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HomeMy WebLinkAboutRCC AGENDA PK 2003/10/20Mitigated Negative Declaration PROJECT NAME: PROJECT LOCATION: ASSESSOR'S PARCEL NO.: PROJECT APPLICANT: Chula Vista Auto Park East Specific Plan South of Main Street (formerly Otay Valley Road) 644-040-62,644-040-11 Mr. Fred Borst Borst Trust P.O. Box 2008 El Cajon, CA 92021 CASE NO: DATE OF DRAFT DOCUMENT: IS-02-010 October 10, 2003 DATE OF RESOURCE CONSERVATION COMMISSION MEETING: DATE OF FINAL DOCUMENT: A. Proiect SettinE 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 1 and 2). The site is part of the Otay Valley Redevelopment Area which was created in 1983 and covers 771 acres of primarily industriaUcommercial 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 project site is open space. Other surrounding land uses consist of comm~ercial/industrial and residential single- family development (Figure 3). B. 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 1 consists P'NCV+APEBev-MND/evaulo_mnd-acceyled (10/9/03) ~~, '~. ~~. '~.__-_. Riverside County.-.. _.___ ,-_.____-.--.---- San Diego County Marine Corps Base ~ 76 Camp Joseph N. Pendelton Wamer Springs 76 ~ i5ta 1 7a ~s _ _ _ J (1 \ •Valley Center Lake Hemshaw Oit? r151 • 3 76 ouan ) ~ S~ n t+larcos ~iatr xe,e ~ • q a'ohljo.d Carfsba 6 ~ f ~ / i Escon ida 1 76 Lake Nadge.. JUlldn Enciriita5 __ \ Ramona ~\ ~- R Rancho BernaMo ancho Santa - - t5 Re1,Mar; • 6 ~ ` \ \ / -'" 'Poway '- 79 78 ~ - an Vicente EI C piran Mira Mesa xerervao- xeerwir Paorfi a Oeean `-" - Miramar Reservoir W J4Ila Santee s n: e (~ a EI Cajon La Mesa c* S ~I~I ~ ~ ' x F C ~ .~~ . s4 Lemon Grove e ~o~ '. aarren L k = - s erwarer a e '^ National Cary x erVa,r ' Project Site cordnaao ~ ~I 9° , a ~ >, % xee..~a;r ula i a Svn~ego 5 • _. ~.. ImPeriat @sach• - a ite to ~..~..~ d S~z .. .- = Un Mexico 3 m c No Scale ~P&D Environmental Services Regional Map Figure 1 Source: Imperial Beach Wadrangle, U.S.G.S '"` Not to scale Vicinity Mal ~P&D Environmental Services Figure2 of two parcels, what was once referred to as the Shinohaza 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 of the 25 acres of the project site. The EIIZ 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 caz 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, afast- 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 Pazk 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 of 75% of the total site azea 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, agas-martlcarwash, a fast-food or sit-down restaurant, a tire store, abank/financial institution, an auto parts store, analarm/security/sound system retail outlet, anoff-road vehicle store, and anAll-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. P/A/CV/APEBev MND/cvaum mnd accepted (IU/9/03) 4 The existing 31-acre single-parcel project site will be divided to create 14 parcels, numbered 1 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 Pazk Drive, a frontage road south of Main Street, which will be extended easterly from Phase 1 of the Auto Park. The extended Auto Park Drive will include improved intersections at Roma Court and Maxwell Road and will terminate at the Maxwell Road intersection. An intemal 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 aright-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 terminating at Main Street at Maxwell Street. The Maxwell StreeUMain Street and Roma CourUMain 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 4'72,830 cubic yards of soil to create a level development area. The site was previously issued a stockpile permit which is no longer in use. Any soils to be imported to the site will be required to undergo evaluation to determine 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 storm drains, which will concentrate runoff through onsite cleaners and flow regulators, will eventually flow into the Otay River floodplain. One municipal stone drain pipe located at the western portion of the property will terminate at the southern edge of the development adjacent to the wetlands. Flows into this storm drain are from off-site municipal infrastructure, and the project site does not contribute to flows into this drain. Site reconnaissances of the storm drain will be conducted a few times a yeaz to ensure that facilities aze 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 storm drain. Additionally, Nolte Associates, Inc., the project engineers, have indicated a "keystone" masonry wall ranging from approximately 5 feet to 31 feet in height P/A/CV/ApE/Rev-MND/cvaulp_mnd-accep~cd (I O/9I03) 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 Pazk 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 Pazk Drive. Dealerships will include localized trees and shrubs to soften the appeazance 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 U.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 Califomia Fish and Game Code. Discretionary Approvals The following permits or discretionary approvals aze required for project implementation: • Specific Plan for the Chula Vista Auto Park East Expansion; • Design Review Committee Review; • Tentative Pazcel Map for the subdivision of the existing single-parcel project site into fourteen pazcels; • California Department of Fish and Game (CDFG) 1603 Agreement; ^ RWQCB 401 Certification; and • USACOE 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". P/A/CV/APE/Rev-MN~/cvevm_mnd-accepmd (10/9/03) Responsible Agencies United States Army Corps of Engineers (Section 404 Nationwide Clean Water Act permit) California Regional Water Quality Control Boazd (Section 401 Water Quality Certification) California Department of Fish and Game (Streambed Alteration Agreement) C. Compatibility with Zoning 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 prepazed 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 supersede 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 determined to be consistent with the City's General Plan. Chula Vista's 770-acre Otay Valley Redevelopment Area, located in the southeastern comer of the City, is a gateway to Chula Vista from 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; P/NCV/MF/Rev-MND/cvauto mnd accepted(10/9/03) 13 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. D. These objectives focus on the development of commercia]/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 project 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. Identification of Environmental Effects An Initial Study conducted by the City of Chula Environmental Checklist Form) determined that potentially have a significant environmental environmental resources: Vista (including an attached the proposed project will effect on the following Air Quality; Biological Resources; Hazards and Hazazdous Materials; P/A/CV/APE/Rev-MND/cvauto mnd-accepted (10/9/03) 14 • 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 from the South Coast Air Quality Management District (SCAQMD). Because San Diego air quality is better than in Los Angeles, use of these guide]ines 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: ROG - 2.75 tons/quarter NOx - 6.75 tons/quarter CO - 24.75 tons/quarter SOx - 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 P/A/CV/APE/Rev MND/cvauto_mnd-accepted pD/9/03) 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 standazd of 20 ppm. It is also less than the more stringent 8-hour state and/or federal CO standazds of 9 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 azea. 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 aze 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 aze 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 PM(o) to enter into human lung tissue. The above factor also does not consider the dust control efficiency from normal P/A/CVIAPE/Rev-MND/cvauto mnd-accepted QO/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, PM~o 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-ton quarter threshold if heaviest construction occurred for more than I S 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 PM~o 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 PM~o emissions can thus be maintained at 326 pounds per day. With the use of best available control measures (BACMs) for dust control, temporary PM~o impacts from project construction would not be significant. Use of enhanced dust control is required to maintain aless-than-significant PM~o 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 Permit. 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 managemenUscheduling. 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 encouraging 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 P~A/CV/AP&Rev-MM)/cvaum_mnd-accepted p°/9/03) 17 the exposure for repair employees within the immediate vicinity of the emissions. Nearest homes are faz 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 nuisance emissions. Any localized effects will be completely masked by emissions from 150,000 vehicles per day on I-805. 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 standazd (1999-2001). The RAQS/SIP predicts that the rate of basinwide vehiculaz 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 lazger 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 P/A/CV/APE/Rev-MNP/cvauto mnd-accepted (10/9/0A Ito 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 prepazed by Helix Environmental Planning, Inc. (September 2002) in order to address impacts to wetland resources. Impacts to jurisdictional areas aze 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 Army 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 tota15.86 acres. Proiect Impacts to Bioloeical Resources Vegetation/ i i * Im acts R i i * Habitat Type Ex st ng Onsite Offsite ema n ng Southern Willow Scrub 4.84 0.06 -- 4.78 Freshwater Marsh 2.57 -- -- 2.57 Mule Fat Scrub 5.43 -- -- 5.43 Ri arian Scrub 12.60 0.24 -- 12.36 Disturbed Ri arian 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) 0.55 -- -- 0.55 Poison Oak Chaparral 1.1 8 -- -- 1.18 Disturbed U land Habitat 28.82 23.58 0.12 5.24 Develo ed 1.52 1.30 -- 0.22 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 prepazed by Helix Environmental Planning, Inc. (September 6, 2002) P/NCV~APE/Rev MND/evauto_mnd-accepted QO/9/03) 19 Proposed Project Ef'f'ects on Jurisdictional Areas Army Corps of California Resource Department of Engineers ** Fish And Game Ri arian 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 Properly prepared by Helix Environmental Planning, Inc. (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. Impacts 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 Califomia 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 comdors or impede the use of native wildlife nursery sites. No corridors will be adversely affected by the project. P/A/CV/APP,/Rev-MND/cvaulo_mmd-accepted (10/9/03) 2O 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 minimum 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 bnpacts 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 P/AICV/AP[/Rev-MND/cvemo_mnd-nccepled QO/9/03) 23 w U N O L a w m w Y O Y Q y U R5 c~ a~ L Q 0 cu a~ c 0 U 0 0 0 ti U ~S L c .~ .~ ^~ 1^rW' 1..V m~zaa L Q 0 ~.1--. 2 C O U ca ca 2 U ti L LL Q~ U .~ F'i ~N~+ F m ~„+ =~ O 00 , i~- ~ ~ n ~ W Q ~1 mitigation measures listed in Section E to reduce impacts to below a level of significance. Noise measurements taken at the habitat fringe 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) LeQ] (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 hazass native wildlife (particulazly 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 hazass 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/peso 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. P/A/CV/APL/Rev-MNDhvaulo mnd-accepkd (IU/9/OJ) 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 aze 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, stazlings, 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 hazass 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 Runoff/Water Quality Impacts The project will result in a substantial increase in impervious surfaces onsite; this would be expected to result in concomitant increases in stone 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 offsite. 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 aze 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 subject 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 formal cemeteries. P/A/CV'APE/Rev-MND/cvamo mnd accepted (10/9/03) Z6 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 formal 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 prepazation 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 Pazk (approved November 1991), the project site is underlain by a sequence of marine and nonmarine sedimentary rock formations that range in age from approximately 2 million years old to 45 million yeazs old. A geotechnical investigation for the site was conducted by Geotechnics Incorporated (1995) and determined that the site was underlain by the Otay Formation 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. Furthermore, 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 Formation 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 Formation, exposure of paleontological resources is considered likely. Because the geological formation 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. P/A/CV/APiBcv-h1ND/cvauro nmd-accepted (10/9/01) 27 Soil and Geologic Conditions Geotechnics indicated that the azea to be gaded on the project 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 goundwater conditions aze 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, gading with depth to a medium brown silty fine sand with slight clay and gavel. These soils aze typically damp, and range from firm to very stiff/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 gading. Topsoil Parts of the site are mantled by 1 to 4 feet of dark brown topsoil which gades 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 firm. 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 azeas 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 aze 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. P/A/CV/APE/Rev MND/cvauto mnd-accepted (ID/9/03) 2~ Groundwater The azea 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 hazazd 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. Impacts associated with ground shaking are considered significant. Therefore, by designing structures to comply with the requirements of the governing jurisdictions, building codes, and standazd 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 P/NCV,'APE/Rev-MND/cvaum_mnd-accepted QO/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 from 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 regazding such uses. Businesses that handle, use, or dispose of hazardous substances are subject to review and approval from the County of San Diego Health Department, Hazazdous Materials Management Division, Air Pollution Control District, and/or Regional Water Quality Control Board (RWQCB) [National Pollutant Discharge Elimination System (NPDES) General Industrial Permit] 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 hazazdous 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 project site. There is no designated airport land use plan for this azea, nor is the site located within 2 miles of any other public airport or private airstrip. L.D. Romine and Associates (LDR) performed 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 from P/A/CV/APE/Rev-MNDlcvauto mnd-accepted QO/9/03) 3~ leaking settlement ponds previously located on the Omar Rendering facility property located north and up-gradient from 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 Omaz 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 yeazs. All imported soils were visually screened for petroleum hydrocazbons 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 appeazs 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 from 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 Qualih/ Runoff flowing from impervious surfaces typically contains pollutants, such as oils, fuel residues, and heavy metals, which would diminish water quality in downstream water. Runoff from proposed development of the site will be P/A/CV/APFARev AiND/cvaub mnd-accep~cd (70/9/03) 31 controlled and subject to NPDES permitting. 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 permits. According to the NPDES Municipal Permit, Order No. 2001-01, automotive dealerships are considered priority development projects, and are subject to the requirements of the Standard Urban Storm 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 storm water, municipalities in the San Diego region, including the City of Chula Vista, must comply with the RWQCB's NPDES Permit No. CA 0108758. The NPDES permit consists of wastewater discharge requirements for stone water and urban runoff. Specifically, the applicant is required to implement postconstruction Best Management Practices (BMPs) to prevent pollution of stone drainage systems from the gas station, car wash, restaurants, parking lots, and trash collection areas. In compliance with Permit No. CAS 0108758, a BMP program for storm water pollution control shall be created. The project must comply with existing NPDES permit 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 storm drains, which will concentrate runoff through onsite cleaners and flow regulators, wilt eventually flow into the Otay River floodplain (Figures 4 and 5). One municipal storm drain pipe located at the western portion of the property will terminate at the southern edge of the development adjacent to the wetlands. Flows into this storm drain are from off-site municipal infrastructure, and the project site does not contribute to flows into this drain. Site reconnaissance of the storm 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 stone drain. P/A/CV/APGRev-MND/evaew_mmdaccep[ed QO/9/03) 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 prepazed to detain and direct the site's runoff in accordance with City specifications. Additionally, the project must ensure that no runoff will impact the quality of the 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 project 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 ZS feet above the Otay River Valley, no structures will be exposed to severe flood events. The proposed project is not located downstream from 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 azea 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 determined: PIA/CV/APF/Rev-MND/cvaum mnd-accepced QO/9/03) 33 • Construction activities, especially heavy equipment, will create short-term 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. Constructioi: Noise Impacts Temporary construction noise impacts will vary markedly as a function of the equipment used and its activity level. Short-term 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 from 75 to 90 dB(A) at 50 feet from the source. Point sources of noise emissions aze 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 from 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 temporazy construction activity impacts such that the actual noise impact "envelope" will be smaller than its theoretical maximum. Construction noise sources aze 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 permits. 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 P/A/CV/APE/Rev-MND/cvauto mnd-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 nesting/breeding 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 fringe 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 from operational noise. Vehicttilar Noise Impacts Changes in vehicular noise patterns were calculated using the FHWA 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 from 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 50,000-trip baseline is quite small. Project-related traffic noise impacts were calculated for existing traffic, with the project, with cumulative growth, and for azeawide buildout. Traffic noise levels at 100 feet from 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 r~ucwnerrae~ n~rroi~~a~m ,~~a-acoc9~<a ~ ioiaiov> 35 substantially increased. Residential development is located to the north and south of the project 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 experience additional traffic increases 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 of I-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-805, 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 ofnoise-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 offsite 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 inbound/650 outbound trips during the AM peak hour and P/NCV/AP&Rev-MND/c~aum mnd-accepud (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 determine the potential impacts of the project. These intersections are either signalized or unsignalized, as denoted with either a (s) or (u), respectively. ^ Main StreeUI-805 Southbound Ramps (s) ^ Main StreeUI-805 Northbound Ramps (s) Main StreeUOleander Avenue (s) Main StreetBrandywine Avenue (s) Main Street/Roma Court (u) • Main StreeUMaxwell Road (u) ^ Main Street/Nirvana Avenue (s) Table Tl 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 Street/Roma Court intersection is constructed, but does not currently carry traffic. Table T2 shows that minor-street left-turn movements at the Main Street/Maxwell 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 permitted 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 frontage to Main Street to accommodate Prime Arterial standards. 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