exceeded
on 39 days while the more stringent state standard was
exceeded on 139 days. In 1991, these days exceeding standards
fell to their lowest levels since expanded monitoring was
begun in the mid-1970's. The federal standard was exceeded on
26 days while the state standard was exceeded on 106 days.
While a combination of industrial and motor vehicle pollution
controls have provided a steady and significant improvement in
air quality, the dramatic improvements of 1991 are probably
more due to favorable weather patterns than any air quality
improvement programs. In San Diego County, approximately 40$
of the state smog standard violations, three-fourths of the
federal violations, and all of the highest smog alert level
(09/21/92) 14
concentrations are caused by transported smog from the Los
Angeles area.
The air monitoring station closest to the project site,
operated by the SDAPCD, is on "J" Street in Chula Vista. The
data collected at this station is considered to be representa-
tive of the air quality experienced in the vicinity of the
project. Air quality data for 1987 through 1991 for the Chula
Vista station is provided in Table 2.
The air quality data indicate that ozone is the air pollutant
of primary concern in the project area, as well as San Diego
County as a whole. Ozone is a secondary pollutant; it is not
directly emitted. Ozone is the result of the chemical
reactions of other pollutants, most importantly hydrocarbons
and nitrogen dioxide, in the presence of bright sunlight.
Pollutants emitted from morning rush hour traffic react to
produce the oxidant concentrations experienced in Chula Vista.
Ozone is the primary component of the photochemical oxidants
and it takes several hours for the photochemical process to
yield ozone levels which exceed the standard. All areas of
the San Diego County Air Basin contribute to the ozone levels
experienced at Chula Vista, with the more significant areas
being those directly upwind. The ozone levels at Chula Vista
have not significantly increased or decreased over the last
six years.
Particulate matter (PM10) refers to suspended particulates
which are respirable. PM10 levels in the area are due to
natural sources, grading operations, and motor vehicles. The
federal standards for particulates have not been exceeded at
the Chula Vista station since before 1982.
The carbon monoxide standards have not been exceeded over the
past several years, although no clear trend in maximum carbon
monoxide concentrations is evident. Carbon monoxide is
generally considered to be a local pollutant. That is, carbon
monoxide is directly emitted from several sources (most
notably motor vehicles), and the highest concentrations
experienced are directly adjacent to the source.
Lead and sulfur oxide levels are also well below state and
federal standards. Sulfur oxide levels are not exceeded
anywhere in the San Diego Air Basin, primarily because of the
lack of major industrial sources. Due to the introduction and
increased usage of unleaded gasoline, lead concentrations are
now well below the federal and state standards throughout the
basin.
(09/21/92) 15
Table 2
Air Quality Levels Measured at Chula Vista
Ambient Air Monitoring Station 1987-91
Pollutant
CA Std.
Fed. Std.
Year
Max.
Level Days
State/Fed. Std.
Exceeded
Ozone 0.09 ppm* 0.12 ppm 1987 0.17 15/2
for 1 hr. for 1 hr. 1988 0.22 17/4
1989 0.16 21/7
1990 0.15 21/3
1991 0.15 13/3
Inhaleable 50 ug/m3 150 qg/m3 1987 68 0/0
Particulate for 24 hr for 24 hr 1988 58 0/0
(PM10) 1989 69 0/0
1990 67 0/0
1991 N/A 0/0
SOZ 0.25 ppm 0.5 ppm 1987 0.04 0/0
for 24 hr for 24 hr 1988 0.09 0/0
1989 0.08 0/0
1990 0.06 0/0
1991 0.07 0/0
CO 20 ppm 35 ppm 1987 7.0 0/0
for 1 hr for 1 hr 1988 7.0 0/0
1989 8.0 0/0
1990 7.0 0/0
1991 7.0 0/0
NOZ 0.25 ppm 0.05 ppm 1987 0.15 0/0
for 1 hr annual avg. 1988 0.21 0/0
1989 0.16 0/0
1990 0.13 0/0
1991 0.12 0/0
ppm = parts per million
N/A = not available
SOURCE: Rancho del Rey Conmercial Cen[er Draft EIR (7/20/92)
(09/21/92) 16
B. Project Air Quality Impacts
The proposed Rancho del Rey Commercial Center project will
generate approximately 23,656 additional daily automobile
trips (ADT), as compared to the existing land use approvals
for the site. Average trip length would be reduced however,
from 10.6 to 4.9 miles according to the project EIR, resulting
in a net increase of approximately 39,650 vehicle miles
traveled (22$ increase over approved plan). These vehicle
miles would result in increased air emissions on new and
existing roadways. Short-term emissions from construction
activities would also generate dust and vehicle emissions
resulting in short-term air quality impacts.
1. Construction Impacts
Soil disturbance to prepare the project site would generate
fugitive dust during the construction phase. Soil dust is
typically chemically inert and much of the dust is comprised
of large particles that are readily filtered by human breath-
ing passages and also settle out on nearby surfaces. It
comprises more of a potential soiling nuisance than an adverse
air quality impact.
Construction activities for large development projects are
estimated by the U.S. Environmental Protection Agency to add
1.2 tons of fugitive dust per acre of soil per month of
activity. If water or other soil stabilizers are used to
control dust, the emissions can be reduced by up to 50
percent. However, fugitive dust control using water must be
balanced against the need to conserve water resources.
Currently, water conservation has taken priority. The project
EIR includes an estimate of 1.32 tons of dust generated per
day of full scale grading operations. While there would be
project related dust emission levels during construction, the
air quality impact would be minimal. The EIR concludes that
temporary dust impacts are significant but would be mitigated
by compliance with local dust control and Uniform Building
Code (UBC) requirements.
In addition to fugitive dust, construction activities would
also cause combustion emissions to be released from on-site
construction equipment and from off-site vehicles hauling
materials. Heavy duty equipment emissions are difficult to
quantify because of day-to-day variability in construction
activities and equipment used. Typical emission rates for a
variety of construction equipment are provided in Appendix
12.2 to the project EIR. Emission rates range from 1 to 7
pounds per hour per piece of equipment. The EIR concludes
that emissions from construction equipment are temporary and
not significant.
(09/21/92) 17
2. Ambient Air Quality Impacts
Impacts to air quality result primarily from automobile
emissions. The proposed project would result in an increase
in air emissions due to direct impacts from vehicle emissions
and indirect impacts from electricity and natural gas consump-
tion. Tables 3 and 4 describe the estimated vehicle emissions
and power plant/natural gas emissions associated with the
project. Table 5 shows the project share of estimated San
Diego Air basin pollutants. These tables were prepared using
consumption factors and emissions factors provided by the
South Coast Air Quality Management District because comparable
factors were not available from the local responsible agencies
(SANDAG and APCD). The estimates in Tables 3 through 5 are
for 1994 and assume complete build-out of the project by that
date. This results in a worst case analysis, future emissions
rates are expected to decline as improved vehicle exhaust
controls and other technological improvements take effect.
(09/21/92) 18
Table 3
Estimated Project Vehicle Emissions 1994-2000
(pounds/day)
Pollutant Emissions
Year 1994
Carbon Monoxide 2,027
Nitrogen Oxides 480
Sulphur Oxides 96
Particulates 115
Total Hydrocarbons 184
- Reactive Hydrocarbons 164
Year 1996
Carbon Monoxide 1,843
Nitrogen Oxides 456
Sulphur Oxides 96
Particulates 111
Total Hydrocarbons 168
- Reactive Hydrocarbons 148
Year 2000
Carbon Monoxide 1,607
Nitrogen Oxides 424
Sulphur Oxides g6
Particulates 108
Total Hydrocarbons 148
- Reactive Hydrocarbons 132
SOURCE: Rancho del Rey Comnerci al Center Draft EIR (7/20/92)
(09/21/92) 19
Table 4
Estimated Stationary Source Project Emissions
(Year 1994)
Project Related Power Plant Emissions
Pollutant
Carbon Monoxide
Nitrogen Oxides
Sulphur oxides
Particulates
Reactive Hydrocarbons
Emissions flbs. dav)
4.13
23.73
2.48
0.83
0.21
Project Related Natural Gas Emissions
Pollutant Emissions (lbs./dav)
Carbon Monoxide 1.25
Nitrogen Oxides 7.51
Sulphur Oxides 0.00
Particulates 0.01
Reactive Hydrocarbons 0.33
SOURCE: Rancho del Rey ConnierciaL Center EIR (7/20/92)
Table 5
Estimated Project Contribution
to San Dieqo Air Basin (SDAB) Emissions
(Year 2000)
~ SDAB
Pollutant SDAB (1,000 lbs.) Project (lbs.) Emissions
Carbon Monoxide 1,787 2,032 0.11$
Nitrogen Oxides 331 511 0.15
Sulphur Oxides N/A 98 N/A
Particulates N/A 116 N/A
Reactive
Hydrocarbons 356 164 0.05$
SOURCE: Rancho del Rey Conmercial Center Draft EIR (7/20/92)
(09/21/92) 20
The small fraction indicated in Table 5 that this project
represents of the regional burden is not intended to show
insignificance, but only indicates the very small contribution
that any single project makes to the regional situation. For
vehicular source impact mitigation to have a measurable
effect, it must affect all travel from all existing and future
development, not just a single proposed project. Because of
the inability of any single developer, or any single local
jurisdiction such as the City of Chula Vista, to affect the
travel mode choice within the entire region, it is critical to
focus local efforts to support of regional approaches to the
problem if real benefits are to be achieved.
The project EIR concludes that the project would result in
significant impacts to air quality, based on the threshold
levels adopted by the South Coast Air Quality Management
District. These thresholds are based on land use and project
size, not any specific emissions level. Any retail use larger
than 60,000 square feet building area, or 6 acres site area is
deemed to be significant.
Localized air quality impacts can also result from vehicle
emissions. The volume of carbon monoxide (CO) released when
a large volume of slow moving vehicles are contained in one
small area can create air pollution "hot spots". Often such
"hot spots" can occur when intersection congestion is LOS D or
below. If traffic on East "H" Street or on the commercial
center access roads deteriorates to these levels, potentially
significant "hot spots" could result. Air quality modeling
for carbon monoxide concentrations was not conducted for the
project because the ambient maximum 1-hour concentrations have
historically been well below state standards. According to
the project EIR, the project and cumulative vehicle emissions
are not expected to result in CO levels exceeding state or
federal standards and thus these impacts are less than
significant.
3. On-Site Impacts
Emissions from on-site activities including painting, clean-
ing, fumigation, other uses of volatile chemicals, gasoline
powered equipment, while not considered significant, would
have a cumulative impact on regional air quality. Within the
South Coast Air Basin (Los Angeles area), regulations to
prohibit or restrict these types of air impacts are being
adopted. If similar regulations are adopted in the San Diego
region, the SDAPCD (or its designee) will enforce compliance,
including within the subject project.
(09/21/92) 21
O. AIR QUALITY MITIGATION MEASURES
The primary route to air quality mitigation and reduction of
project impacts is conformance to the regional air quality plan.
As discussed, the new Air Quality Plan is now being prepared but
specifics are unknown at this time. To decrease project level
emissions, the City of Chula Vista will adhere to recommendations
made by the 1982 SIP and the forthcoming San Diego Air Quality Plan
regarding local participation in air emission reduction measures.
As is evident from the preceding discussion, the focus of local air
quality improvement measures are local sources (industrial uses)
and transportation behavior. The Rancho del Rey Commercial Center
project, as a commercial development, is not a direct source. Thus
the project approach is to provide alternative transportation
options, and encourage and/or educate employees/users/tenants to
use them. Measures currently incorporated in the project to
decrease project-related emissions include:
1. Community Level
The project facilitates the use of alternative transportation
modes by promoting non-vehicular transit usage by project
users ~y providing bicycle and pedestrian trails connecting
adjacent residential neighborhoods to the proposed project and
all other local activity centers (e.g., schools, parks, etc.).
By placing retail and service facilities within the residen-
tial community, the distance and need to use motor vehicles to
access goods and services is minimized.
• The overall land use plan for the Rancho del Rey Community
also includes the adjacent employment park to potentially
reduce commute distances and maintain an appropriate
jobs/housing balance.
2. Project Level
The location of the project is in close proximity to existing
and planned major transportation facilities: East "H" Street
and I-805. The project is essentially an "in-fill" develop-
ment, bringing retail and service commercial uses to an
established residential area, which is currently under served
by near-by commercial facilities. Development of project will
reduce the need for local residents to travel by vehicle to
existing retail areas which are located a greater distance
from their homes. The site utilizes land which can be most
efficiently served by existing infrastructure, including
public and private transportation (as opposed to "fringe"
development which requires extensions of facilities and does
not have support services/land uses planned or in place).
• The project area is adjacent to East "H" Street which is
expected to become a significant public transit corridor. The
combination of the commercial center, the adjacent employment
(09/21/92) 22
park, and proposed senior housing on the south side of the
street will define the local area as a public transit "desti-
nation" and encourage transit ridership.
To avoid creation of air pollution "hot spots" at intersec-
tions, transportation phasing measures included in the Growth
Management Plan will be implemented to reduce potentially
significant impacts to air quality. Maintaining the LOS to C
or better will minimize the number of idling cars that are
releasing carbon monoxide into the air. The project will be
required to comply with the threshold standards adopted by the
City which will maintain acceptable traffic flow. Fee
contributions by the projects will also help fund transporta-
tion system management improvements (signal synchronization,
etc.) planned by the City and funded through development
impact fees.
To minimize air quality impacts from energy generation plants,
the project will incorporate energy conservation measures as
required by the State. Measures associated with reducing
energy for hot water heating will also contribute to water
conservation efforts.
• In addition, should new or more definitive measures be adopted
for development projects (including a Transportation Demand
Management Program [TDM]), either as a component of the new
regional Air Quality Plan or local regulations, these measures
will be incorporated into this project. Because air quality
is an issue which can be effectively addressed only on a
regional (air basin) basis, the most effective approach will
be for each and every project to implement the Air Quality
Plan.
• As a part of the water conservation program for Rancho del Rey
residential development, an on-going program of homeowner
education/assistance is being provided. This program will be
expanded to include air quality information addressing energy
conservation, public transit availability, ridesharing and
other transit methods, and the location of pedestrian and
bicycle paths.
• Bicycle racks shall be installed on all commercial sites as
required by the Rancho del Rey SPA I PC District Regulations
(as amended).
• Safe and well-identified pedestrian walkways shall be provided
between bus stops and commercial buildings.
3. Temoorarv Construction Measures
• Dust control measures, consistent with local regulations and
UBC requirements, shall be implemented with site grading
activities.
(09/21/92) 23
• Grading shall be curtailed during periods of high winds (i.e.,
greater than 30 mph).
• Construction equipment shall be fitted with emission control
devices and be kept in proper tune.
(09/21/92) Zq
VI. MONITORING/CONCLIISION
A. Monitoring
To assure compliance with project mitigation measures, City
staff will require compliance with the forthcoming San Diego
Air Quality Plan. The City General Plan also includes
policies encouraging adherence to these measures. Prior to or
as a condition of approval of the tentative map, the project
design plan would be reviewed by the City Planning Department
to insure that there are adequate bicycle facilities on-site,
and that area(s) to accommodate mass transit vehicles are
reserved.
Transportation control systems and development/transportation
improvement phasing is also controlled by the City of Chula
Vista through the Growth Management Plan. These measures will
address the potential impacts associated with congested
traffic on major city streets. The mitigation measures
included in the Transportation Phasing Plan will be imple-
mented before issuance of the occupancy permit per the Public
Facilities Finance Plan.
B. Conclusion/Analysis of Significance
Development of the projects will result in increased traffic
on new and existing roadways and additional air emissions.
Fugitive dust released from construction a short-term nuisance
and would not constitute a significant impact. The project
will be in compliance with the provisions of the new Air
Quality Plan and impacts are expected to be minimized. The
project EIR concludes however, that even with implementation
of all identified mitigation measures the project will have
significant impacts to ambient air quality.
(09/21/92) 25
VII. REFERENCES
California Air Resources Board;
*lllrn TL_..i .. _ _
Re uirements (CCAA~GUidance~PaperAlr Act's Attainme
#1); August 1989.
California Air Resources Board; Californ;a r,,. ~.. „
February 1990.
California Air Resources Board;
Control Proarams; July 1990. L
Cinti & Associates; Draft Rancho del Re SPA I Plan - Business
Center Amendment; August 1992.
Robert Bein, William Frost & Associates (RBF); Draft Suppleme
Environmental Im act Re ort Rancho del Re Commercial Center;
July 20, 1992.
SANDAG; 1991 Air Quality F
R-74); September 28, 1990.
SANDAG; Air Quality/Transportation Control Maac„ ~
(Agenda Report u 92), November 16, 1990. terra
SANDAG; Re Tonal ualit of Life Factors Standards and Ob'ec-
tives A enda Re ort RB-19 November 16, 1990.
San Diego County Air Pollution Control District; Memor_ and
Transportation Control Measure Criter,a;
November 21, 1990.
San Diego County Air Pollution Control District; California Clean
Air Act - Air ualit Strate Develo ment Work lan; n/d.
Willdan Associates and Bud Gray; Draft Growth Mana ement Pro-
ram - Cit of Chula Vista; August 1990.
(09/21/92)
26