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HomeMy WebLinkAboutPlanning Comm Rpts./1995/11/15 (9) PLANNING COMMISSION AGENDA STATEMENT Item _1_ Meeting Date: November 15. 1995 ITEM TITLE: Continued Public Hearing: EIR 95-01; Consideration of comments on the Otay Ranch Sectional Planning Area (SPA) One and Annexation Draft Second-Tier Environmental Impact Report (EIR) The public hearing on the SPA One EIR was continued from the Planning Commission meeting of November 8, 1995, to allow additional time for public review of the EIR and comments at the November 15, 1995 meeting. On September 25, 1995, the SPA One Draft EIR was filed with the State Clearing House. The 45-day public review period opened on September 27 and closed on November 10, 1995. City of Chula Vista procedures require the Planning Commission to hold a public hearing to receive public comments on the Draft ElK The EIR public review period ends with the closing of the Planning Commission public hearing, The Draft EIR evaluates environmental impacts of SPA One, the proposed Otay Ranch General Development Plan (GDP) amendments and annexation of Planning Areas One and Three of the 1995 Sphere ofInfluence (SOl) Update Study and the Mary Patrick Estate parcel of the Otay Ranch. ISSUES: The following impacts were identified as significant and unmitigated project level impacts by the Draft EIR: . Landform Alterations! Aesthetics . Air Quality . Noise Transportation, Circulation and Access . Land Use, Planning and Zoning . Cumulative Impacts RECOMMENDATION: It is recommended that the Planning Commission conduct the public hearing on the Draft Second-Tier EIR (EIR 95-01), close the public hearing and EIR public review period and direct staff to prepare the Final EIR including Mitigation Monitoring Program, Findings of Fact and Statement of Overriding Considerations. Page 2, l1em --L Meeting Date 11/15195 Boards/Commissions Recommendations: The Resource Conservation Commission (RCC) met on September 25, 1995 and on October 23, 1995 to review the Draft Second-Tier EIR The RCC voted unanimously to accept the Draft EIR as being prepared in accordance with the requirements of the California Environmental Quality Act (CEQA), the State EIR Guidelines and the procedures of the City ofChula Vista with the following amendments: The biological impacts are significant and not sufficiently mitigated. Specific concerns of the RCC include: Coastal Sage Scrub mitigation ratio of 0.4: 1 Loss of Cactus Wren habitat Grading of south facing slopes on Poggi Canyon Habitat preserve protection from construction of Orange Avenue west of Pas eo Ranchero Coastal Sage Scrub and Maritime Sage revegetation success criteria Pond sampling for sensitive species in spring Minutes of the RCC meeting were distributed at the Planning Commission meeting of November 8 along with responses to the RCC concerns. DISCUSSION: A. Background The Draft EIR evaluates environmental impacts of SPA One, Villages One and Five of the Otay Ranch, six minor amendments to the Otay Ranch GDP and annexation of Planning Areas One and Three of the 1995 Sphere of Influence Update Study and the Mary Patrick Estate to the City. The Draft EIR is a second-tier document that incorporates, by reference, the GDP EIR and Sphere of Influence (SOl) EIR to focus the analysis on impacts that have not been previously analyzed on site-specific level. The analysis in the Draft EIR is based on the worst case scenario for each topic contained within the report. Through the competitive bid process the firm of CottonlBeland/ Associates was selected to prepare the SPA One EIR On January 30, 1995, the City, the project applicant and CottonlBeland entered into a three party agreement for the preparation of the EIR. B. Project Description The Draft EIR analyzes the SPA One Plan submitted by the project applicant to the City on July 22, 1994. Refinements have been made to that plan as more detailed information and studies have been prepared for the SPA SPA One is comprised of Villages One and pcsreir.doc 11/10/95 Page 3, Item-L Meeting Date 11/15/95 Five of the Otay Ranch GDP, SPA One covers 1,061.2 acres in the northern portion of the Otay Valley ParceL The project area is generally located south of Telegraph Canyon Road between Paseo Ranchero and the future alignment of SR-125. While a portion of Village One is located west of Paseo Ranchero, no development entitlements are sought at this time as described in the SPA document. SPA One proposes a total of 5,758 dwelling units utilizing the village concept which provides parks, schools, commercial and community purpose facility sites in each village. Light-rail transit is planned to serve both villages in the future. C. Analysis Project level and cumulative impacts were identified and divided into three categories significant and unmitigable, significant but mitigable to a less-than-siginficant level and less than significant. These impacts are: 1. Significant and unmitigable project level environmental impacts Landform Alterations/Aesthetics The Draft ErR identifies impacts to steep slopes on-site in Villages One and Five, Due to the neo-traditional, pedestrian orientation of the village concept, it is not feasible to avoid all steep slopes on site. The total development of the Otay Ranch will, however, achieve the performance standard identified in the GDP (i.e., preserve at least 83% of steep slopes) impact on a Ranch-wide basis. Mitigation measures have been incorporated into the project design to the extent feasible. Scenic corridors have been planned along Telegraph Canyon Road and Orange Avenue, Landscaping and sensitive grading design guidelines have been included in the project design. Air Quality Because the Otay Ranch GDP was not included in the SANDAG Series VII growth forecast, the GDP, including SPA One, exceeds the current Regional Air Quality Standards (RAQS). The GDP Findings of Fact (FOF) anticipated this and Overriding Considerations were adopted RAQS mitigation measures were required as conditions of approvaL The significant impact occurs from an increase in emissions. The pedestrian orientation of the village concept will help reduce project emissions, although not to a less-than-significant leveL Noise There are no noise impacts on humans associated with the project that cannot be mitigated to a level below significant. The GDP Findings of Fact established a 60 dBA Leq level of significance for Gnatcatcher habitat. Noise impact on areas containing Gnatcatcher located along Paseo Ranchero and East Orange Avenue cannot be mitigated below the GDP Findings of Fact leveL Mitigation measures to reduce the noise impacts are infeasible and the impact remains significant. pcsrcir.doc 11/10/95 Page 4, Item-L Meeting Date 11/15/95 Transportation, Circulation and Access The Draft EIR traffic studies were based on the direction of the Transportation Technical Subcommittee regarding the assumptions, methodology and scope of analysis. The Technical Subcommittee was made up of representatives from the Otay Ranch Project Team, SANDAG, Caltrans, California Transportation Ventures, MTDB, San Diego County, Urban Systems, the project applicant, CottenlBeland and BRW. Four networks were tested in three time frames for the years 2000, 2005 and 2010. The study was performed to analyze the impacts of SPA One and mitigation measures necessary to maintain acceptable peak hour traffic conditions. The study analyzed a number of street segments and intersections to determine the level of service (LOS) of those facilities at SPA buildout in the year 2010. In addition, an analysis was performed to determine what the project impact was to those locations. The analysis determined whether the project had a significant impact or not by using a project contribution factor of 800 trips per day, 5% of the total buildout volume and whether a reduction in LOS occurred compared to the No Project Alternative. The only significant and unmitigated impacts associated with build out of the project are on the freeway system, The Draft EIR recommends that the project applicant participate in freeway deficiency planning by SANDAG and Caltrans to implement freeway improvements and fund those improvements on a fair share basis. Land Use, Planning and Zoning The conversion of existing vacant and agricultural land to urban use is considered a significant unavoidable impact. The GDP ErR identified this impact, as did the Findings and Statement of Overriding Considerations. Mitigation measures ensure proper planning and development review. Land use impacts can be minimized if all site-specific development is reviewed for compliance with the SPA One Plan Impacts remain significant, however. 2. Significant, but mitigable project level environmental impacts Impacts in the following categories for SPA One can be mitigated to a level below significance with the implementation of mitigation measures. Cumulative impacts remain significant. Biological Resources Cultural Resources Geology and Soils Paleontological Resources Water Resources and Water Quality Public Services and Utilities (Water, Sewerage, Schools, Waste Management) Hazards/Risk of Upset pcsrcir. doc 11/10/95 Page 5. Item -L Meeting Date 11/15/95 Mitigation measures are attached to this agenda statement for the Planning Commissions' reVIew, 3. Less than significant project level environmental impacts Impacts in the following categories were determined to be less than significant: Agricultural Resources Population and Housing Public Services and Utilities Parks, Law Enforcement, Fire Protection/EMS, Animal Control, Civic Services and Library 4. Cumulative Environmental Impacts The GDP EIR provides a comprehensive examination of build out of the Otay Ranch GDP and other major projects in southern San Diego County, These projects will convert over 30,000 acres from vacant and agricultural uses to urban development with landform alterations from vacant to urban uses, Biological, cultural and paleontological resources will be lost and an increase population will be exposed to potential hazards. When considered in conjunction with other development projects in southern San Diego County, the following are considered significant and unmitigable cumulative environmental impacts: Land Use, Planning and Zoning Landform Alterations/Aesthetics Biological Resources Cultural Resources Agricultural Resources Air Quality Noise Transportation, Circulation and Access The following impacts can be mitigated or will have less than significant cumulative environmental impact: Population and Housing Geology and Soils Paleontological Resources Water Resources and Water Quality Public Services and Utilities Hazards/Risk of Upset pcsreir.doc 11/10/95 Page 6, Item-L Meeting Date 11115/95 D, Project Alternatives Nine alternatives were analyzed as part of this Draft EIR, six for the SPA and three for the annexation, SPA Alternatives A, B-1 and B-2 are generally based on the same land use pattern with a centrally located village core containing a future transit station adjacent to commercial uses The major differences focus on village access and school park locations. Off-site alternatives were examined in the GDP ElK The alternatives analyzed were: 1. No Project Alternative Under this alternative, SPA One would not be developed and the site would remain in its current condition. While impacts associated with the project would be avoided, the No Project Alternative prevents the project objectives from being achieved, including preventing the City from meetings its future housing and employment needs. 2. SPA One Alternative A Land Use Plan Alternative A assumes the development of 5,758 dwelling units. The village core in both villages are centrally located. Alternative A represents the location of neighborhood parks as directed by the Policy Committee. Three park sites of 3.1, 6.5 and 11.1 acres have been identified for Village One. Village Five has four park sites of 2.0, 2.9, 5,0 and 7,0 acres. Two 12-acre school sites are proposed in this alternative adjacent to the centrally located park in both villages. This alternative provides a third access point into the Village One core from East Orange Avenue. This road is intended to align with the access into Village Two to the south. The third access to Village Five under this alternative is to EastLake Parkway. 3. SPA One Alternative B-1 Land Use Plan Alternative B was the project applicant's initial revision to City staff comments on the original application. The basic village layout is similar to Alternative A except for the smaller pedestrian parks, only two access points into Village One and a third access to Village Five off Telegraph Canyon Road. The large park locations and size remain the same. The school/park site in Village One is oriented differently, and the school site in Village Five is located to the east of the village core. 4. SPA One Alternative B-2 Land Use Plan The B-2 Alternative is the applicant's current proposal which provides an initial access to Village One off Telegraph Canyon Road. This access is proposed to enable the applicant to phase the village construction without requiring the major infrastructure improvement costs of La Media in the initial phases. Pedestrian parks are proposed and the school/park site in Village One is located south of Palomar Street. The Village Five school/park site is located on the northern part of the core. pcsreir.doc 11/10/95 Page 7, Item--'- Meeting Date 11/15/95 5. SPA One Alternative C Land Use Plan Because of the project's significant impact on coastal sage scrub habitat, Alternative C relocates Paseo Ranchero to the east to avoid coastal sage scrub habitat in Poggi Canyon North/south community circulation and the transit alignment through both villages are not achieved in this alternative. 6. Existing General Development Plan Alternative This alternative would not require a General Development Plan amendment to separate the area west of Paseo Ranchero and include it in a subsequent phase of development Development under this alternative would result in the same type of land uses and densities as proposed in the SPA One Plan but would include the area west of Paseo Ranchero, 7. Annexation Alternatives The Draft EIR found that environmental impacts associated with the three different annexation alternatives were similar. The Draft EIR alternative section provides a description of the alternatives plus a comparison between the different alternatives and the proposed project Alternative B-2 has become the proposed project. and Annexation Alternative A is the area that was selected by the City Council for annexation application to LAFCO. E. Public Comments Since the public review period closes on November 8, 1995, public comments received to that date will be distributed at the Planning Commission meeting, All the comments received on the Draft EIR, both written and oral, will be responded to in the "response to Comments" section of the Final EIR adopted by the City CounciL pcsrcir.doc 11/1 0/95 STATE OF CALIFORNIA - BUSINESS, TRAN~, ...JRTATION AND HOUSING AGENCY PETE WILSON, Gc,e-:" DEPARTMENT OF TRANSPORTATION DISTRICT 11 PO. BOX 85406, SAN DIEGO. 92186-5406 (619) 688-6424 TOO Numaer (619) 688-6002 NU/ j 01995 November 8, 1995 11-SD-125 South VAR Mr. Gerald J. Jamriska City of Chula Vista 315 Fourth Avenue, Suite A Chula Vista, CA 91910 Dear Mr. Jamriska: Draft EIR for the Otav Ranch SPA One Plan and Annexation-SCH 95021012 Caltrans District 11 comments are as follows: Intersections with Level of Service "E" or worse require mitigation. The Orange Avenue/Interstate 805 (1-805) and Telegraph Canyon Road/I-805 ramp intersections are examples. Freeway segments with 4% Average Daily Traffic contributions should be assessed for possible weave problems, e.g., Orange Avenue to Telegraph Canyon Road, etc. Construction of auxiliary lanes may be required if demand exceeds capacity. Diagrams showing the existing and projected AM/PM traffic are needed for all State facility locations under study. Exhibit 1-26 "Cut and Fill Map" indicates fill in the proposed right of way for the future Orange Avenue interchange with State Route 125 (SR-125). Although we understand the grading plan is conceptual, we will need to coordinate design efforts as both projects progress. We have supplied preliminary design plans for this area which anticipate the need for fill. However, coordination/review of more detailed design plans will insure that fill material is placed appropriately. Appendix C (Noise Analysis) states on page 13 that little is known about the engineering features of future SR-125 South. However, a complete set of preliminary engineering drawings has been given to the Otay Ranch project representatives. They should be used in the site specific noise study prepared for approval of site development permits. Information contained in the SR-125 South noise studies performed for our environmental document is also available for reference. Mr. Gerald J. Jamriska November 8, 1995 Page Two The anticipated attenuation provided by six and eight foot barriers, shown in Table 11 of Appendix C, seems somewhat high. This could be verified in the site specific noise study. Pages from the Draft EIR annotated with our comments are enclosed. Our contact person for Traffic Operations is Fred Yazdan, (619) 688-6881. For SR-125 South our contact person is Charles Stoll, Privatization, (619) 338-8385. Our contact person for 1-805 is John Kempf, Project Engineer, (619) 688-6994. Sincerely, :J:. ~ -fr'- Bill DillON, Chief Planning Studies Branch Enclosures BD/lS:vc 1 4 4 . CD I . . . . . Arterial Segments The existing conditions analvsis found that all north-south streets operate at an acceptable level of service. However, several east-west streets currently operate at an unacceptable LOS E or F, including portions of Southbay Parkway, Bonita Road, Sweetwater Road, Central Avenue, H Street (west of 1-805) and Telegraph Canyon Road (west of 1-805). The majority of these segments are located north of the Otay Ranch project in northern Chula Vista and the communities of Bonita and Sweetwater Valley. The draft report of the Otay Ranch SPA 0= Transportation Study describes planned and programmed improvements for study area arterial roadway facilities. Peak Hour Intersections Two signalized intersections were found to currently operate at an unacceptable level of service during the peak hours. The Bonita Road/Central Avenue intersection operates at LOS F during the AM and PM peak hours, while Heritage Road/Otay Mesa Road operates at LOS F during the PM peak hour oniy. Significant delays for certain turning movements results in unacceptable levels of scrvice during the peak hours at five unsignalized intersections. These include Sweetwater Road/Central Avenue, Rutgers Avenue/Otay Lakes Road, 1-805 Southbound and Northbound Ramps/ Orange Avenue, and Briarwood Road/Sweetwater Road. The draft report of the Otay Ranch SPA One Transportation Study discusses planned and programmed improvements for Study Area critical intersection locations. Figure 2-3 illustrates intersection locations. Annexation Component The traffic setting for annexation Planning Areas 1,3 and the Mary Patrick Estates has been previously addressed in Program EIR 90-01. Additionally, these parcels are included in the Series 8 traffic modeling forecasts prepared by BRW, Inc. as part of this EIR. No additional discussion related to the annex2.tion component is required at this time. THRESHOLD FOR DETERMINING SIGNIFICANCE ( This section summarizes the level of service (LOS) standards and thresholds '\:. D\ ^' recommended as acceptable for daily freeway and arterial roadway segments, and ';:\ ~~ ~ . peak hour intersection operations. Project-related impacts which reduce levels of . ~ (" :' service to unacceptable levels are considered to be significant impacts which require \,'i}() mitigation to return network performance to an acceptable level. A more detailed ~" ~ description of these criteria can be found in Chapter 2.0 of the Otay Ranch SPA ,,\)>. \j= 0= Transportation Study in Appendix B. '\ S'D ~~ ~~ It should be recognized that the City of Chula Vista Traffic Monitoring Program (TMP) , presented in Section 3,6 of the Transportation Study Report (Appendix B of this EIR) utilizes the 1985 Highway Capacity Manual methodology to determine DIG)' Ranch SF A One and Annexarian Draft Second-Tier EIR City of Chula Vista September ]995 4.]0-5 levels of service based on average travel speeds. The TMP stipulates that the existing level of service on arterial segments in Chula Vista be maintained at LOS C or better, with the exception that LOS D is aCC( "Ie on signalized arterial segments for two hours per day maximum. The Fir /" - -, (FOF) for the Otay Ranch GDP applies these guidelines to the ful ( {)(/~rdJ r. ~( the Otay Ranc? SPA One Project. In conducting long-range tr2 I ' ( I, . . ,~" lyses. It IS dIfficult, If not ImpossIble, to accurately predict th v)J" (, CD '(VI' r I 'f')'('; 1 and intersection traffic congestion in terms of hours 1:) (i1 I'j, Ie::" J",ry Uc<<fj', Study Report recommends that in order to mamta J, ,/ \ future, the methodologies presented in the Chapter b (I.) CI (( S L, 11 ~6 f"L(' C<'). ' sIte-specIfIc network Impacts assocIated WIth SPA 0 r)r, f ' ). , ,r" C TJ cO J', !',c._ appropriate mitigation can be identified and J (-,j 1/Yt I j - ~.' ., f. maintenance of acceptable segment and intersectioh Jeve._ to ,; '''l'C, r,vi,) " ~"\V"(".'-'.'"-' Freeway Segments F, : ~, The California State Department of Transportation (Caltrans) recommends LOS E or better as acceptable for freeways. Freeway segments operating at LOS F arc unacceptable. Caltrans is currently in the process of planning and implementing ramp meters at freeway on-ramps to assist in maintaining acceptable traffic now on the freeway network. The 1994 Regional TransportaJion Finn indicates that ramp meters are planned for all on-ramps along I-80S and future SR-54 in the Southbay by Year 1999, and thus prior to the completion of Phase L _~on-of irnpaet5-{jlrirHCr~a4egments-asa--fesult of the.implemen tation .{)f- these meters will b~be-respul~1151111Y ufBaltrans,. 0,," 1.1-'.1",",\,;, "110, 1e: ,L' (~" C eeL k(\LV~ \ ,- rL~~""\ ,,,c, ,,,Lt: It I~ ,"+"L ,1("fJLfbiLlld'jd , j"e LL'Ld h' Artenal Roadway Segments \)\,,,-,'-1/ c(;\ChCLe{l!-c:: 't ,p11'!Jt!C .$ If) Fe;:' The City of Chula Vista and the County of San Diego recommend that arterial segments located in largely undeveloped areas, such as the Study Area, maintain level of service (LOS) C or better. However, as discussed in the Otay Ranch SPA One TransportaJion Study, LOS D or better is considered to be an acceptable level of service during this interim timeframe given the limited circulation network and the programming of new roadway extensions to provide additional capacity and congestion relief. Please refer to Chapter 8 of the Otay Ranch SPA One Transportation Study which describes the Village street system and the transit and pedestrian oriented development concepts which reduce traffic levels and alleviate congestion and projected impacts associated with the project. Peak Hour Intersections While roadway levels of service based on daily traffic volumes are useful as a general indication of traffic operating conditions, peak hour operations at major signalized intersections provide a more definitive measure of the actual functional capacity of the circulation network. It is for this reason that intersection performance, which relates to the ability of signalized intersections to operate at acceptable levels of service during peak hours, is considered the primary 0,,1)' Ranch SPA One and Annexation Draft Second-TIer EIR 4. 10-6 City of Chula Vista Seplembcr 1995 . determinant of adequate operations. For peak hour intersection operations. LOS D or better is consider~d ac;:ptable)'Ac<r",1.~l{~ . 'Il ,CH~", ff,le LcS p ~,i,' " >f'.,,!-,,d''''\ v( i-~Idl'':> u1(' {\dJ b t((CCpIL\l)k ENVIRONMEr-.'TAL IMPACT <- Trip Generation Contributions from Planned Developments As indicated in Table 4.10-1, a total of 5,891 residential dwelling units will be con.structed with the development of Otay Ranch SPA One. Although total dwelling units remained unchanged, for purposes of the Otay Rmtch SPA OnE Transponatinn Study report and the Transportation Phasing Anolysis technical report, BR W assumed a different number of single family and multi-family dwelling units than is actually planned by the Otay Ranch project applicant. The actual number of single family units to be constructed is 2,334, 516 fewer units from the 2,850 units assumed in this analvsis. This difference is reflected in that 516 fewer multi-family units are assu~ed in this analysis. This change in the designation of the dwelli~g units was done to account for zero-lot line single family units which were designated as multi, family units by the project applicant because the units are separated by a minimal or no setback. Although designated as multi-family units for marketing purposes. these units function as single family residences in terms of trip generation. Thus, the dwelling unit total was adjusted to renect a more con.servative approach and use single family trip generation rates. . SP A One is expected to experience the most growth during Phase III, in which ( 27,826 daily trips will be generated. Phase I and Phase II growth will generate j 10,746 and 19,723 daily trips, respectively. 1 . , ' i- . 1A -" (',.- (,,"<'coIlCl'\ . 11,\(6<'.1. IL,'l4-~' ,-- PHASE I IMPACTS '.Jf' (172. _3 (:-- C '2j'6Ll, Freeway Segment Perfonnanee Y~J2- ( lclP.ArjDTI:1A.L- ~ '7'20, -z.. ~)5'" A... Impacts to freeway segments for the portions of I-80S, SR-54 and SR-905 in the vicinity of Otay Ranch SPA One are summarized in Table 3.1 of the Phasing Technical Report. Several freeway segments are forecasted to 0 erate at LOS F. --:-. " ..y In particular, I-80S is expected to operate at OS F alon ost se ments with the. lowest levels of seIVice near 1-8. I=,VVYI +o.1Jlc: Iw j I t~ cf<'V<i;kb rn:st+-j 13 GCS Y' cv bettev',.,. . SDme...- However, it should be noted that the segment of I-80S from SR-54 to Bonita Road is expected to operate at LOS E. In addition, the portion of 1-805 from H Street to SR-905 is forecasted to operate at acceptable levels of seIVice. SR-54 and SR- 905 are also expected to operate at an acceptable LOS C or better. In total, four segments on I-80S drop from LOS E or better to LOS F during Phase 1. . Ocav Ranch SPA One and Annexation Draft Second, Tier EIR 4.10-7 City of Chu/a Visca September 1995 . Phase I improvements to the intersection of Heritage and Otay Mesa Roads are infeasible. The Phase I improvements necessary to achieve an acceptable LOS would be extremely costly. Incurring such a cost is unjustifiable because Phase II improvements, particularly the planned completion of SR-905, would result in acceptable LOS. Accordingly, Phase I impacts to this intersection are significant and unavoidable on an interim basis, pending Phase II improvements. Implementation of SPA One required mitigation as outlined at the end of this section will reduce Phase I impacts on pcak hour intersection performance to the extent feasible. Tne Heritage Road/Otay Mesa Road intersection will remain unmitigated in the Year 2000, however, will operate at an acceptable LOS by the Year 2005 condition. PHASE II IMPACTS - AIT,2CY-/ d/\ -rL fi..J..!\.HJ tAl Cl y b'-4 I=- (" Freeway Segment Performanee Alternative A (Palomar Street Ex1ension) e Table 4.1 of the Phasing Technical Report summarizes Phase II freeway segment performance under Alternatives A, wllli:.hjncludes.1be..CX1en:;j.90~lomar Street to the ea,<;t and a_half-diamond in1;;[ch'J.!1geJllYalomar Street ane! 1-805. Althougn SR-905 is extended to SR-125 as a 4-lane facili\ydurii;g-Phase-If, this faolitY-is-no~ planned to become a 6-lane freeway until Phase III (Year 2005 to 2010). As a result, all segments of SR-905 except for that from La Media Road to SR-125 are forecasted to experience LOS F. SR-54 from Reo Drive to Woodman Avenue is also forecasted to operate at an unacceptable LOS F, as compared to the acceptable LOS C expected during Phase I. Furthermore, 1-805 is expected to operate at LOS F from 1-8 to H Street and from Otay Valley Road to Palm Avenue. I-80S from Home Avenue to Market Street drops to LOS F(O) from the phase I LOS E, and SR-54 to Bonita Road drops from LOS E during Phase I to LOS F(O) during Phase II. All other I-80S segments will continue to operate at an acceptable LOS E or better. Freeway Segment Performance Alternative B (Orange Avenue Ex1ension) Table 4.2 of the Phasing Technical RepoW- summarizes freeway segment performance under Alternative B for Phase II, ear 2005 conditIOns; Alternative B does not include the construction of the Palomar half-diamond interchange, and extends Orange Avenue to the east as a six-lane prime arteriaL Although minor volume differences are expected as a result of the Orange Avenue extension, the same levels of service result for Alternative B as were described above for Alternative A MiJigatiDn Discussion e While Caltrans and SANDAG take the lead in freeway planning efforts, this phasing analysis can assist planning efforts with the identification of when and where freeway deficiencies will occur. The mitigation of these impacted segments involves the development of a Deficiency Plan. The deficiency planning process is described under Phase I freeway mitigation and discussed in detail in the Otay Rom:h SPA OItI)' Ranch SF A One and Annexation Draft Second, Tier EIR 4.10-11 City of O",/a Vista Sepcember 1995 I .. .. .. CD I ... ... ... . . SR-54 from Reo Drive to Woodman Avenue and from Briarwood Drive to Jamacha Boulevard are expected to operate at LOS F(O). The latter segment operated at an acceptable LOS E under Phase II conditions. I-80S will experience unacceptable levels of service (LOS F(O) to LOS F(2)) on all but two segments. The two segments which operate at an acceptable LOS E or better include Palomar Street to Orange Avenue and Palm Avenue to SR-905. Portions of I-80S drop from LOS E or better to LOS F from Year 2005 to Year 2010 including H Street to Palomar Street and Orange Avenue to Otay Valley Road. It should also be recognized that by the completion of Phase III (Year 2010), SR- 905 is expected to be upgraded from a 4-lane to 6-lane freeway. The provision of additional capacity results in acceptabk levels of service on all segments of this facility with the exception of I-80S to Palm Avenue. Freeway Segment Performance Alternative B (Without Palomar Ramps) Table 5.2 of the Phasing Technical Report presents peak hour freeway segment performance under Alternative B, which does not include construction of the Palomar Street half-diamond interchange. With the exception of minor traffic volume differences, the same levels of service are found under Alternative B as were documented under Alternative A. Due to the absence of the Palomar Street interchange, the segment of Palomar Street to Orange Avenue does not exist under this alternative. Thus, all segments of I-80S with the exception of Palm Avenue to SR-905 are forecasted to operate at unacceptable levels of service. Mitigation Dis=ion While Caltrans and SANDAG take the lead in freeway planning efforts, this phasing analysis can assist planning efforts with the identification of when and where freeway deficiencies will occur. The deficiency planning process is described under phase I freeway mitigation and discussed in detail in the Otay Ranch SPA One ./U TnUlsportation Study. The possible upgrade of I-80S to a 10-lane freeway could \,'''~ -6' I . \(~,"i \ 0-' ~ ( Improve evels of service on this facility as well as improve the operations on :::F' ,," segments of SR-905 adjacent to I-80S. This possibility should be explored as part ,,~~' 111 ~ of the long-range planning efforts currently underway by Caltrans for the I-80S J " ~tr Corridor. Implementation of SPA One required mitigation as outlined at the end ~\J ,.)~~'0 'ii Ivr{'l"\ ( of this section will reduce Phase III freeway segment performance impacts to the V. \ V. ~l"~ extent feasible. However, this impact will remain significant. ~& ~~1' '_~ r..A '0 ~'Arterial Roadway Segments Alternative A (With Palomar Ramps) /S,u; f:r' \~ ~ ~ \\;'-' I,Table 5-3 of the Phasing Technical Report summarizes forecasted roadway segment \\j\ :v . ~ level of service during Phase III for Alternative A Average daily traffic volumes \)\'&'sS.~~ under Year 2010 conditions with the construction of the half-diamond interchange ;tvl.-;i at Palomar Street and I-80S are presented, as is the percentage of this ADT volume ",\:' which is directly attributable to the development of Otay Ranch SPA One. All on- Olav Ranch SPA One and Annexa/ion Drafl Second,Tier E1R City of Chula Vista September 1995 4.10-15 . Criteria 1. Project contribution of 800 or more daily trips to the segment (800 or more daily trips is the CMP threshold for determining a project impact). 2. Five percent (5"70) or more project traffic contributed to total ADT projected for Year 2010. 3. Level of Service (LOS) drops from acceptable LOS A through D to LOS E or F; or LOS drops from LOS E to LOS F as compared to Year 2010 No Project conditions. Criterion 1 is applied to all impacted segments to identify segments that meet the CMP threshold for having a project-related impact. If criterion 1 is not met, then criteria 2 and 3 arc not applied. Criterion 2 is then applied to the list of segments with more than 800 daily trips contributed (criterion 1) to cumulative ADT to screen for impacts to be carried forward to criterion 3. If criterion 3 is met in addition to Criteria 1 and 2, the impact is considered a significant project-related impact. If an arterial roadway segment meets criteria 1 and 2, but does not meet criterion 3, it is considercd a less than significant ~ impact. .tV\\.f \\il(C;I Zt:/ n ,1.'\ cc_ The City of Chula Vista has indicated that making the analysis of Significance) . finding for impacted arterial roadway segments is not a direct considerallon withIn \ \" , . the boundaries of the City's jurisdiction for their purposes of determining the ,<,' project's "fair share" contribution to the mitigation measure or improvement strategy. :' The City of Chula Vista utilizes a Transportation Development Impact Fee (TDIF) \' to fund mitigation for impacts, and will exact a fee upon the Otay Ranch Project to fund roadway improvements within the City of Chula Vista. The analysis of significance for roadway segments outside of the City's jurisdiction (County of San I?ie~o and. City of San Diego) ~s important for determining the project -related . slgruficaI1t tmpacts on .these. artena,1 roadway ~egments. ~,~Lt7 ;6\\IL(<1"\ clcll~ 1_; \)r Vle\\>- IN,"\).\..\: w\~\ Dc c~tV\t ,'\II '-\\1 [ Impc\t()..'v\--t (}ttU\i>l(~Lt-: Table 4.10-2 summarizes segments forecasted to operate at unacceptable levels of service under Alternative 1, and indicates the cumulative ADT and the percentage of total ADT attributable to Otay Ranch SPA One. Only those roadway segments meeting the CMP threshold for significance of 800 or more daily trips are included. The level of significance is also indicated based on the aforementioned screening process. Intersections In order to determine whether an impact to peak hour intersection performance is a significant impact directly attributable to the Otay Ranch SPA One project, a similar analysis process as that which was applied to arterial roadway segments was applied to all impacted intersections. The analysis of significance for peak hour intersection impacts identified in Chapter 6.0 of the Transportation Study is based on a two-tiered process to determine significant impacts associated with the Otay Ranch SPA One project. The two levels of criteria utilized in the analysis to OtllY. Ranch SPA One and Annexation Draft Second, Tier EIR 4.1{}-19 City of Chula Visra September 1995 : improved levels of service under the network scenario which includes the SR -125 Tollway. This conclusion does, however, assume that the cross-sections associated with the classifications of roads described in the Adopted Sweetwater Community Plan are in place under Year 2015 conditions. The implementation of the Tollway would result in acceptable levels of service (LOS 0 or better) on all local circulation facilities under Year 2015 conditions. Thus, an increase in capacity on these local streets, beyond the level to be provided by the implementation of the Community Plan Circulation Element is not warranted in the interim time frame. While the local arterial system experiences relief from the implementation of SR- 125 Tollway under Year 2015 conditions, sections of SR-54 in the vicinity of the interchange of SR-54/SR-125 are projected to operate at LOS F. This future LOS estimate is based on a six-lane freeway facility; however, the Year 2010 Caltrans -/ Route Concept indicates that, in addition to the six standard use fre~es, two additional lanes dedicated to high occupancy vehicle (HaY) travel"illbe)roV1dea~., I This additional capacity would result in improved traffic operation0umpotentially LH. an acceptable operating LOS or E or better. .l'\S +~\~'> l'YI(JTc" 0" e" t .-& Yk:!- \) I "1Ji The analysis presented in this section focused on the identification of potcntial Tollway impacts and benefits to the local and regional circulation system serving the Sweetwater Community Plan Area. The analysis also documents the bcnefits of constructing new elements of the future transportation system in the South Bay. Finally, the comparison of the traffic forecasts (without SR-125 and with SR-125) indicate that the implementation of SR-125 South Tollway and other new major circulation facilities, and improvement to the existing system will provide the additional capacity necessary to meet the demand of new development in the South Bay. '" ? Specifically, critical facilities within the County of San Diego, including Briarwood Road, Bonita Road, Sweetwater Road, and San Miguel Road are projected to experience significant relief as a result of the implementation of the SR-125 Tollway f~cility as compared tq..the future "No Build" condition. As v{cl\ O-.S ~Jl'Viu1\.. l (j./vl,\c\'\ ~v(;.A, t'(\S I;- "I-\" '7tvu..r I Cov(Cll Lt~tA.~^ 0 n I?-c.{ , . c;.:c.. Tables 4.10-2 _ "Analysis of Significance Project-Related rInpacts to Roadway (.\1\::..:,_ Impacts" and 4.10-3 "Analysis of Significance Project-Related Impacts to Peak Hour -{ ,i " Intersections" provide a matrix of the proposed project's contribution to impacts on u-.~', c, roadway segments and intersections. SH,-co " ~-\Eti Segments The analysis of significance for impacts identified in Chapter 6.0 of tbe Transportation Study and depicted in Table 4.10-2 is based on a three-tiered screening process to determine significant impacts associated with Otay Ranch SPA One. The three levels of criteria utilized in the analysis to determine whether a project-related impact is "significant" or "less than significant" are as follows: Otay Ranch SPA One and Annexation Draft Second, Tier E1R 4.10-18 City of Chula Vista September 1995 TABLE 4.10-4 RECOMMENDED ROAD\,yA Y IMPROVEMENTS FOR YEAR 2010 ALTERNATIVE 1 - OTAY LAKES ROAD CONNECTION .' '1 --- . '" I ,Responsip~e '., -:--, ',7, -- ::--.:....:.'~:;, - Segment -,..: - Jurisdiction and/or R~adway . "horn To Impro....ement Funding So~'rce U p~ rades!l m p rovcmen Is Sweer-water Road Willow 51. Central Ave Widen to 4-LanC' I County of SJn Olesc Collector Ccnt,a] Ave Bn<:lrwood Rd Widen to 4-Lane I Count~ of Sar. Diego Col1ector -c- County of San D!ego 5narwood Rd. BonIta Rd. Widen to 4-Lane Collector I Bonlt2. Rd. SR-S4 Widen to 4-Lam.' I County 01 San Dlq;l' Collector (entfJ,] Avcnue Swect>.vater Rd. BOnita Rd. Widen to 4--Lane Counry oi San OICSC' Collector w Inev..' bndgc crossing Sweetv....ater River Samta Rd. Corral Canyon Rd. Widen to 4-Lane County of San DIego Collector w Inew bridge crossing Sweetvvater , River , H Slreet Hilltop Drive I,B05 Widen to 6-Lane Major I TDlF i Bonita Road Otay Lakes Rd. Central Ave. Widen to 4-Lane Major TDIF i ! , Central Ave. San Miguel Road Widen to 4-Lane TDlF , Collector I San M'gDel Rd. Sweetw'ater Rd. Widen to 4-lane County of San I Collector w / new bridge Diego/Federal Bndge crossing Sweetwater Replacement Funds I River San M'guel Rd, Boruta Rd, Proctor Valley Rd. Widen to 4-Lane-1;\ County of San I 'I Collector ' Diego/TDIF I Otay Lakes Road Lane Ave. Hunte Pkwy, Widen to 6-Lane Prime I TDIF i I' TelegTaph Cyn Rd, I Medical Ctr. Dc. Paseo Ladera Widen to 6-Lane Prime TDIF 11 Corral Cyn. Road Port Renwick East H SI. Widen to 4,Lane City of Chula Vista II Collector Otay Lakes Road I Bonita Road Avenida de! Rey Widen to 6-Lane PrIme TDIF 1\ Brandywme I Orange Ave. Otay Valley Rd, Widen to 4- Lane City of ChuJa Vista II Avenue Collector Otay Valley Road Brandywine Ave. Otay IUo Rd. Widen to 6-Lane Prime City of ChuJa VISta 1\ 1f, NDr , \) 1<D v\ Y-'i~! t Ss Cd 11~S UU;VVUt! c{ ~<vVl tJ(11 ~ (\ OUI)' Ranch SPA One and Annexa/ion Draft Second, Tier EIR p 3 4.10-23 Ciry of Chula VislQ Seplembcr 1995 Funding of Recommended Mitigation Funding of Recommended Project MiJigation {!lid NeJWOrk Improvemert1S Ie'S '^~" . ,tV A summary of segment and intersectioJ;~pacts within the Study Area~stablished for the Otay Ranch SPA One Project~\Vas discussed previously. This summary of area-wide impacts was then followed by a level of significance analysis to determine impacts associated directly with the Otay Ranch SPA One preferred alternative. Finally, a series of mitigation measures and improvement strategies were presented to address both project related and general Study Area impacts resulting from cumulative traffic growth. The implementation of these mitigation measures will result in thc maintenance of acceptable network performance and the reduction of the majority of identified impacts to a level of "less than significant" after mitigation. To document the process for funding these recommended project mitigation measures and general Study Area network improvements, BR W, Inc. has prepared the following technical discussion to document the impact fee programs currently in place in the Southbay and the City of Chula Vista's understanding of reciprocal mitigation arrangements which currently exist between jurisdictions adjacent to Chula Vista induding the City of San Diego and the County of San Diego. Currently, the City of Chula Vista relies on three development impact fee programs: . Transportation Development Impact Fee (TDIF) SR-125 Development Impact Fee (SR-125 DIF) - to be used only if ~inter!m,S?R-125 faCi!ity,,_is~constructed. - ".(,' ~ GAAJv"!.-~ ,~it.c&L \\) c.n~\\LL,J cL, Gh, /2'; cel\, Traffic Signal Fee ' . . The majority of the funds collected throughout the DIF programs are allocated to transportation improvement projects within the City. This is due to the fact that impacts from new development in Eastern Chula Vista is primarily limited to local circulation element facilities with the City. WV\o..;\' Q~OlA,,\: W~Jtl(? L L Due to the location of the Otay Ranch SPA One project near the center of Eastern Chula Vista, the majority of project-related impacts are on the circulation network within the boundaries of the City of Chula Vista. The funding of roadway segment and intersection improvements within the City of Chula Vista are induded in the Transportation Development Impact Fee (TDIF) program developed and maintained by the City. In addition, as conditions of approval of tentative maps for SPA One, the project will be required to meet future Transportation Phasing Plan and Growth Management threshold standards. These control measures will ensure the City facilities continue to maintain acceptable operating conditions and do not exceed adopted threshold standards without implementation of necessary mitigation. The implementation of either project-related or general Study Area network improvements in adjacent jurisdictions will be accomplished by each iooivirln_l (1Z6p"(1"i>"D i e . . . OUI)' Ranch SPA One and Annexillion Draft Second, Tier EIR 4.10-25 City oj O",la VISta September 1995 approximately $8,700,000 to upgrade County facilities within the SR-125 Corridor under interim conditions should the construction of SR,125 South as a tollwav or freeway be delayed beyond Year 2000. In 1986, because the County had elimin~ted their bridge and thoroughfare fee, the City of Chula Vista requested the County to panicipate in the City's TDIF program due to the impact their developments were having on both County roads and City streets. The County took no action on that request and, subsequently, in approximately 1990, City staff met with County staff to discuss the transportation issues related to mutual development. At that meeting, County staff agreed to a joint funding program for Bonita area roads, wherein their budgeted projects would serve as their fair share contribution and the City would place other roadway segments, particularly Central Avenue, Bonita Road, and San Miguel. Road, into the City's TDIE This arrangement would satisfy the proportional share of Bonita area road needs, resulting from City developments. <L+ 'ihc ','{Iii<'-:! t' ~ However, due-tUf're5surcs.by Bonita area planning groups, the County has dropped several of the widening projects from their improvement program. These projects, coupled with the projects in the City's TDIF program, meet the needs of this area. Further mitigation by the Otay Ranch SPA One project beyond participation in the CityTDIFprogramisun~~rranted., ' -Jt!Cv< \,,'" 1\"C'L1Ic",(1 ',i y ''''1 f)ct .x.lIe' I 'f \'0 ,k I <''''0'' u,f,,1 c In the case that -efv-does-<:vn<tnl"t the SR-125 South Tollwa~by Year 2000. the excess fees collected from the DIF program could be used fpr related transportation improvements or as determined by the City CounciL The following exhibit summarizes the allocation of funds to County roadway improvement projects to widen these facilities to their adopted Community Plan and Circulation Element classifications. Summary of City DIF Allocation to County Facility Improvements Roadway ~ Se!'TTIent Central Ave. ~(\tL:f;,.) Bonita Rd. L-I\\\J~' Bonita Rd. ,LAN San Miguel. C AN Bonita. to Corral Cyn. Rd. Otay Lakes Rd. to Central Central to San Miguel. Ave. Bonita Rd. to SR-I25 Total TDIF Funds $190,000' $370,000 .. $792,000 $1574000 $2,926,000 Notes: Project compkted. Represents GIY's jurisdiction share of County improvement project. Contribution to Impacts on County Facilities A5 described previously, a significant amount of funding, up to $11,626,000 could be utilized for the improvement of County of San Diego facilities in the Sweetwater Community Plan Area. The challenge before the City of Chula Vista is to maintain equity with the County of San Diego resulting from the City-related traffic activity on County facilities. Olav Ranch SPA One and Annexotion Draft Second-Tier EIR 4.10-27 City of CJJUla Vista September 1995 9.0 Anah/sis of 5ignific , and Identificatzon of Mitlgatzo/l The City of Chula Vista along with major land developers in Eastern Chula Vista, including the Baldwin Company, are committed to participating in the deficiency plan development process, It is anticipated that this plan will call for the construction of new facilities (i.e. I-90S and SR-125 South) and improvements to existing facilities (i.e. widen 1-5 and 1-805 to ten lanes). The multi-agency study team process described in the CMP will require participation, both in planning and construction, from all jurisdictions (City of San Diego, City of Chula Vista, County of San Diego) and land holders in the Southbay. This comprehensive approach to address anticipated deficiencies in the regional transportation facilities serving the Southbay will ensure that funds are obtained and the implementation of necessary improvements are provided to meet the needs of travelers throughout the Southbay. Increased Carrying Capacity Previous studies and transportation modeling efforts in the Southbay have indicated that all north-south freeway facilities, including 1-5, I-80S and SR-125, will require a minimum of ten lanes to meet the LOS E carrying capacity of 200,000 ADT. These studies include the Otay Ranch Traffic Analysis (JHK & Associates, July 1992), the Chula Vista General Plan Update and work performed by the Otay Mesa lnterjurisdictional Task Force. While improving these facilities would require a significant capital expenditure, it may be necessary to meet future traffic demand. Furthermore, regional transportation system management (HOV lanes, ramp meters, signal timing) and transportation demand management (trip reduction, work hour management) strategies should be implemented to assist in alleviating future traffic congestion. Table 9.3 presents a summary of expected freeway segment performance for Alternative ) 1 under interim Year 2010 conditions with I-80S as a ten-lane freeway. As indicated in I the table, the addition of one lane in each direction greatly improves segment operations in the Southbay. However, portions of I-80S would continue to operate at LOS F(O). The most significant improvement would be expected on I-80S between H Street and Palm A>:enue. With SR-125 South in place, level of service could potentially improvej\C.\ro- '-{\'\6 \Jevitll'V\(\./i,\Ct. -... / / -~ '7 / \ ~ ~~JjY 'Y:J1J\: rlJNj A'\ik (J BRW, Ine. 9-7 Otay Ranch SPA One Transportation Study Report E\2.872DOO\R\ TRANSTDYRPT\CHA!'TER9.REV MONGER & FLAHERTY ,\1 ,\ I~" I fl :-;,; C\ '\1 .\It" 0(\ 1:,1'-, 1", !'I :, \ I' \ I" \ (;,'\f R'- \\1" r", I r~11 \I!ll".' NOV , 0 /1R) November 10, 1995 VIA HAND DELIVERY Mr. Ger~ld .Jacriska Special Projects Planning Manager Otay Ranch Project Office 315 4th Avenue, Suite A Chula Vista, CA 91910 Re: OTAY RANCH SPA ONE EIR Dear Mr. Jamriska: We are writing on behalf of the Barnabas Foundation, one of the owners of the Dauz Parcel (the "property") along Telegraph Canyon Road. This is a vacant 7.82 acre parcel of land. For your information, the Barnabas Foundation is a tax exempt charitable organization which helps direct contributions to other charities which provide services such as health care for the elderly, drug rehabilitation for teens, and care for the mentally handicapped. The Foundation is located in Orland Park, Illinois. The Property is subject to the above-referenced EIR. The EIR contemplates a downsizing of the Property from Residential 6 (8 du per acre) to open space. Of the 16 parcels covered by the EIR covering over 9,905 acres of land, only two other parcels have been proposed for rezoning as open space. We believe that the proposed rezoning unfairly discriminates against the Property. The owners of the Property will derive no benefit from the proposed Otay Ranch Project, and have not requested that any land use planning activity be taken with respect to the Property. The proposed rezoning is intended to create a "view corridor" along Telegraph Canyon Road for the overall benefit of the Otay Ranch Project and help mitigate the habitat destruction impacts of the project. This property was destined to do a lot of good when its owner turned it over to the Barnabas Foundation. Now that has all changed. If the proposed rezoning occurs, the Barnabas Foundation and the other owners of the 20828256 341 Wfq l'JltlJil.PWAY, SUiTt 21--1 '~;\N DIlGO, C/d I fOR,,; IA 02101 TEL: 61').477.t574' FAX: .+7-:' 7573' E",\\:\II SJcolin@ao!.Lom Mr. Gerald Jamriska November 10, 1995 Page 2 Property will suffer a very significant benefit of a private, for-profit entity. unfair result. economic loss for the This would be a most Therefore, we request that either: (1) the zoning for the Property be left unchanged and decisions about the appropriate use of the Property be deferred until such time as development is proposed for the Property, or (2) the City agree to condemn the Property at its highest and best use (i.e., the current zoning) . If you have any questions concerning the foregoing, please do not hesitate to give me a call. Very truly yours, Q'1ONGE~ & ~LAHERTY , W ~ %c-cc~ .,)y\ (xYf/\~ !:rack Monger . ./ cc: Mr. David Vander Plough William A. Reavey, Esq. 20828256