HomeMy WebLinkAbout2010 03-16 CC CDC AGENDA PKT (3)Westside Specific Plan
Draft Environmental Impact Report
Volume I
Prepared for:
City of National City
1243 National City Boulevard
National City, CA 91950
Contact: Peggy Chapin
Prepared by:
ICF Jones & Stokes
9775 Businesspark Avenue, Suite 200
San Diego, CA 92131
Contact: Bob Stark
November 2009
ICF Jones & Stokes. 2009. Westside Specific Plan Draft EIR.
November. (ICF J&S 440.08) San Diego, CA. Prepared for: City of
National City, 1243 National City Boulevard, National City, CA 91950.
Contents
Executive Summary ES-1
Project Synopsis ES-1
Project Description ES-1
Project Setting ES-1
Summary of Significant Effects with Mitigation Measures ES-2
Environmentally Superior Project Alternative ES-2
Areas of Concern ES-2
Irreversible Environmental Changes ES-3
Chapter 1 Introduction 1-1
Overview 1-1
Project Summary 1-1
The California Environmental Quality Act and the Purpose
of an EIR 1-2
Scope and Content of the Draft EIR 1-2
Public Input and the EIR Analysis 1-3
Lead, Responsible, and Trustee Agencies 1-4
Intended Uses of this Draft EIR 1-5
Organization of this Draft EIR 1-9
Key Principles Guiding Preparation of this Draft EIR 1-10
Relationship to Existing Statutes, Plans, Policies, and
Other Regulatory Requirements 1-10
Program Level Impact Analysis 1-10
Program EIR and Tiering 1-11
CEQA Baseline 1-11
Emphasis on Significant Environmental Effects 1-12
Forecasting vs. Speculation 1-13
Reliance on Substantial Evidence 1-13
Disagreement among Experts 1-13
Duty to Mitigate 1-14
Requirements to Evaluate Alternatives 1-14
Chapter 2 Project Description 2-1
Introduction 2-1
Environmental Setting 2-1
Regional and Local Setting 2-1
Existing Plan Area Conditions 2-2
Proposed Project 2-7
Project Background 2-7
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City of National City
Project Objectives 2-9
Project Description 2-10
Federal, State, and Local Considerations 2-15
Required Approvals 2-15
Chapter 3 Environmental Analysis 3-1
Resouce Section Overview 3-1
Environmental Analysis Terminology 3-2
Section 3.1 Traffic, Circulation, and Parking 3.1-1
Introduction 3.1-1
Terminology 3.1-1
Existing Conditions 3.1-2
Existing Plan Area Traffic Generation 3.1-4
Existing Traffic Volumes 3.1-4
Existing Traffic Operations 3.1-6
Parking 3.1-9
Regulatory Setting 3.1-15
State 3.1-15
Local 3.1-16
Impact Analysis 3.1-17
Methodology 3.1-17
Thresholds of Significance 3.1-19
Project Trip Generation 3.1-21
Long -Term (Year 2030) Operations 3.1-25
Impacts and Mitigation Measures 3.1-31
Significant and Unavoidable Adverse Impacts 3.1-44
Section 3.2 Air Quality 3.2-1
Introduction 3.2-1
Pollutants and Effects 3.2-1
Existing Conditions 3.2-7
Climate and Meteorology 3.2-8
Regulatory Setting 3.2-9
Federal 3.2-9
State 3.2-10
Local 3.2-11
Greenhouse Gas and Climate Change 3.2-13
Background Air Quality 3.2-22
Impact Analysis 3.2-33
Thresholds of Significance 3.2-33
Impacts and Mitigation Measures 3.2-37
Significant and Unavoidable Adverse Impacts 3.2-64
Section 3.3 Noise 3.2-1
Introduction 3.2-1
Noise Terminology 3.2-1
Existing Conditions 3.2-4
Regulatory Setting 3.2-5
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City of National City
Federal 3.2-5
State 3.2-6
Local 3.2-7
Impact Analysis 3.2-8
Thresholds of Significance 3.2-8
Methodology 3.2-9
Impacts and Mitigation Measures 3.2-10
Significant and Unavoidable Adverse Impacts 3.2-20
Section 3.4 Cultural Resources 3.4-1
Introduction 3.4-1
Prehistoric and Historical Context 3.4-1
Prehistory of the San Diego Region 3.4-1
History of the San Diego Region 3.4-2
Early History of National City 3.4-2
Recent History of National City 3.4-4
Existing Conditions 3.4-6
Potentially Historic Buildings 3.4-6
Archaeological Sites 3.4-6
Regulatory Setting 3.4-7
Federal 3.4-7
State 3.4-8
Impact Analysis 3.4-10
Thresholds of Significance 3.4-10
Impacts and Mitigation Measures 3.4-11
Significant and Unavoidable Adverse Impacts 3.4-17
Section 3.5 Biological Resources 3.5-1
Introduction 3.5-1
Existing Conditions 3.5-1
Paradise Creek 3.5-1
Biological Habitat 3.5-2
Regulatory Setting 3.5-4
Federal 3.5-4
State 3.5-5
Local 3.5-7
Impact Analysis 3.5-7
Terminology 3.5-7
Thresholds of Significance 3.5-8
Impacts and Mitigation 3.5-9
Significant and Unavoidable Adverse Impacts 3.5-13
Section 3.6 Community Character and Aesthetics 3.6-1
Introduction 3.6-1
Existing Conditions 3.6-1
Community Character and Visual Characteristics 3.6-1
Regulatory Setting 3.6-3
Federal 3.6-3
State 3.6-3
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City of National City
Local 3.6-3
Impact Analysis 3.6-7
Thresholds of Significance 3.6-7
Impacts and Mitigation Measures 3.6-8
Significant and Unavoidable Adverse Impacts 3.6-12
Section 3.7 Land Use and Planning 3.7-1
Introduction 3.7-1
Existing Conditions 3.7-1
Existing Land Uses 3.7-2
Regulatory Setting 3.7-3
State 3.7-3
Regional 3.7-3
Local Plans 3.7-4
Impact Analysis 3.7-7
Thresholds of Significance 3.7-7
Impacts and Mitigation Measures 3.7-7
Significant and Unavoidable Adverse Impacts 3.7-21
Section 3.8 Population and Housing 3.8-1
Introduction 3.8-1
Existing Conditions 3.8-1
Population 3.8-1
Housing 3.8-3
Employment 3.8-3
Regulatory Setting 3.8-4
Federal 3.8-4
State 3.8-4
Regional 3.8-5
Local 3.8-6
Impact Analysis 3.8-9
Thresholds of Significance 3.8-10
Impacts and Mitigation Measures 3.8-10
Significant and Unavoidable Adverse Impacts 3.8-15
Section 3.9 Hazards and Hazardous Materials 3.9-1
Introduction 3.9-1
Existing Conditions 3.9-1
Hazardous Materials 3.9-1
Potential Airport Facility Hazards 3.9-4
Regulatory Setting 3.9-5
Federal 3.9-5
State 3.9-6
Local 3.9-8
Impact Analysis 3.9-10
Thresholds of Significance 3.9-10
Impacts and Mitigation Measures 3.9-11
Significant and Unavoidable Adverse Impacts 3.9-18
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City of National City
Section 3.10 Utilities and Public Services 3.10-1
Introduction 3.10-1
Existing Conditions 3.10-1
Utilities 3.10-2
Public Services 3.10-5
Regulatory Setting 3.10-10
Federal 3.10-10
State 3.10-11
Local 3.10-13
Impact Analysis 3.10-14
Thresholds of Significance 3.10-15
Impacts and Mitigation Measures 3.10-17
Significant and Unavoidable Adverse Impacts 3.10-32
Chapter 4 Transit Oriented Development 4-1
Introduction 4-1
Project Location 4-1
Project Background 4-1
Project Objectives 4-2
Project Description 4-2
Aesthetics 4-5
Agricultural Resources 4-7
Air Quality 4-9
Biological Resources 4-13
Cultural Resources 4-17
Geology and Soils 4-21
Hazards and Hazardous Materials 4-25
Hydrology and Water Quality 4-29
Land Use and Planning 4-33
Mineral Resources 4-35
Noise 4-37
Population and Housing 4-41
Public Services 4-43
Recreation 4-45
Transportation/Traffic 4-47
Utilities and Service Systems 4-49
Chapter 5 Effects Determined Not to be Significant 5-1
Agricultural Resources 5-1
Geology and Soils 5-1
Hydrology and Water Quality 5-2
Mineral Resources 5-4
Recreation 5-4
Chapter 6 Cumulative Impacts and Growth Inducement 6-1
Introduction 6-1
Cumulative Impacts 6-1
Traffic, Circulation, and Parking 6-3
Air Quality 6-3
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City of National City
Noise 6-6
Cultural Resources 6-6
Biological Resources 6-7
Community Character and Aesthetics 6-7
Land Use and Planning 6-8
Population and Housing 6-8
Hazards and Hazardous Materials 6-9
Utilities and Public Services 6-9
Growth Inducement 6-10
Chapter 7 Alternatives 7-1
Introduction 7-1
CEQA Requirements for Alternatives 7-1
CEQA Project Objectives and Section Criteria 7-2
Project Alternatives 7-2
Alternative 1—No Project Alternative 7-2
Alternative 2—No Mixed -Use Alternative 7-7
Alternative 3—Reduced Buildout Alternative 7-10
Alternative 4—Retain and Expand Industrial Uses
Alternative 7-13
Alternatives Considered and Rejected 7-18
Chapter 8 List of Preparers and Agencies Consulted 8-1
City of National City 8-1
ICF Jones & Stokes 8-1
Subconsultants 8-1
Agencies Consulted 8-2
Chapter 9 References 9-1
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City of National City
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendices
NOP, Comment Letters, and Scoping Meeting Minutes
Traffic Impact Analysis
Air Quality Worksheets
Field Noise Measurement Data Sheets
National City Properties by Assessor Parcel Number
Wetland Delineation
Westside Neighborhood Area -Wide Property Inventory
Water Supply Assessment
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City of National City
Tables
Table Page
ES-1 Matrix of Significant Impacts and Mitigation Measures ES-5
1-1 Agencies Expected to Use this Draft EIR 1-6
1-2 Organization and Contents of the Draft EIR 1-9
2-1 Existing Land Uses within the Plan Area (acres) 2-3
2-2 Existing Roadway Classifications within the Project Site 2-7
2-3 Westside Planning Workshops 2-8
2-4 Acreage by Land Use/Zoning Districts and 20-Year New
Development (Projected) 2-11
3.1-1 Level of Service Descriptions 3.1-1
3.1-2 Existing Street Network 3.1-3
3.1-3 Existing Traffic Volumes 3.1-5
3.1-4 Existing Intersection Operations 3.1-6
3.1-5 Existing Street Segment Operations 3.1-7
3.1-6 Existing Parking Demand 3.1-10
3.1-7 Trade Corridor Improvement Fund Projects Identified in
the Plan Area 3.1-16
3.1-8 Level of Service Thresholds for Signalized Intersections 3.1-17
3.1-9 Level of Service Thresholds for Unsignalized
Intersections 3.1-18
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3.1-10 SANTEC Roadway Classifications, Levels of Service,
and Average Daily Traffic 3.1-18
3.1-11 Traffic Impact Significance Thresholds 3.1-20
3.1-12 Proposed Project Trip Generation 3.1-23
3.1-13 Year 2030 Intersection Analysis 3.1-26
3.1-14 Year 2030 Segment Analysis 3.1-28
3.1-15 Year 2030 Intersection Impacts after Implementation of
TCIF Projects 3.1-32
3.1-16 Parking Required per Recommended Parking Rates 3.1-38
3.1-17 Increased Parking Availability 3.1-40
3.2-1 Health Effects Summary of the Major Criteria Air
Pollutants 3.2-5
3.2-2 Summary of AB 32 Scoping Plan Recommendations 3.2-19
3.2-3 Federal and State Ambient Air Quality Standards 3.2-22
3.2-4 Federal and State Air Quality Designation 3.2-24
3.2-5 Ambient Background Concentrations San Diego -
Beardsley Monitoring Station 3.2-24
3.2-6 Summary of RAQS/SIP for San Diego County 3.2-27
3.2-7 Neighboring Toxic Air Facilities 3.2-31
3.2-8 Current Westside Area Toxic Air Facilities 3.2-32
3.2-9 SDAPCD Screening -Level Emissions Thresholds 3.2-34
3.2-10 Vehicular Traffic for Existing Conditions Compared to
the Proposed Project 3.2-38
3.2-11 2030 Unmitigated Operational Emissions for Existing and
75% Project Buildout 3.2-42
3.2-12 2030 Mitigated Operational Emissions for Existing and
75% Project Buildout 3.2-44
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3.2-13 Existing and 2030 CO Modeling Concentrations (in parts
per million) 3.2-47
3.2-14 Predicted DPM Cancer Risk Range (risk per one million)
with Distance from Roadway 3.2-49
3.2-15 Estimate of Project -Related Greenhouse Gas Emissions
(pounds per day) 3.2-56
3.3-1 Typical Community Sound Levels 3.3-3
3.3-2 Existing Ambient Noise Measurement Results 3.3-5
3.3-3 Exterior Environmental Noise Limits 3.3-7
3.3-4 Noise Ordinance Construction Noise Levels and Hours of
Operation 3.3-8
3.3-5 Typical Noise Levels from Construction Activities for
Large Commercial Projects 3.3-11
3.3-6 Modeled 65 dBA CNEL Contours 3.3-12
3.3-7 Modeled Noise Levels at 50 Feet 3.3-13
3.5-1 Threatened, Endangered, or Rare Species Potentially
Occurring on the Paradise Creek Portion of the Westside
Specific Plan Area 3.5-3
3.7-1 SANDAG RCP Consistency Analysis 3.7-9
3.7-2 General Plan Consistency Analysis 3.7-11
3.7-3 Redevelopment Plan Consistency Analysis 3.7-18
3.8-1 Population Trends and Expected Population Growth 3.8-2
3.8-2 National City Population by Ethnicity 3.8-2
3.8-3 Housing Characteristics and Growth Forecasts 3.8-3
3.8-4 National City Employment Trends 3.8-4
3.8-5 Population Trends and Expected Population Growth with
Project 3.8-11
3.8-6 Housing Characteristics and Growth Forecasts with
Project 3.8-14
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City of National City
3.9-1 Summary of Existing or Potential Hazardous Sites by
Category 3.9-2
3.9-2 Environmental Database List Summary 3.9-3
3.10-1 Service Providers 3.10-2
3.10-2 Total Water Demand for the Sweetwater Authority Service Area,
2005 and 2010 (Acre-Feet/Year) 3.10-4
3.10-3 Existing Schools and Locations 3.10-8
3.10-4 Existing Parks 3.10-8
3.10-5 Average Daily Wastewater Flow and Available Capacity of South
Metro Interceptor Line (in MGD) 3.10-18
3.10-6 Total Water Demand for the Sweetwater Authority Service Area
with the Proposed Project (Acre-Feet/Year) 3.10-20
3.10-7 Total Water Supply for the Sweetwater Authority Service Area
with the Proposed Project (Acre-Feet/Year) 3.10-21
3.10-8 Projected Water Supply for Normal, Single, and Multiple Dry
Years 3.10-21
6-1 Cumulative Project list 6-2
7-1 Comparison of Project Alternative Impacts to Significant
Proposed Project Impacts 7-17
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City of National City
Figures
Figure Follows Page
2-1 Regional Location 2-2
2-2 Plan Area and Local Setting 2-2
2-3 Examples of Incompatible Land Uses 2-2
2-4 Land Use Map 2-10
3.4-1 Building Dates in Plan Area 3.4-12
3.4-2a Land Use Examples (a. Kimball Elementary School — 302
W. 18th Street) 3.4-12
3.4-2b Land Use Examples (b. Channelized Paradise Creek, view
northeast) 3.4-12
3.4-3a Church Examples (a. Gothic church — 1206 Coolidge
Avenue) 3.4-12
3.4-3b Church Examples (b. Modified church — 410 West 18th
Street) 3.4-12
3.4-4a Commercial Structures (a. Commerical — 1818 Wilson
Avenue) 3.4-12
3.4-4b Commercial Structures (b. Market — 1643 Wilson Avenue) 3.4-12
3.4-4c Commercial Structures (c. Mixed use — 1238 and 1238 1/2
W. Roosevelt Avenue) 3.4-12
3.4-5a Residential Structures (a. Former motor lodge — 1414 W.
Roosevelt Avenue) 3.4-12
3.4-5b Residential Structures (b. Vernacular — 1932 Harding
Avenue) 3.4-12
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City of National City
3.4-5c Residential Structures (c. Cottage add -on — 1836 Wilson
Avenue) 3.4-12
3.4-5d Residential Structures (d. Remodeled cottage — 1225
Coolidge Avenue) 3.4-12
3.5-1 Aerial of Existing Conditions 3.5-2
4-1 Conceptual Design of Paradise Creek Plan 4-4
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City of National City
Acronymns
µg/m3 micrograms per cubic meters
AADT average annual daily traffic
AB Assembly Bill
AB 1807 Tanner Air Toxics Act
AB 2588 Air Toxics Hot Spots Information and Assessment Act of 1987
ADT Average daily traffic
ADWF average daily wastewater flow
ALUP airport land use plan
BMPs Best Management Practices
c. circa
CAA federal Clean Air Act
CAAQS California Ambient Air Quality Standards
CAFE corporate average fuel economy
Cal/EPA California EPA
CalFire California Department of Forestry and Fire Protection
Cal/OSHA California Division of Occupational Safety and Health
CalARP California Accidental Release Prevention
Caltrans California Department of Transportation
CAPCOA California Air Pollution Control Officers Association
CARE California Air Resources Board
CAT Climate Action Team
CBC California Building Code
CCAA California Clean Air Act
CCAs community choice aggregators
CCR California Code of Regulations
CDC Department of Conservation
CDFG California Department of Fish and Game
CDMG Conservation Division of Mines and Geology
CEC California Energy Commission
CEQA California Environmental Quality Act
CERCLIS Comprehensive Environmental Response, Compensation, and Liability
Information System
CESA California Endangered Species Act
CFR Code of Federal Regulations
CG General Commercial
CGS California Geological Survey
CH Heavy Commercial
CH4 methane
CIP Capital Improvement Program
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City of National City
City City of National City
CIWMB California Integrated Waste Management Board
CL Limited Commercial
CNDDB California Natural Diversity Data Base
CNEL Community Noise Equivalent Level
CO carbon monoxide
CO2E carbon dioxide equivalents
Construction General Permit General Permit for Discharges of Storm Water Associated with
Construction Activity
CPUC California Public Utilities Commission
CRHR California Register of Historical Resources
CUPA Certified Unified Program Agency
CWA Clean Water Act
cy cubic yards
dB decibels
dBA A -weighted sound level
DEH Department of Environmental Health
Design Guidelines National City Design Guidelines
Diesel Risk Reduction Plan Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel -
Fueled Engines and Vehicles
DOT Department of Transportation
Downtown Specific Plan National City Downtown Specific Plan
DPM diesel particulate matter
DPR Department of Parks and Recreation
DTSC California Department of Toxic Substance Control
DU dwelling unit
EDCO Escondido Disposal Inc.
EDR Environmental Database Resources
EIR Environmental Impact Report
EPA United States Environmental Protection Agency
EPCRA Emergency Planning and Community Right -to -Know Act
ESA Environmental Site Assessment
ESA Environmental Sensitive Area
ESA Endangered Species Act
ESPs energy service providers
°F Fahrenheit
FEMA Federal Emergency Management Agency
FHWA Federal Highway Administration
FIFRA Federal Insecticide, Fungicide, and Rodenticide Act
FIRMS Flood Insurance Rate Maps
FMMP Farmland Mapping and Monitoring Program
FTA Federal Transit Administration
General Plan National City, California General Plan
GHG greenhouse gas
H2S hydrogen sulfide
HCD Housing and Community Development
HCFCs halogenated fluorocarbons
HCM Highway Capacity Manual
HEPA high efficiency particulate air
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HFCs hydrofluorocarbons
HIRT Hazardous Incident Response Team
HMD Hazardous Materials Division
HRA health risk assessment
HU hydrologic unit
HuC huerhuero-Urban Land Complex
HUD Housing and Urban Development
HVAC heating, ventilation, and air conditioning
Hz hertz
I-5 Interstate 5
I-805 Interstate 805
IC Civic Institutional
IC OS Civic Institutional Open Space
IOUs investor -owned utilities
ITPR independent transit planning review
LCFS low carbon fuel standard
Ldn Day -Night Average Sound Level
LEP linear extensibility potential
Leg equivalent sound level
LLG Linscott, Law & Greenspan
Lax root -mean -square maximum obtainable noise levels
Lmin root -mean -square minimum obtainable noise levels
LOS level of service
LRA Local Responsible Areas
MBTA Migratory Bird Treaty Act
MCR- 1 Mixed Use Commercial -Residential
MCR-2 Mixed Use Commercial -Residential (Smart Growth Center)
Md made land
MEP maximum extent practicable
Metro Metropolitan Wastewater Department
Mgd million gallons per day
MHPA Multiple Habitat Planning Area
ML-PD Light Manufacturing Planned Development
MLR Light Manufacturing Residential
MMT million metric tons
mpg miles per gallon
MPO Metropolitan Planning Organization
MRZ-3 Mineral Resource Zone 3
MSCP Multiple Species Conservation Plan
MTS Metropolitan Transit System
NZO nitrous oxide
NAAQS National Ambient Air Quality Standards
NASSCO National Steel and Shipbuilding Company
NC&O National City & Otay Motor Road
NCFD National City Fire Department
NCLUC National City Land Use Code,
NCPD National City Police Department
NFIP National Flood Insurance Program
NHPA National Historic Preservation Act
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NOFL Naval Outlying Field
NOP Notice of Preparation
NPDES National Pollutant Discharge Elimination System
NRHP National Register of Historic Places
NSD National School District
03 ozone
OHP Office of Historic Preservation
OPR Office of Planning and Research
OSR Open Space Reserve
PCEPI Paradise Creek Educational Park, Inc.
PFC perfluorocompound
plan area Westside Specific Plan area
PM 10 particulate matter less than 10 microns in diameter
PM2.5 particulate matter less than 2.5 microns in diameter
ppm parts per million
PRC Public Resources Code
PUC Public Utilities Commission
RACM reasonably available control measures
RAQS Regional Air Quality Strategy
RCFZ Rose Canyon Fault Zone
RCP regional comprehensive plan
RCRA Resource Conservation and Recovery Act
Redevelopment Plan National City Redevelopment Plan
RHNA Regional Housing Needs Assessment
ROG reactive organic gases
RPS California's Renewable Portfolio Standard
RS-4 Residential Single -Family
RTP Regional Transportation Plan
RWQCB Regional Water Quality Control Board
SANDAG San Diego Association of Governments
SANTEC San Diego Regional Traffic Engineers Council
SB Senate Bill
SBWRP South Bay Water Reclamation Plant
SCIC South Coast Information Center
SCS sustainable community strategy
SDAB San Diego Air Basin
SDAPCD San Diego Air Pollution Control District
SDG&E San Diego Gas and Electric
SDIA San Diego International Airport
SDRWQCB San Diego Regional Water Quality Control Board
SF6 Sulfur hexafluoride
SHPO State Historic Preservation Officer
SIP State Implementation Plan
SMAQMD Sacramento Metropolitan Air Quality Management District
SMARA Surface Mining and reclamation Act of 1975
SUHSD Sweetwater Union High School District
SUSMP Standard Urban Stormwater Mitigation Plan
SWMP Stormwater Management Plan
SWPPP Storm Water Pollution Prevention Plan
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City of National City
SWRCB State Water Resources Control Board
TACs toxic air contaminants
TAP Transition Assistance Program
TAZ traffic analysis zone
TCIF Traffic Corridor Improvement Fund
TIA Traffic Impact Analysis
TNM® traffic noise model
TOD transit oriented development
TOD project transit oriented development project
Toxics-BACT Toxics—Best Available Control Technology
Tpd tons per day
TSCA Toxic Substances Control Act
TWSC Two -Way Stop Controlled Intersection
USACE U.S. Army Corps of Engineers
USFWS U.S. Fish and Wildlife Service
USTs underground storage tanks
VMT vehicle miles traveled
VOC volatile organic compounds
WDRs Waste Discharge Requirements
Williamson Act California Land Conservation Act of 1975
WPA Works Project Administration
WSA water supply assessment
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Executive Summary
Executive Summary
Project Synopsis
Project Description
The City of National City proposes a General Plan Amendment, Rezone, and
Specific Plan to guide the future development of the Westside neighborhood in
response to conflicts between the neighborhood's current land uses. Because
many of the existing industrial uses are incompatible with the existing residential
uses, there has been a growing concern related to air quality emissions, traffic and
parking congestion, noise levels, and the release of hazardous materials. In an
attempt to minimize these adverse effects as the community grows, the proposed
Westside Specific Plan includes strategies for amortizing uses that would no longer
be permitted with the proposed land use changes —primarily auto body shops and
auto repair shops. Details of the Westside Specific Plan are provided in Chapter 2
(Project Description).
The project will require the approval by the City of National City for a General
Plan Amendment and Specific Plan and the approval of various zone changes
including the addition of two new multi -use zones (MCR-1 and MCR-2). A
detailed list of the required approvals is listed in Chapter 2.
Project Setting
The proposed project site incorporates the 100-acre Westside neighborhood
(previously referred to as Old Town) within the incorporated limits of National
City, California. The project area extends south of downtown National City and
is bounded by West Plaza Boulevard to the north; Interstate 5 to the west; West
24th Street/Mile of Cars Way to the south; and Roosevelt Avenue to the east.
According to the City of National City General Plan, the proposed project
includes the following land use designations: residential, commercial, office,
industrial (many auto -related), public/institutional, open space reserve and
undeveloped vacant land. Paradise Creek, a natural functioning drainage, flows
northeast to southwest through the plan area.
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City of National City Executive Summary
Summary of Significant Effects with Mitigation
Measures
Significant direct environmental impacts are discussed and analyzed in detail
within Chapter 3 of this Environmental Impact Report (EIR). Significant
cumulative impacts are discussed in Chapter 6 of this EIR. Technical reports and
analyses were prepared to determine potential impacts on air quality, biological
resources, cultural resources, hazards and hazardous materials, noise, and traffic,
circulation, and parking; their findings have been incorporated into this
document, and copies of the reports (except for the confidential report for
cultural resources) are appended to this EIR.
Project implementation would result in significant direct impacts on air quality
and noise. The proposed project would also contribute to significant cumulative
impacts on air quality, noise, and traffic, circulation, and parking. Table ES-1
presents a matrix of potentially significant impacts associated with the proposed
project along with mitigation measures that would reduce or avoid the significant
impacts.
Environmentally Superior Project Alternative
Four project alternatives and the No Project Alternative are evaluated in Chapter
7 of the EIR. The Reduced Buildout Alternative has been identified as the
environmentally superior alternative because it reduces impacts to traffic,
circulation, and parking, air quality, and noise. Impacts related to community
character and aesthetics, agricultural resources, biological resources, cultural
resources, geology and soils, hazards and hazardous materials, hydrology and
water quality, land use and planning, mineral resources, utilities and public
services would be similar to those of the proposed project. The project as
proposed would provide the greatest avoidance of significant impacts while
meeting the objectives of the City of National City, and the environmental
benefits of implementing the Reduced Buildout Alternative instead of the
proposed project are not substantial and would not achieve Objectives 3 or 4,
which are targeted to encourage smart growth opportunities within the Westside
neighborhood.
Areas of Concern
Section 15123(b)(2) of the California Environmental Quality Act (CEQA)
Guidelines require any known areas of controversy surrounding the project be
disclosed. Environmental issues of concern that have been raised through
responses to the Notice of Preparation (NOP) and public scoping meeting are
addressed in the EIR. Comment letters received in response to the NOP are
contained in Appendix A.
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During the public scoping process, a number of agencies, organizations, and
members of the public provided comments. The agency comments were largely
related to traffic impacts, availability of water resources, and analysis of existing
historical resources. The community comments focused around business
development opportunities and private property rights. Additional comments
were received regarding potential impacts to air quality, biological resources,
community character and aesthetics, cultural resources, hydrology and water
quality, hazards and hazardous materials, noise, utilities and public services, and
traffic, circulation, and parking.
Irreversible Environmental Changes
Pursuant to Section 15126.2(c) of the CEQA Guidelines, an EIR must consider
any significant irreversible environmental changes that would be caused by the
proposed Project should it be implemented. Section 15126.2(c) states:
Uses of nonrenewable resources during the initial and continued phases of the
project may be irreversible since a large commitment of such resources makes
removal or nonuse thereafter unlikely. Primary impacts and, particularly,
secondary impacts (such as a highway improvement which provides access to a
previously inaccessible area) generally commit future generations to similar
uses. Also, irreversible damage can result from environmental accidents
associated with the project. Irretrievable commitments of resources should be
evaluated to assure that such current consumption is justified.
The proposed project would not directly require the use of nonrenewable
resources; however, future development projects associated with buildout of the
plan would result in the consumption of nonrenewable resources and other
irreversible environmental changes. Although the proposed project encourages
smart growth opportunities and the development of more sustainable
neighborhoods, it would result in the use of nonrenewable energy resources (e.g.
fossil fuels) and non -recyclable materials used for construction and operation of
future residential and commercial development throughout the plan area.
Fossil fuels and energy would be consumed during construction and operation
activities. Fossil fuels in the form of diesel oil and gasoline would be used for
construction equipment and vehicles. During operations, gasoline would be used
by vehicles. Electrical energy and natural gas would also be consumed during
construction and operation. These energy resources would be irretrievable and
their loss irreversible. Nonrecoverable materials and energy would be used
during construction and operational activities, but the amounts needed would be
accommodated by existing supplies. Although the increase in the amount of
materials and energy used would be limited, they would nevertheless be
unavailable for other uses.
Construction activities that result in physical changes to the environment have
the most potential to result in irreversible changes. For example, the project has
the potential to result in significant impacts to sensitive biological species and
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City of National City Executive Summary
jurisdictional wetlands. Also, increased traffic volumes on local roadway
segments and intersections along roadways such as Bay Marina Drive and Mile -
of -Cars Way would cause significant operational impacts. However, mitigation
measures are established to mitigate most identified significant or potentially
significant impacts to levels of insignificance as described in the various
technical sections of this EIR. This includes the mitigation of potential
biological resources impacts, cultural resources impacts, hazards and hazardous
materials impacts, and air quality impacts. No significant environmental impacts
were identified for the following subject areas: utilities and public services,
geology, soils, population and housing, land use and planning, mineral resources,
agricultural resources, and hydrology and water quality. Significant unavoidable
adverse impacts were noted with respect to traffic, circulation, and parking, air
quality, and noise.
Impacts associated with operation of the proposed Project would occur as
described in Chapter 3, "Environmental Analysis." The development or
redevelopment of vacant or underutilized land in the plan area would mean a
permanent change in how the land would be used. New homes and commercial
buildings, once constructed, would be permanent. A return to the original use of
the land would likely not occur.
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Table ES-1. Matrix of Significant Impacts and Mitigation Measures
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
TRAFFIC, CIRCULATION, AND PARKING
Threshold TR-1: Would the proposed project cause an increase
in traffic which is substantial in relation to the existing traffic load
and capacity of the street system (i.e., result in a substantial
increase in either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at intersections)?
Impact Determination:
Impact TR-1: Future projects proposed under the Westside
Specific Plan could result in direct and cumulative impacts on
intersection and roadway segments that, while mitigated through
the improvements identified under the planned and fully funded
TCIF, would require project -level fair share contributions to
address impact nexus and proportionality.
Significant MM TR-1: Future Projects Provide Fair
Share Contributions. Future development
projects within the Westside Specific Plan
area shall reimburse the project's fair share
portion to the City for the City's
contribution to the Trade Corridor
Improvement Fund. The fair share amount
shall be proportional to future project
impacts as determined through additional
project -level CEQA analysis and shall be
enforced through project specific
mitigation.
Less than
significant
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold TR-2: Would the proposed project exceed, either
individually or cumulatively, a level of service standard
established by the county congestion management agency for
designated roads or highways?
Impact Determination:
Impact TR-2 (Cumulative): The proposed project would
contribute to a significant cumulative impact along the following I-
5 freeway segments: North of Civic Center Drive, Civic Center
Drive to 24th Street, 24`h to SR-54. The project's impact would be
cumulatively considerable and significant.
Significant No feasible mitigation was identified at the
plan level.
Significant and
unavoidable
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold TR-3: Would the proposed project result in a change
in air traffic patterns, including either an increase in traffic levels
or a change in location that results in substantial safety risks?
Impact Determination:
Since the proposed project is located approximately 6 miles from
the nearest airport, there would be no impact related to air traffic
patterns and associated safety risks. Therefore, there would be no
impact.
No impact
No mitigation is required
No impact
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
E
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
Threshold TR-4: Would the proposed project substantially
increase hazards due to a design feature (e.g., sharp curves or
dangerous intersections) or incompatible uses (e.g., farm
equipment)?
Impact Determination:
Traffic hazards due to design features or incompatible uses would
not occur since the project consists of an existing grid street
network and all future projects would conform to City and state
design standards. In addition, implementation of the project
includes a circulation plan that would improve the plan area's
existing street network. Therefore, impacts related to traffic
hazard due to design features or incompatible uses would not
occur.
No impact
No mitigation is required No impact
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold TR-5: Would the proposed project result in inadequate
emergency access?
Impact Determination:
The street improvements proposed by the project would be
constructed to ensure emergency access is maintained. Therefore,
there would be no impact.
No impact
No mitigation is required No impact
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold TR-6: Would the proposed project result in inadequate Less than
parking capacity? significant
Impact Determination:
The project's three-point approach and parking implementing
programs to increase the parking supply within the plan area
combined with the recommendations included in the TIA to
increase parking supply would offset increased parking demand.
New businesses and residential development would be required to
include sufficient onsite parking per National City parking
standards as set forth in Chapter 18.58 of the Municipal Code. In
addition, converting parallel parking to angled parking,
implementing more permit parking districts, and establishing a
parking management plan would increase and control the parking
supply within the plan area. Therefore, impacts on parking would
No mitigation is required
Less than No Project, No
significant Mixed -Use, and
Reduced Buildout
Alternatives
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
be less than significant.
Threshold TR-7: Would the proposed project conflict with
adopted policies, plans, or programs supporting alternative
transportation (e.g., bus turnouts, bicycle racks)?
Impact Determination:
Implementation of the proposed project would include programs to
encourage alternative transportation and would also result in
necessary bus turnouts, bicycle racks, and wide pedestrian
sidewalks that would enhance multi -modal transport. Therefore,
implementation of the proposed project would be beneficial to the
programs supporting alternative transportation within the plan
area, and no impacts would occur.
No impact
No mitigation is required No impact
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Cumulative Impact Analysis:
Impact Determination
Impact C-TR-1: As discussed under Impact TR-2, the proposed
project would contribute to a significant cumulative impact along
the following I-5 freeway segments: North of Civic Center Drive,
Civic Center Drive to 24th Street, 24`h to SR-54. The project's
impact would be cumulatively considerable and significant.
Significant No mitigation is feasible Significant and No Project, No
unavoidable Mixed -Use, and
Reduced Buildout
Alternatives
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
AIR QUALITY
Threshold AQ-1: Would the proposed project be consistent with Less than
the San Diego Air Quality Strategy (RAQS) and State significant
Implementation Plan (SIP)?
Impact Determination:
While the project would create more vehicle trips, it would also
result in shorter trips than currently exists, as infill development
would place residents closer to mass transit and commercial uses.
Further, the project would be consistent with the general plan by
removing incompatible land uses. Therefore, the proposed project
is considered consistent with the RAQS/SIP, and impacts related to
the inconsistency of emissions forecasts between the RAQS/SIP
and the City of National City General Plan would be less than
significant.
No mitigation is required
Less than
significant
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold AQ-2: Would the proposed project violate any air
quality standard or contribute to an existing or projected air quality
violation?
Impact Determination:
Impact AQ-la (Construction): Despite the potential variability
in construction emissions and schedules, there are a number of
feasible control measures that can be reasonably implemented to
reduce ozone and PM10/PM2.5 emissions during construction;
these measures are summarized in Mitigation Measure MM AQ-1.
However, given the lack of specifics regarding construction
activities, construction -related emissions related to Impact AQ-la
would be significant and mitigation is required.
Impact AQ-lb (Operations): The project would promote
development, resulting in more traffic and area -source emissions
of criteria pollutants within the plan area. Therefore, this impact is
considered significant.
Significant MM AQ-la: Fugitive Dust and Exhaust
Control Measures. The SDAPCD has
recently adopted a rule (Rule 55) that
requires fugitive dust control measures for
construction and demolition projects. Future
development proposed within the Westside
neighborhood shall be required to employ
fugitive dust control measures to reduce the
amount of fugitive dust. The selection of
specific measures is left to the discretion of
the project operator. Additional measures to
reduce NOx an ROG emissions may be
needed if construction -related emissions
exceed the screening level emission
thresholds (Table 3.2-9). Such measures can
include, but are not be limited to, the
following:
■ Inactive Construction Areas. Apply
non -toxic soil stabilizers according to
manufacturers' specification to all
Construction:
Significant and
unavoidable
Operational:
Significant and
unavoidable
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
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November 2009
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
inactive construction areas.
■ Exposed Stockpiles. Enclose, cover,
water twice daily, or apply non -toxic
soil binders according to
manufacturers' specification to
exposed piles.
IN Active Site Areas. Water active site
areas twice daily.
■ Hauling. Cover all haul trucks hauling
dirt, sand, soil, or other loose materials
or maintain two feet of freeboard.
■ Adjacent Roadways. Install wheel
washers where vehicles enter and exit
unpaved roads onto paved roads, or
wash off trucks and any equipment
leaving the project site.
■ Adjacent Roadways. Sweep streets at
the end of the day if visible soil
material is carried onto adjacent public
paved roads.
■ Unpaved Roads and Parking/Staging
Areas. Apply water three times daily
or non -toxic soil stabilizers according
to manufacturers' specification to all
unpaved roads and parking or staging
areas.
■ Speed Limit. Limit traffic speeds on
unpaved areas to 10 miles per hour.
■ Disturbed Areas. When active
construction ceases on the site, replace
ground cover as quickly as possible.
■ Equipment maintenance. Install
emission controls (cooled exhaust
recirculation, lean-NOX catalysts), tune
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Level of
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Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
equipment and reduce idling time.
• Equipment age. Require models newer
than 1996.
• Coatings. Use VOC-free or low-VOC
coatings, limit the amount of coating
and paints applied daily, or rent or
purchase VOC Emission Reduction
Credits.
MM AQ-lb: Mitigation Measures to
Reduce Project Operational Emissions.
Operational emissions could be reduced by
incorporating various mitigation measures.
Within URBEMIS, the following mitigation
measures could be implemented to reduce
operational emissions:
• Increased Energy Efficiency (20%)
beyond Title 24.
• Use of electric landscaping equipment
with access to outside electrical outlets
(20% of total landscaping equipment)
• Use of low- or no-ROGNOC paints (a
minimum of 40% below typical
paints).
Implementation of mitigation will help to
reduce emissions from area sources. Project
design inherently reduces mobile source
emissions, so no further mitigation for
mobile sources was applied. Operational
emissions after applying mitigation are
presented in Table 3.2-12. Further, MM
AQ-4 presents various GHG-reducing
measures that will inherently also reduce
project -related criteria pollutants by
reducing energy consumption.
After mitigation, the proposed project still
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
exceeds SDAPCD operational emission
thresholds. This impact would be
significant and unavoidable.
Threshold AQ-3: Would the proposed project result in a
cumulatively considerable net increase of any criteria pollutant for
which the project region is in nonattainment status under an
applicable federal or state ambient air quality standard (including
the release of emissions that exceed quantitative thresholds for
ozone precursors)?
Impact Determination:
Impact AQ-2: The proposed project would result in a net increase
in emissions of criteria pollutants for which the SDAB is currently
in nonattainment or maintenance. Therefore, this impact would be
significant.
Significant MM AQ-2: Implementation of MM AQ-1a
and MM AQ-lb would reduce the net
increase in criteria pollutants for which the
SDAB is currently in non -attainment status.
Significant and
unavoidable
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold AQ-4: Would the proposed project expose sensitive
receptors to substantial pollutant concentrations?
Impact Determination:
Impact AQ-3: The project would allow residential development
to occur approximately 400 feet from I-5. At this distance, the
cancer risk is estimated to be 188 in 1 million. This exceeds the
SDAPCD's threshold of 10 in 1 million.
Significant MM AQ-3: Building Design Measures to
Reduce Exposure of Residents to
Pollutant Emissions. Mitigation measures
to reduce pollutant emissions for the
proposed multi -family dwelling units in
close proximity (i.e., within 500 feet) of I-5
shall include:
• providing the facility with individual
heating, ventilation, and air
conditioning (HVAC) systems in
order to allow adequate ventilation
with windows closed;
• locating air intake systems for HVAC
systems as far away from the existing
air pollution sources as possible;
■ using high efficiency particulate air
(HEPA) air filters in the HVAC
system and developing a maintenance
Significant and
unavoidable
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
plan to ensure the filtering system is
properly maintained; and
■ utilizing only fixed windows next to
any existing sources of pollution.
Threshold AQ-5: Would the proposed project create objectionable Less than
odors affecting a substantial number of people significant
Impact Determination:
The project would expose people to odors generated during project
construction and operation. Construction would be staggered, and
the schedule is unknown. Operational odors would be minimal.
Therefore, this impact would be less than significant.
No mitigation is required
Less than
significant
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Threshold AQ-6: Would the project conflict with or obstruct
applicable climate change regulations and/or substantially increase
exposure to the potential adverse effects of climate change?
Impact Determination:
Impact AQ-4: The proposed project would contribute 43,242
metric tons of CO2e per year at buildout.
Significant MM AQ-4: Project Design Features to
Reduce Project Contribution to Climate
Change. See Section 3.2, "Air Quality" for
the full list of measures. A summary of the
proposed measures include:
■ Energy Efficiency
■ Renewable Energy
• Water Conservation and Efficiency
■ Solid Waste Measures
• Transportation and Motor Vehicles
Less than
significant
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Cumulative Impact Analysis:
Impact Determination:
The proposed project would result in a cumulatively considerable
net increase in emissions of criteria pollutants for which the SDAB
is currently in nonattainment or maintenance (Impact AQ-2).
The proposed project would contribute 43,242 metric tons of CO2e
per year at buildout. Therefore, this impact is considered
significant (Impact AQ-4).
Significant Implement MM AQ-la (construction) and
MM AQ-lb (operation).
Significant
Implement MM AQ-4.
Significant
Less than
significant
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
No Project, No
Mixed -Use, and
Reduced Buildout
Alternatives
Westside Specific Plan November 2009
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Draft Environmental Impact Report
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
NOISE
Threshold NOI-1: Would the proposed project expose persons to
or generate noise levels in excess of standards established in the
local general plan or noise ordinance, or applicable standards of
the other agencies?
Impact Determination
Impact NOI-1 (Construction): Construction noise would likely
exceed noise thresholds for any future project developed under the
proposed project. Therefore, impacts from construction would be
significant.
Impact NOI-2 (Operations): The proposed project would
potentially expose new noise sensitive receptors to rail noise that
would exceed the exterior thresholds set forth by the City's
Municipal Code. This impact would be considered potentially
significant and would require mitigation to reduce noise levels to
the greatest extent practicable.
Significant
Construction noise is unavoidable and could
adversely affect nearby residents during
construction. However, the noise would be
temporary and limited to the duration of the
construction. The following measures
should be incorporated into the project
contract specifications to minimize
construction noise impacts.
Construction Mitigation Measures
MM NOI-1: Implement Construction
Noise Reduction Measures. Mitigation
measures MM NOI-1.1 through MM NOI-
1.8 shall be implemented as applicable to
future projects proposed within the
Westside Specific Plan area.
MM NOI-1.1: Equipment Sound
Attenuation. All noise -producing
construction equipment and vehicles using
internal combustion engines shall be
equipped with mufflers, air -inlet silencers
where appropriate, and any other shrouds,
shields, or other noise -reducing features in
good operating condition that meet or
exceed original factory specification.
Mobile or fixed "package" equipment (e.g.,
arc -welders, air compressors) shall be
equipped with shrouds and noise control
features that are readily available for that
type of equipment.
MM NOI-1.2. Use of Electrical
Equipment. Electrically powered
equipment shall be used instead of
Significant and
unavoidable
No Project and
Reduced Buildout
Alternatives
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
pneumatic or internal combustion powered
equipment, where feasible.
MM NOI-1.3. Distance from Sensitive
Receptors. Material stockpiles and mobile
equipment staging, parking, and
maintenance areas shall be located as far as
practicable from noise -sensitive receptors.
MM NOI-1.4. Construction Traffic
Speeds. Construction site and access road
speed limits shall be established and
enforced during the construction period.
MM NOI-1.5. Hours of Construction.
Construction operations shall not occur
between 7:00 p.m. and 7:00 a.m. Monday
though Friday, or at any time on weekends
or holidays. The hours of construction,
including noisy maintenance activities and
all spoils and material transport, shall be
restricted to the periods and days permitted
by the local noise or other applicable
ordinance. Noise -producing construction
activity shall comply with, or in special
circumstances obtain exemptions from,
local noise control regulations affecting
construction activity.
MM NOI-1.6. Use of Noise -Producing
Signals. The use of noise -producing
signals, including horns, whistles, alarms,
and bells, shall be for safety warning
purposes only.
MM NOI-1.7. Use of Public Address or
Music Systems. No project -related public
address or music system shall be audible at
any adjacent sensitive receptor.
MM NOI-1.8. Noise Complaint Process.
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Level of
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Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
The onsite construction supervisor shall
have the responsibility and authority to
receive and resolve noise complaints. A
clear appeal process to the owner shall be
established prior to construction
commencement that will allow for
resolution of noise problems that cannot be
immediately solved by the site supervisor.
Operational Mitigation Measures
MM NOI-2: Trolley Line Noise Study.
Prior to approval of final site design, any
project located within 300 feet of or with
direct line of sight to the existing MTS
Trolley Line shall perform a noise study
conducted by a qualified noise consultant to
determine potential impacts on noise -
sensitive land uses.
Threshold NOI-2: Would the proposed project expose persons to
or generate excessive groundborne vibrations or groundborne
noise levels?
Impact Determination
Impact NOI-3: Construction vibration would likely exceed
vibration thresholds for any future project developed under the
proposed project.
Significant MM NOI-3: Vibration Study. Prior to
approval of final site design, any project
proponent that would propose driving
pilings or performing an action that could
cause substantial vibrations shall perform a
vibration study conducted by a qualified
vibration consultant to determine potential
impacts on surrounding vibration -sensitive
land uses and identify mitigation measures
as appropriate.
Significant and
unavoidable
No Project and
Reduced Buildout
Alternatives
Threshold NOI-3: Would the proposed project result in a
substantial permanent increase in ambient noise levels in the
project vicinity above levels existing without the project?
Impact Determination
Significant MM NOI-4: Traffic Noise Study. For
noise sensitive projects within 100 feet of
the centerline of Civic Center Drive and
Wilson Drive, within 150 feet of the
centerline of Plaza Boulevard, within 250
feet of the centerline of National Coty
Boulevard, within 350 feet of Mile of Cars
Significant and
unavoidable
No Project and
Reduced Buildout
Alternatives
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Draft Environmental Impact Report
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Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
Impact NOI-4: The proposed project would result in an increase
to the future 65 dBA CNEL contour on the local roadway network.
The increase in traffic noise would result in a substantial
permanent increase in ambient noise levels within the project
vicinity.
Way/24"' Street, or within 1,200 feet of
Interstate 5, a noise study shall be prepared
to determine the estimated noise levels on -
site and to identify any feasible project -
level mitigation measures to reduce noise
impacts to a level less than significant.
Implementation of MM NOI-2 and MM
NOI-4 would determine potential impacts
on noise -sensitive land uses.
Threshold NOI-4: Would the proposed project result in a
substantial temporary or periodic increase in ambient noise levels
in the project vicinity above levels existing without the project?
Impact Determination
Impact NOI-1: Construction noise would likely exceed noise
thresholds for any future project developed under the proposed
project. Therefore, impacts from construction would be potentially
significant and unavoidable and would require mitigation to reduce
noise levels to the greatest extent practicable.
Significant Implement MM NOI-1.
Significant and
unavoidable
No Project and
Reduced Buildout
Alternatives
Threshold NOI-5: Would implementation of the proposed project
expose people residing or working in the project area to excessive
noise levels from airport operations?
Impact Determination
Because there are no airports located in the vicinity of the plan
area, no impacts related to Threshold NOI-5 would occur.
No impact
No mitigation is required
No impact
No Project and
Reduced Buildout
Alternatives
Threshold NOI-6: Would implementation of the proposed project
expose people residing or working in the project area to excessive
noise levels from a private airstrip?
Impact Determination
Because there are no private airstrips in the vicinity of the plan
area, there would be no impacts related to Threshold NOI-6.
No impact
No mitigation is required
No impact
No Project and
Reduced Buildout
Alternatives
Cumulative Impact Analysis:
Significant Implement MM NOI-1 and MM NOI-3. Significant and No Project and
Westside Specific Plan November 2009
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Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
Impact Determination
Construction of other related projects concurrently with nearby
development projects could cumulatively increase noise levels and
adversely affect nearby noise -sensitive uses. The proposed projects
contribution to cumulative noise impacts would be significant.
Mitigation MM NOI-1 (construction noise) and MM NOI-3
(construction vibration) would reduce noise impacts; however,
cumulative noise impacts would remain significant and
unavoidable.
unavoidable
Reduced Buildout
Alternatives
CULTURAL RESOURCES
Threshold CUL-1: Would the proposed project cause a substantial
adverse change in the significance of a historical resource as
defined in § 15064.5?
Impact Determination:
Impact CUL-1: There are potentially historic buildings and
structures within the plan area. Future development, as permitted
under the development standards proposed in Westside Specific
Plan, would significantly impact potentially historic buildings and
structures.
Significant MM CUL-1: Historic Building/Structure
Evaluation. Prior to future project
approval and the issuance of any
construction permit within the Westside
Specific Plan area, including but not limited
to a demolition or building permit, if
research indicates that the onsite building(s)
or structure(s) is 45 years or older, the
applicant shall be required to conduct an
evaluation of the onsite building(s) or
structure(s) to determine if it is eligible for
inclusion in the state or local historical
registers. The evaluation shall be
performed by a historian or architectural
historian who meets the Secretary of
Interior's Professional Qualification
Standards for Historic Preservation
Professionals. The historian/architectural
historian shall consult appropriate archives
and repositories in an effort to identify the
original and subsequent owners as well as
the architect and the builder to establish
whether any of these individuals played
important roles in local or regional history
(criterion B). Additionally the physical
Less than
significant
None
Westside Specific Plan
Draft Environmental Impact Report
ES-17
November 2009
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
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Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
characteristics and condition of the building
or structure shall be evaluated under
criterion (C), and those judged to possess
"the distinctive characteristics of a type,
period, region, or method of construction"
shall be further assessed for integrity and
context.
The results of the archival research and field
assessment shall be documented in an
evaluation report. This report will
explicitly state whether the resource is
eligible for either state or local historical
registers and shall also make specific
recommendations as appropriate. The
historian/architectural historian shall
complete the necessary California
Department of Parks and Recreation (DPR)
site forms (minimally Primary Record and
Building/Structure/Object Record; others as
required) and include as an attachment to
the report. Copies of the DPR site forms
shall be submitted to the California
Historical Resource Information System via
the SCIC, an auxiliary of San Diego State
University.
Threshold CUL-2: Would the proposed project cause a
substantial adverse change in the significance of an archaeological
resource pursuant to § 15064.5?
Impact Determination:
Impact CUL-2: The presence of Paradise Creek would have been
attractive to prehistoric populations, and temporary campsites
and/or resource extraction sites would be expected near this water
course and generally within the plan area. Furthermore, there is no
building data for 184 parcels, and it is likely that most or all of this
group pre -dates 1909. While it is unlikely that all 184 parcels had
Significant MM CUL-2: Archaeological Letter
Report. Prior to future project approvals
and the issuance of any construction permits
including but not limited to a grading
permit, future construction projects within
the Westside Specific Plan area shall obtain
a qualified archaeologist to conduct a
pedestrian survey and records search to
determine the potential for the plan area
containing significant archaeological
resources. A qualified archaeologist shall
Less than
significant
None
Westside Specific Plan November 2009
ES-18
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
dwellings built on them prior to 1909, those that did would have
left behind historical artifacts in wells and cisterns used as disposal
sites. Impacts on such resources, resulting from construction,
would be significant.
be a registered professional archaeologist
and possess an advanced degree in
archaeology, history, or a related discipline.
The findings from the pedestrian survey and
records search shall be included in a brief
archaeological letter report. The report
shall conclude if the site has a low,
moderate, or high potential to contain
prehistoric and historic archaeological
resources. Sites characterized with a low
potential shall not be required to perform
any additional investigative work nor
implement any mitigation related to
archaeological resources. Sites with a
moderate to high potential shall undergo
test and evaluation to determine if
potentially significant archaeological
resources are on site. If a resource is
discovered on site and is determined
significant based on the evaluation, the site
shall be avoided or the qualified
archaeologist shall prepare a data recovery
plan and require archaeological monitoring
during excavation activities, as determined
necessary. The details of the data recovery
plan or mitigation monitoring shall be
tailored to the specific circumstances at the
site and shall be designed to reduce project -
level impacts on archaeological resources to
a level less than significant.
Threshold CUL-3: Would the proposed project directly or
indirectly destroy a unique paleontological resource or site or
unique geologic feature?
Impact Determination:
Impact CUL-3: Specific projects that would excavate more than
10 feet deep or disturb more than 1,000 cubic yards of matrix
Significant MM CUL-3: Paleontological Letter
Report. Prior to future project approvals
and the issuance of any construction permits
including but not limited to a grading
permit, future construction projects within
the Westside Specific Plan area proposing a
Less than
significant
None
Westside Specific Plan November 2009
ES-19
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
would be considered to have a potentially significant adverse
impact on paleontological resources.
cut depth greater than 10 feet and 1,000
cubic yards shall obtain a qualified
paleontologist to review the proposed
construction and grading information to
determine if the project would have a
moderate to high potential of encountering
paleontological resources. A qualified
paleontologist shall possess an advanced
degree in geology, paleontology, or a
related discipline, and shall state his/her
professional opinion in a brief
paleontological letter report. The report
shall include a recommendation as to
whether paleontological mitigation
monitoring shall be required and provide
feasible mitigation at the project level to
ensure a significant impact on
paleontological resources would not result
from future development projects proposed
under the Westside Specific Plan.
Threshold CUL-4: Would the proposed project disturb any
human remains, including those interred outside of formal
cemeteries?
Impact Determination:
Impact CUL-4: The lack of information combined with
appropriate prehistoric conditions means the possibility of
unexpected human remains being present within the plan area
cannot be categorically excluded. A significant impact related to
Threshold CUL-4 would occur without mitigation.
Significant Implementation of MM CUL-2 would
reduce impacts to less than significant.
Less than
significant
None
Cumulative Impact Analysis:
Impact Determination:
When the proposed project's potential to impact a significant
cultural resource is combined with past, present, and reasonably
foreseeable future projects, a cumulatively considerable impact
Less than
significant
No mitigation is required
Less than
significant
None
Westside Specific Plan November 2009
ES-20
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
would occur. However, the proposed project would mitigate all
impacts on cultural resources to a level less than significant.
Mitigation would require future projects to evaluate buildings 45
years and older to determine if they would be eligible for inclusion
in the state or local historical registers; prepare archaeological
letter reports, and depending on the results, implement a mitigation
monitoring plan and a data recovery plan should resources be
discovered; and prepare a paleontological letter report and
potentially require paleontological monitoring if cut depth exceeds
10 feet and 1,000 cubic yards. After mitigation is implemented at
the project level, the Westside Specific Plan's incremental
contribution to cumulative projects would be less than
cumulatively considerable and is therefore not significant.
BIOLOGICAL RESOURCES
4
Threshold BIO-1: Would the proposed project have a substantial
adverse effect, either directly or through habitat modification, on
any species identified as a candidate, sensitive, or special -status
species in local or regional plans, policies, or regulations, or by
CDFG or USFWS?
Impact Determination:
Impact BIO-1: Specific development projects proposed within
the plan area would potentially result in impacts on special -status
species, if present. Based on the presence of suitable habitat,
impacts on special -status species would be significant.
Impact BIO-2: Direct impacts and indirect on nesting
birds/raptors resulting from the implementation of specific
development projects within the proposed plan area would be
considered significant.
Significant MM BIO-1: Focused Surveys. Prior to the
issuance of any grading, building, or other
construction permit within the undeveloped
parcels within the proposed plan area, a
habitat assessment shall be conducted for
the parcel to determine whether the
potential exists for special -status species to
occur. If the habitat assessment identifies
potentially suitable habitat for special -status
species, a focused survey shall be conducted
by a qualified biologist to determine
whether special -status species occur within
the plan area. If no species are observed or
detected during focused surveys, additional
mitigation shall not be required. However,
if special -status species are
observed/detected, project -specific
mitigation measures shall be required to
mitigate impacts on special -status species to
below a level of significance.
Coordination/consultation with the USFWS
Less than
significant
None
Westside Specific Plan November 2009
ES-21
Draft Environmental Impact Report
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
under ESA and the CDFG under CESA
shall be required for any proposed impacts
on federally listed and/or state listed
species, respectively.
MM BIO-2: Preconstruction Nesting Bird
Surveys. If construction activities occur
between January 15 and August 31, a
preconstruction survey (within three days
prior to construction activities) shall be
conducted by a qualified biologist to
determine if active nests are present within
or adjacent to the plan area proposed for
development in order to avoid the nesting
activities of breeding birds/raptors.
If nesting activities within 200 feet of the
proposed work area are not detected,
construction activities may proceed. If
nesting activities are confirmed,
construction activities shall be delayed
within an appropriate buffer from the active
nest until the young birds have fledged and
left the nest or until the nest is no longer
active as determined by a qualified
biologist. The size of the appropriate buffer
shall be determined by a qualified biologist,
but shall be at least 25 feet.
Threshold BIO-2: Would the proposed project have a substantial
adverse effect on any riparian habitat or other sensitive natural
community identified in local or regional plans, policies, or
regulations, or by CDFG or USFWS?
Impact Determination:
Impact BIO-3: Implementation of restoration/revegetation efforts
within and adjacent to Paradise Creek have the potential to result
in significant impacts on riparian habitat. In addition, specific
Significant MM BIO-3: Resource Agency
Permits/Approvals. If
restoration/revegetation efforts are proposed
that would result in impacts on riparian
vegetation, permits/approvals would be
required from one or more of the following
agencies: USACE, CDFG, and RWQCB.
Prior to implementation of individual
Less than
significant
None
Westside Specific Plan November 2009
ES-22
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
development projects within other undeveloped areas of the restoration/revegetation projects,
proposed plan area could result in impacts on sensitive natural permits/approvals shall be obtained from
communities. the resource agencies, or documentation
shall be obtained from these agencies
indicating that permits/approvals are not
required.
MM BIO-4: Habitat Assessment/Biology
Report. Prior to the initiation of specific
development projects within the
undeveloped portions of the Plan area, a
habitat assessment shall be conducted
within the project area to determine whether
sensitive natural communities (including
riparian vegetation) occur. If the habitat
assessment identifies sensitive natural
communities, a biological report shall be
prepared to address impacts on sensitive
natural communities resulting from the
proposed project. This report shall identify
mitigation measures to reduce all significant
impacts to below a level of significance. If
no sensitive natural communities are
observed during the habitat assessment,
additional mitigation shall not be required.
Threshold BIO-3: Would the proposed project have a substantial
adverse effect on federally protected wetlands, as defined by CWA
Section 404 (including, but not limited to, marshes and vernal
pools) through direct removal, filling, hydrological interruption, or
other means?
Impact Determination:
Impact BIO-4: Implementation of restoration/revegetation efforts
within and adjacent to Paradise Creek would result in significant
impacts on jurisdictional wetlands/waters.
Significant Implementation of MM BIO-3 would
reduce impacts to less than significant.
Less than
significant
None
Westside Specific Plan November 2009
ES-23
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
Cumulative Impact Analysis:
Impact Determination:
Required coordination/consultation with USFWS and CDFG under
FESA and CESA, respectively, would ensure that the proposed
project would not adversely affect the long-term survival of listed
species; as such, the project would not contribute to any significant
cumulative impacts to special -status species.
Compliance with the Migratory Bird Treaty Act, through
avoidance of construction activities during the breeding season
and/or conducting preconstruction nesting bird surveys to check
for active nests within the plan area, shall prevent impacts on
nesting birds as a result of the proposed project. Therefore, the
project would not contribute to a potentially significant cumulative
impact on nesting birds/raptors.
Impacts on Paradise Creek and its associated southern coastal salt
marsh would be regulated by USACE, CDFG, and RWQCB.
These agencies maintain a policy to ensure no net loss of
jurisdictional resources (including riparian vegetation). Therefore,
the requirement to obtain permits/approvals from these agencies
prior to project activity would ensure that the proposed project
would not result in or contribute to a significant cumulative impact
on riparian habitat or jurisdictional wetlands/waters.
Impacts on sensitive natural communities within the undeveloped
portions of the plan area could occur. While these impacts could
be significant at a project level, mitigation has been incorporated
to ensure all project impacts are reduced to below a level of
significance. Due to the existing disturbed/developed nature of the
majority of the plan area and the surrounding region, significant
cumulative impacts on sensitive natural communities would not
occur.
Less than
significant
No mitigation is required
Less than
significant
None
COMMUNITY CHARACTER AND AESTHETICS
Threshold AES-1: Would the proposed project have a substantial Less than
adverse effect on a scenic vista? significant
No mitigation is required
Less than
significant
None
Westside Specific Plan November 2009
ES-24
Draft Environmental Impact Report
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
Impact Determination:
The plan area does not contain significant scenic vistas.
Furthermore, the project would not have substantial adverse effect
on a scenic vista because the plan area is urbanized and surrounded
by development. Furthermore, policies would be provided to
protect the aesthetic value of Paradise Creek. Therefore, impacts
related to Threshold AES-1 would be less than significant.
Threshold AES-2: Would the proposed project substantially Less than
damage scenic resources, including, but not limited to, trees, rock significant
outcroppings, and historic buildings within a state scenic highway?
Impact Determination:
There are no designated state scenic highways within the plan area.
Therefore, an impact related to Threshold AES-2 would not occur.
No mitigation is required
Less than
significant
None
Threshold AES-3: Would the proposed project substantially Less than
degrade the existing visual character or quality of the site and its significant
surroundings?
Impact Determination:
Implementation of the project would not substantially degrade the
existing visual character or quality of the site and its surroundings.
The project incorporates regulations and policies of the General
Plan, Land Use Code, Redevelopment Plan, and Design Guidelines
to ensure that development within the plan area is consistent with
the existing character of National City. In addition, all new
development within the plan area would require review by the City
to ensure compliance with the design guidelines of the project.
Therefore, impacts would be less than significant.
No mitigation is required
Less than
significant
None
Threshold AES-4: Would the proposed project create a new Less than
source of substantial light or glare that would adversely affect significant
daytime or nighttime views in the area?
Impact Determination:
Implementation of the project would not create a new source of
substantial light or glare that would adversely affect daytime or
nighttime views in the area. All projects within the plan area
No mitigation is required
Less than
significant
None
Westside Specific Plan November 2009
ES-25
Draft Environmental Impact Report
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City of National City
Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
would require review by the City to ensure compliance with the
Municipal Code requirements for lighting and glare. Therefore,
impacts related to Threshold AES-4 would be less than significant.
Cumulative Impact analysis:
Impact Determination:
As discussed in Section 3.6, the project would not result in
significant impacts on aesthetics or community character. The
plan area is nearly built out and completely surrounded by
development, and all new development would be required to be
reviewed by the City to ensure compliance with the proposed
design guidelines. Furthermore, the project is not located in the
vicinity of a state scenic highway, and it would not create a new
source of light and glare. Therefore, the project's contribution to
cumulative impacts on community character and aesthetics would
not be significant.
LAND USE AND PLANNING
Less than
significant
No mitigation is required
Less than
significant
None
Threshold LU-1: Would the proposed project physically divide
an established community?
Impact Determination:
The proposed project constitutes a land use policy document that
would be used by the City to evaluate discretionary projects within
the Westside neighborhood and does not directly propose any
modifications to the physical environment. Also, the project
promotes a mix of uses that would encourage increased
neighborhood activity by creating a walkable, more cohesive
community. Therefore, the proposed project would not result in
physically dividing an established community, and impacts related
to Threshold LU-1 would not occur.
No impact
No mitigation is required
No impact
None
Threshold LU-2: Would the proposed project conflict with any Less than
applicable land use plan, policy, or regulation of an agency with significant
jurisdiction over the project (including, but not limited to the
general plan, specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or mitigating an
No mitigation is required
Less than
significant
None
Westside Specific Plan
Draft Environmental Impact Report
ES-26
November 2009
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
environmental effect?
Impact Determination:
As identified in the consistency analyses and consistency matrices
in Section 3.7, the proposed project would not conflict with any
applicable land use plan, policy, or regulation of an agency with
jurisdiction over the project adopted for the purpose of avoiding or
mitigating an environmental effect. Therefore, impacts related to
Threshold LU-2 would be less than significant.
Threshold LU-3: Would the proposed project conflict with any
applicable habitat conservation plan or natural community
conservation plan?
Impact Determination:
The proposed project is not located within any habitat conservation
plan or natural community conservation plan areas. As such, the
project would not conflict with any applicable habitat conservation
plans or natural community conservation plans, and no impact
related to Threshold LU-3 would occur.
No impact
No mitigation is required
No impact None
Cumulative Impact Analysis:
Impact Determination
The proposed Westside Specific Plan would not conflict with any
of the applicable goals, policies, or objectives of the National City
General Plan, National City Zoning Code, or any of the other
applicable policy and planning documents as discussed in Section
3.7, "Land Use." While past projects have led to the existing land
use and planning conflicts, the proposed project would attempt to
reverse this pattern. Therefore, the proposed project's incremental
contribution to cumulative impacts from past, present, and
reasonable foreseeable future projects would not be cumulatively
considerable and is therefore not significant.
POPULATION AND HOUSING
Less than
significant
No mitigation is required
Less than
significant
None
Threshold POP-1: Would the proposed project induce substantial
population growth in an area, either directly (e.g., by proposing
Less than
significant
No mitigation is required
Less than
significant
None
Westside Specific Plan
Draft Environmental Impact Report
ES-27
November 2009
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
new homes and businesses) or indirectly (e.g., through extension
of roads or other infrastructure)?
Impact Determination
The land use designations proposed in the Westside Specific Plan
would induce a substantial increase in population growth through
new land -use regulations permitting additional single-family,
multi -family, and mixed -use commercial -residential development
in the plan area. However, the project includes implementing
programs that ensure consistency with the General Plan and
establishes development standards, land -use regulations, and
design guidelines that require the compatibility of all development
with available public service and infrastructure requirements.
Additionally, the project is in substantial conformance with the
RCP and General Plan. No additional significant physical impacts
related to a substantial growth in the area would occur that are not
already analyzed in the applicable resource sections (e.g., Section
3.1, "Traffic," Section 3.2, "Air Quality," Section 3.10, "Utilities
and Public Services," etc). Impacts would be less than significant.
Threshold POP-2: Would the proposed project displace a
substantial number of existing housing units, necessitating the
construction of replacement housing elsewhere?
Impact Determination
The proposed project would increase the number of single- and
multi -family dwelling units within the plan area from 421 to a total
of 1,846. No replacement housing would be required off site. No
impact would occur.
No impact No mitigation is required
No impact None
Threshold POP-3: Would the proposed project displace a
substantial number of people, necessitating the construction of
replacement housing elsewhere?
Impact Determination
The proposed project would not displace a substantial number of
people, but rather encourage new residents through land use
policies that would emphasize the residential neighborhood
character. No impact would occur.
No impact No mitigation is required
No impact None
Westside Specific Plan November 2009
ES-28
Draft Environmental Impact Report
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City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
Cumulative Impact Analysis:
Impact Determination:
Implementation of the Westside Specific Plan would, by design,
induce a substantial increase in population growth through new
land -use regulations permitting additional single-family, multi-
family, and mixed -use commercial -residential development in the
plan area. However, the plan includes implementing programs that
ensure consistency with the General Plan and establishes
development standards, land -use regulations, and design guidelines
that require the compatibility of all development with available
public service and infrastructure requirements. Additionally, the
project is in substantial conformance with the RCP and RTP.
Because the project is consistent with the local and regional plans
and is a planning document designed to meet the needs of a
municipality through identifying future need for utilities, public
services, transportation improvements, and smart growth/transit-
oriented policies, the projects incremental contribution to impacts
from past, present, and reasonably foreseeable future project would
be less than cumulatively considerable and is therefore not
significant.
Less than
significant
No mitigation is required
Less than
significant
None
HAZARDS AND HAZARDOUS MATERIALS
Threshold HAZ-1: Would the proposed project create a Less than
significant hazard to the public or the environment through the significant
routine transport, use, or disposal of hazardous materials?
Impact Determination:
Businesses or properties which use, transport, store, and dispose of
hazardous materials exist within the plan area. However, existing
laws and regulations enforced by federal, state, and local agencies
ensure such businesses and properties abide by all safety laws.
Because compliance with these laws and regulations is mandatory,
impacts associated with the transport, use, or disposal of hazardous
materials would be less than significant.
No mitigation is required
Less than
significant
None
Westside Specific Plan November 2009
ES-29
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City Executive Summary
Environmental Effects
Level of
Significance
Proposed Mitigation
Level of
Significance
after
Mitigation
Alternatives
That May
Reduce Impacts
Threshold HAZ-2: Would the proposed project create a
significant hazard to the public or the environment through
reasonably foreseeable upset and accident conditions involving the
release of hazardous materials into the environment?
Impact Determination:
Impact HAZ-1: Future redevelopment within the plan area
permitted by the proposed project on, adjacent to, or nearby
property with known or suspected contaminated soil, soil gas,
and/or groundwater would result in a significant impact on
workers and nearby receptors (e.g., residents and employees of
other businesses) during construction activities. Impacts related to
Threshold HAZ-2 would be significant.
Significant MM HAZ-1: Phase I Environmental Site
Assessment. Prior to future project
approvals, a Phase I Environmental Site
Assessment (ESA) shall be completed for
the project site proposed for redevelopment
if the site has historically used or stored
hazardous materials or if the site is within
1,000 feet of a site that has historically used
or stored hazardous materials. The Phase I
ESA shall include a comprehensive records
search, consideration of historical
information, onsite evidence of hazardous
material use, storage, or disposal, and a
recommendation as to whether a Phase II
soil testing and chemical analysis is
required.
MM HAZ-2: Phase II Environmental
Site Assessment. If mitigation measure
MM HAZ-1 requires a Phase II ESA, the
Phase II ESA shall include, but not be
limited to the following:
■ A work plan that includes the number
and locations of proposed
soil/monitoring wells, sampling
intervals, drilling and sampling
methods, analytical methods, sampling
rationale, site geohydrology, field
screening methods, quality
control/quality assurance, and
reporting methods. Where
appropriate, the work plan is approved
by a regulatory agency such as the
DTSC, RWQCB, or County HMD.
■ A site -specific health and safety plan
Less than
significant
None
Westside Specific Plan November 2009
ES-30
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Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
signed by a Certified Industrial
Hygienist.
■ Necessary permits for encroachment,
boring completion, and well
installation.
• Sampling program (fieldwork) in
accordance with the work plan and
health and safety plan. Fieldwork is
completed under the supervision of a
State of California registered
geologist.
■ Hazardous materials testing through a
state -certified laboratory.
■ Documentation including a description
of filed procedures, boring logs/well
construction diagrams, tabulations of
analytical results, cross -sections, an
evaluation of the levels and extent of
contaminants found, and conclusions
and recommendations regarding the
environmental condition of the site
and the need for further assessment.
A remedial action plan will be
developed as determined necessary by
the Principal Investigator.
Contaminated groundwater will
generally be handled through the
NPDES/dewatering process.
• Disposal process including transport
by a state -certified hazardous material
hauler to a state -certified disposal or
recycling facility licensed to accept
and treat the identified type of waste.
MM IIAZ-3: Compliance with Local,
Westside Specific Plan November 2009
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Environmental Effects
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Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
State, and Federal Laws and Regulations
(Phase III). In the event hazardous
materials are determined to be present, the
property owner, developer, or responsible
party shall be required to contact the local
CUPA or applicable regulatory agency to
oversee the remediation of the property in
compliance with all applicable local,
county, state, and federal laws. The
property owner, developer, or responsible
party shall be responsible for funding or
securing funding for the site remediation
and shall provide proof to the City that the
site contaminants have been properly
removed in compliance with all applicable
laws and regulations prior to project
development.
Threshold HAZ-3: Would the proposed project emit hazardous Significant Implementation of MM HAZ-1, MM HAZ- Less than
emissions or handle hazardous or acutely hazardous materials, 2, and MM HAZ-3 would reduce impacts to significant
substances, or waste within one -quarter mile of an existing or less than significant.
proposed school?
Impact Determination:
Impact HAZ-2: New development allowed by the proposed
project could occur on currently contaminated sites and trigger
further release of hazardous materials by causing the lateral spread
of contaminated soils or groundwater during ground disturbance.
Such spreading could impact existing schools within the plan area.
Impacts would be significant. Impacts related to Threshold HAZ-3
would be significant.
None
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Environmental Effects
Level of
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Proposed Mitigation
Level of
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Threshold HAZ-4: Is the proposed project located on a site Less than
which is included on a list of hazardous materials sites compiled significant
pursuant to Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or the
environment?
Impact Determination:
No contaminated sites within the project site are listed on
Government Code Section 65962.5. Impacts related to existing
site contamination are addressed under Threshold HAZ-2.
Therefore, impacts related to Threshold HAZ-4 would be less than
significant.
No mitigation is required
Less than
significant
None
Threshold HAZ-5: Is the proposed project located within an Less than
airport land use plan or, where such a plan has not been adopted, significant
within 2 miles of a public airport or public use airport, and, if so,
would the project result in a safety hazard for people residing or
working in the project area?
Impact Determination:
The project site is not located within the boundaries of an ALUP or
within 2 miles of a public airport or public use airport. Therefore,
the proposed project would not result in a safety hazard from
airport operations for people residing or working within the plan
area.
No mitigation is required
Less than
significant
None
Threshold HAZ-6: Is the proposed project located within the Less than
vicinity of a private airstrip, and, if so, would it result in a safety significant
hazard for people residing or working in the project area?
Impact Determination:
The plan area is not within Naval Air Station, North Island's
runway hazard zone or its direct flight path. Thus, the proposed
project would not result in a safety hazard from private airstrip
operations for people residing or working within the plan area.
No mitigation is required
Less than
significant
None
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Level of
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Proposed Mitigation
Level of
Significance Alternatives
after That May
Mitigation Reduce Impacts
Threshold HAZ-7: Would the proposed project impair Less than
implementation of or physically interfere with an adopted significant
emergency response plan or emergency evacuation plan?
Impact Determination:
The proposed Westside Specific Plan provides land use
development regulations that would ensure that construction
projects contemplated for the plan area are implemented with the
approval of emergency response providers and would not interfere
with adopted emergency response or emergency evacuation plans.
No mitigation is required
Less than
significant
None
Threshold HAZ-8: Would the proposed project expose people or Less than
structures to a significant risk of loss, injury, or death involving significant
wildland fires, including where wildlands are adjacent to urbanized
areas or where residences are intermixed with wildlands?
Impact Determination:
The proposed project is not located in an area susceptible to
wildland fires. Therefore, the proposed Project would not expose
people or structures to a significant risk of loss, injury, or death
involving wildland fires.
No mitigation is required
Less than
Significant
None
Cumulative Impact Analysis:
Impact Determination
Sites within the plan area are contaminated by prior spills and
releases from past and present land uses. The project would not
contribute to these previous impacts because of existing federal,
state, and local regulations. However, redevelopment under the
Westside Specific Plan may expose workers and nearby sensitive
receptors to hazardous materials during construction and grading
activities. Mitigation is required that would identify the potential
of encountering hazardous materials, requiring the collection of
samples to determine the extent and type, and contacting the
CUPA for remediation and closure. Implementing mitigation
measures MM HAZ-1, MM HAZ-2, and MM HAZ-3 would
reduce impacts associated with construction activities to a level
less than significant. Furthermore, because reasonably foreseeable
Less than
significant
No mitigation is required
Less than
significant
None
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Level of
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Proposed Mitigation
Level of
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after That May
Mitigation Reduce Impacts
projects proposed under the Westside Specific Plan would not
contribute to the existing contaminated conditions, there would not
be an incremental project contribution to a cumulative impact.
Therefore the project would not contribute to a cumulatively
considerable impact.
UTILITIES AND PUBLIC SERVICES
Threshold UTIL-1: Would the proposed project have an impact Less than
on wastewater such that it would: significant
UTIL-la: result in a determination by the wastewater treatment
provider that serves or may serve the project that it does not have
adequate capacity to serve the project's projected demand in
addition to the provider's existing commitments?
UTIL-lb: require or result in the construction of new wastewater
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
UTIL-lc: exceed wastewater treatment requirements of the San
Diego Regional Water Quality Control Board?
Impact Determination
Existing wastewater conveyance and treatment capacity are
adequate to serve the proposed project at the projected 75%
buildout over the project's 20-year lifespan. No new or expansion -
related construction would be required. Moreover, future projects
proposed under the project would be required to comply with local
engineering standards and City stormwater ordinances. Impacts
related to Thresholds UTIL-la, -lb, and -lc would be less than
significant.
No mitigation is required
Less than
significant
None
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Proposed Mitigation
Level of
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Threshold UTIL-2: Would the proposed project have an impact Less than
on water utilities such that it would: significant
UTIL-2a: require or result in the construction of new water
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
UTIL-2b: not have sufficient water supplies available to serve the
project from existing entitlements and resources, or require new or
expanded entitlements?
Impact Determination
Existing water treatment and conveyance systems are adequately
sized and have available capacity to meet the needs of the
proposed project as it reaches up to 75% build out during its 20-
year lifespan. No new or expansion -related construction would be
required for the proposed project. Conditions of project approval
consistent with the National City Municipal Code and the CBC
would be required for future projects proposed under the project.
Environmental review for individual projects would ensure any
environmental impacts associated with the potential improvements
would be mitigated in accordance with CEQA. Existing and
projected future water supplies by the Sweetwater Authority would
be sufficient to service the proposed project and the existing and
planned development projects within the service area.
Impacts related to Thresholds UTIL-2a (water infrastructure) and -
2b (water supply) would be less than significant.
No mitigation is required
Less than
significant
None
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Proposed Mitigation
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Threshold UTIL-3: Would the proposed project have an impact Less than
on solid waste utilities such that it would: significant
UTIL-3a: be served by a landfill that does not have sufficient
permitted capacity to accommodate the project's solid waste
disposal needs?
UTIL-3b: not comply with federal, state, and local statutes and
regulations related to solid waste?
Impact Determination
Impacts on the Otay Landfill would be less than significant.
Moreover, individual future development of the project would be
required to meet the requirements of AB 1327 and AB 939.
No mitigation is required
Less than
significant
None
Threshold UTIL-4: Would the proposed project require or result Less than
in the construction of new stormwater drainage facilities or significant
expansion of existing facilities, the construction of which would
cause significant environmental effects?
Impact Determination
Neither the amount nor rate of runoff generation is anticipated to
increase significantly as development proceeds under the proposed
project. Future development projects proposed under the project
would be required to comply with the National City Municipal
Code, the CBC, and CEQA. Impacts related to Threshold UTIL-4
would be less than significant.
No mitigation is required
Less than
significant
None
Threshold UTIL-5: Would the proposed project result in a Less than
demand for Energy Systems such as electricity, natural gas, and significant
telecommunication in which the existing utility systems are
insufficient to meet the project need and would therefore require
new systems to be constructed for any of the following energy
services?
UTIL-5a: Electricity
Impact Determination:
Future development under the proposed project would require
development review by SDG&E planners. Depending on the size
and scope of the development proposal, new substations and
No mitigation is required.
Less than
significant
None
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Level of
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Proposed Mitigation
Level of
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Mitigation Reduce Impacts
transmission lines for individual development projects may be
required. Both the development proposal and any impacts related
to the installation of the electrical system upgrades would be
subject to CEQA. At the program level, however, new facilities
would not be required to serve the increase in population
associated with the proposed project. Impacts related to UTIL-5a
(electricity) would be less than significant.
UTIL-5b: Natural Gas
Impact Determination:
Natural gas supply and infrastructure are well established in the
plan area and would meet the needs of the Westside neighborhood
through 2030. Therefore, impacts related to Threshold UTIL-5b
(natural gas) would be less than significant.
UTIL-5c: Energy Efficiency
Impact Determination:
The proposed project would adhere to all energy conservation
policies and regulations of the City, Title 24, and SDG&E. Impacts
related to Threshold UTIL-5c (energy efficiency) would be less
than significant.
UTIL-5d: Telephone
Impact Determination:
It is anticipated that AT&T can accommodate all project demand.
Impacts related to Threshold UTIL-5d (telephone service) would
be less than significant.
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Level of
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Proposed Mitigation
Level of
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after That May
Mitigation Reduce Impacts
UTIL-6: Would the proposed project result in substantial adverse Less than
physical impacts associated with the provision of new or significant
physically altered governmental facilities, need for new or
physically altered governmental facilities, the construction of
which could cause significant environmental impacts, in order to
maintain acceptable service ratios, response times or other
performance objectives for any of the following public services?
ULTI-6a: Fire Protection and Emergency Services
Impact Determination
Constructing new residences and commercial/retail office space
would increase the demand on the National City Fire Department.
However, payment of mandatory development impact fees would
be required and there would be subsequent environmental
compliance review for specific future projects developed under the
proposed project. This review would identify project -specific
impacts on fire and emergency services, and any impacts
remaining after payment of development impact fees would be
mitigated as feasible. Therefore, impacts related to Threshold
UTIL-6a (fire protection and emergency services) would be less
than significant.
ULTI-6b: Police Protection
Impact Determination
Constructing new residences and commercial/retail office space
would increase the demand on the National City Police
Department. However, payment of mandatory development
impact fees would be required and there would be subsequent
environmental compliance review for specific future projects
developed under the proposed project. This review would identify
project -specific impacts on police protection, and any impacts
remaining after payment of development impact fees would be
mitigated as feasible. Therefore, impacts related to Threshold
UTIL-6b (police protection) would be less than significant.
ULTI-6c: Schools
No mitigation is required.
Less than
significant
None
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Proposed Mitigation
Level of
Significance Alternatives
after That May
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Impact Determination
Constructing new residences and commerciaUretail office space
would increase the demand on the National School and
Sweetwater Union High School Districts. However, payment of
mandatory development impact fees at the project level and
subsequent environmental compliance review for specific future
projects developed under the proposed project would serve to
identify project -specific impacts on schools. Therefore, impacts
related to Threshold UTIL-6c (schools) would be less than
significant.
ULTI-6d: Parks
Impact Determination
Constructing new residences and commercial/retail office space
could increase the demand on the City's park and recreational
facilities. However, payment of Quimby fees would be required,
and subsequent environmental compliance review for specific
future projects developed under the proposed project would
identify project -specific impacts on community and recreational
facilities. Therefore, impacts related to Threshold UTIL-6d
(parks) would be less than significant.
ULTI-6e: Libraries
Impact Determination
Constructing new residences and commercial/retail office space
would increase the demand on the National City Library system.
However, payment of mandatory development impact fees would
be required, and subsequent environmental compliance review for
specific future projects developed under the proposed project
would serve to identify project -specific impacts on existing and
planned libraries. Any impacts determined to remain after
payment of development impact fees would be mitigated as
feasible. Therefore, impacts related to Threshold UTIL-6e
(libraries) would be less than significant.
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Proposed Mitigation
Level of
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Cumulative Impact Analysis:
Impact Determination
Constructing new residences and commercial/retail office space
would increase the demand on the National City public services of
fire, police, school, recreation, and library. However, although
individual projects would increase demand for public services, the
developer would be required to pay development impact fees, SB
50 fees, and Quimby fees. Development impact fees are
mandatory fees collected by the City for all developments and are
standard mechanisms for cities to recover increased costs
associated with providing services to new developments. Payment
of mandatory development impact fees, along with subsequent
environmental compliance review for specific future projects
developed under the proposed project which would serve to
identify project -specific impacts on public services. Therefore, the
project's contribution to cumulative impacts from present and
reasonably foreseeable future projects to public services would be
less than significant.
Less than
significant
No mitigation is required
Less than
significant
None
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Chapter 1
Introduction
Overview
Chapter 1
Introduction
The City of National City (City), in its role as lead agency, has determined that a
Program Environmental Impact Report (referred to herein as "Draft EIR") is the
appropriate environmental document for the proposed Westside Specific Plan.
The Westside Specific Plan and its associated actions (General Plan Amendment,
Rezone) are considered the "whole of the action" and therefore constitute the
"project" pursuant to CEQA Guideline Section 15378. This Draft EIR describes
the project and presents the environmental analysis conducted to determine the
adverse direct, indirect, and cumulative environmental effects associated with
implementing the project on the 100-acre project site (plan area) and surrounding
area.
This chapter contains a project summary; an overview of CEQA and the purpose
of an EIR; the scope and content of an EIR; a summary of the intended uses of
this Draft EIR and a list of those agencies expected to use it to guide their actions
during the approval process; the Draft EIR organization; and key considerations
used when preparing this Draft EIR.
Project Summary
The proposed project would guide the future development of Westside
neighborhoods to address the conflicts between existing residential and industrial
land uses. The proposed project would establish the planning framework to
improve traffic and pedestrian circulation in the plan area to enhance mobility,
enhance the Paradise Creek Educational Park as a public amenity and natural
resource, and allow for the future development of up to an additional 1,425
residential dwelling units (1,846 total) and an increase in retail, commercial, and
office space that would total up to 2,301,119 square feet. To achieve these
objectives, three new zones would be introduced to the plan area: (1) Residential
(RS-4), (2) Mixed Commercial Office and Residential (MCR-1), and (3) Mixed
Office Commercial (MCR-2). The plan would also utilize three existing citywide
zoning districts: (1) Limited Commercial, (2) Civic Institutional Zone, and (3)
Open Space Reserve.
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This Draft EIR also programmatically assesses the effects of redeveloping the
Public Works Center into a transit -oriented infill affordable housing project. The
goals for this transit oriented development (TOD) are to (1) transform the proposed
property into affordable housing with linkages to the 24th Street Metropolitan
Transit System Trolley Station; (2) enhance Paradise Creek and Paradise Creek
Education Park; and (3) prepare and provide facilities and ongoing program
management for an "incubator" that would provide training and services that assist
project tenants in more effectively pursuing home ownership and higher paying
jobs. The 14-acre TOD area would be located within the proposed MCR-2 zone.
At maximum buildout, the area would include approximately 360 dwelling units,
450,000 gross square feet of office space, and 65,000 gross square feet of retail
space. Project -specific development may include an adult educational center
within the TOD area and relocation of the public works yard. Chapter 4, "Transit -
Oriented Development," contains a program -level analysis for the TOD proposal.
In addition, these development numbers associated with the TOD plan are
reflected in the development numbers analyzed for the overall project (which are
presented above). Because the details of the TOD area are still pending,
however, the analysis presented in this Draft EIR is intended to be used as the
basis for a future tiered environmental document once an application is
submitted.
The California Environmental Quality Act and the
Purpose of an EIR
The California Environmental Quality Act (CEQA) was enacted by the
California legislature in 1970 and requires public agency decision -makers to
consider the environmental effects of their actions. When a state or local agency
determines that a proposed project has the potential to significantly affect the
environment, an EIR is prepared. The purpose of an EIR is to publicly disclose
the significant effects of a project on the environment, to identify alternatives to
the project that would avoid or substantially lessen a significant effect, and to
indicate the manner in which those significant effects can be mitigated or
avoided. A public agency must mitigate or avoid significant environmental
impacts of projects it carries out or approves whenever it is feasible to do so. In
instances where significant impacts cannot be avoided or mitigated, the project
may nonetheless be carried out or approved if the approving agency finds that
economic, legal, social, technological, or other benefits outweigh the unavoidable
significant environmental impacts.
Scope and Content of the Draft EIR
This Draft EIR has been prepared in conformance with the requirements of
CEQA (Public Resources Code [PRC] 21000 et seq.); the State CEQA
Guidelines (California Code of Regulations [CCR], Section 15000 et seq.); and
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the rules, regulations, and procedures adopted by the City. As a program -level
analysis, this Draft EIR is intended to serve as the overview analysis for all future
entitlements associated with the Westside Specific Plan. Future projects
proposed under the Westside Specific Plan would be reviewed in accordance
with this Draft EIR and, if new significant impacts are identified, would be
required to tier from this Draft EIR or prepare a separate environmental impact
analysis and appropriate documentation.
The scope of analysis and technical work plans developed as part of preparing
this Draft EIR were designed to ensure that comments received from regulatory
agencies and the public during the Notice of Preparation (NOP) review process
would be addressed. Chapter 3, "Environmental Analysis," discusses the issues
that would have the potential to be significantly affected by the project.
Mitigation measures to reduce impacts to less -than -significant levels are
proposed whenever feasible.
Potential impacts are discussed for the following resources:
• Traffic, Circulation, and Parking
• Air Quality
• Noise
• Cultural Resources
• Biological Resources
• Community Character and Aesthetics
• Land Use
• Population and Housing
■ Hazards and Hazardous Materials
■ Utilities and Public Services
There are no agricultural resources or mineral resources in the Plan Area;
additionally, as determined during the Initial Study, impacts from geologic
hazards, or impacts on water hydrology/water quality or recreational resources
would not occur at the program level within the plan area. Therefore,
agricultural, mineral, geologic, hydrology/water quality, and recreational
resources are discussed in Chapter 5, "Effects Determined Not to be Significant."
Public Input and the EIR Analysis
In accordance with CEQA requirements, the City Planning Division circulated
the NOP to interested agencies, organizations, and individuals and solicited
comments regarding the scope of environmental review for the project. All
comments received were considered during the Draft EIR preparation. The NOP
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and comments are included as Appendix A of the Draft EIR. In accordance with
CEQA Guidelines, a public scoping meeting was held on July 30`h, 2008, at the
City's Martin Luther King Community Center. A list of attendees of the scoping
meeting is also included in Appendix A.
The public scoping meeting was attended by approximately 100 individuals,
most of whom were neighborhood residents and business owners. Others
attending included staff from the National City Planning and Building and
Redevelopment departments; as well as representatives from the Environmental
Health Coalition, Smart Growth, and other local groups. The presentation
included an overview of the project and the environmental review process, and a
request for input regarding issues and concerns to be addressed in the Draft EIR.
The issues and concerns discussed were: (1) impacts on current land uses due to
implementation of the Westside Specific Plan and proposed zone changes; (2)
impacts on Paradise Creek and stormwater; (3) changes in neighborhood density;
(4) increased population, with circulation and parking impacts; and (4) potential
impacts related to air and water pollution. Several residents and business owners
asked questions and addressed their concerns about the future of their homes and
businesses. A few residents expressed their desire to protect Paradise Park and
create additional park space. A representative for Smart Growth addressed issues
related to changing densities, and a representative for the Environmental Health
Coalition highlighted the need to address potential beneficial impacts of the
project.
In addition to the public input to date, this Draft EIR will be made available for
review by the general public, and public and private agencies for 45 days.
Written comments are due to the Planning Division prior to the expiration of the
45-day review period. The City's Planning Division will review and consider all
comments on the Draft EIR prior to completion of the Final EIR. Responses to
comments will be prepared and included as a part of the Final EIR, which the
Planning Commission will review and make recommendations to the City
Council. Finally, the City Council will review the Final EIR and Planning
Commission recommendations prior to making a decision to approve, revise, or
deny the Westside Specific Plan and associated actions.
Lead, Responsible, and Trustee Agencies
The City of National City is the lead agency pursuant to Section 15051 of the
State CEQA Guidelines, which seeks to maximize the efficiency of a single
document for the various actions necessary to approve the project. It is the
responsibility of the lead agency to evaluate potential impacts that would result
from project implementation and to propose mitigation measures designed to
reduce, eliminate, or otherwise avoid significant impacts on the environment.
Section 15367 of the CEQA Guidelines defines the lead agency as:
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...the public agency which has the principal responsibility for carrying out
or approving a project. The lead agency will decide whether an EIR or
negative declaration will be required for the project and will cause the
document to be prepared...
Other agencies have special roles with respect to the proposed project and may
use this EIR as the basis for their decisions to issue any approvals and/or permits
that might be required. Section 15381 of the CEQA Guidelines defines a
"responsible agency" as:
...a public agency which proposes to carry out or approve a project, for
which a lead agency is preparing or has prepared an EIR or negative
declaration. For the purposes of CEQA, the term "responsible agency"
includes all public agencies other than the lead agency which have
discretionary approval power over the project.
Additionally, Section 15386 of the CEQA Guidelines defines a "trustee agency"
as:
...a state agency having jurisdiction by law over natural resources affected
by a project which are held in trust for the people of the State of California.
Intended Uses of this Draft EIR
This Draft EIR has been prepared in accordance with applicable state
environmental regulations, policies, and laws to inform federal, state, and local
decision -makers about potential environmental impacts of the proposed Westside
Specific Plan. As an informational document, an EIR does not recommend
approval or denial of a project. This draft EIR is being provided to the public for
review, comment, and participation in the planning process. After public review
and comment, a Final EIR will be prepared. The Final EIR will include
responses to comments on the Draft EIR received from agencies, organizations,
and individuals. It will be distributed to provide the basis for decision -making by
the lead agency, as described below, and other concerned agencies.
Lead Agency Use
The Westside community lies within the jurisdiction of the City of National City.
This EIR will be used by the City, as the lead agency under CEQA, to make a
decision regarding implementation of the Westside Specific Plan and to inform
agencies that may have a role in future discretionary permit approvals when
specific projects are proposed for development.
Actions that could be undertaken by the City following preparation of the Final
EIR include the following:
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• Final EIR Certification
• Westside Specific Plan Approval
• General Plan Amendment Approval
• Rezone the Plan Area to include Mixed Use Commercial — Residential—
MCR-1, Mixed Use Commercial — Residential (Smart Growth Center)—
MCR-2, Limited Commercial—CL-1, Civic Institutional —IC, and Open
Space Reserve OSR
• Future environmental clearance for discretionary projects that would not
result in a new significant impact
• Future tiering of environmental documents from this Program EIR
Table 1-1 lists federal, state, and local agencies that may rely on this Draft EIR in
a review capacity or as a basis for issuance of a permit for projects proposed
under the Westside Specific Plan. No agencies have been identified as
responsible or trustee agencies for the Westside Specific Plan; however, several
state and regional agencies have been identified as agencies expected to use this
Draft EIR for future project approvals.
Table 1-1. Agencies Expected to Use this Draft EIR
Agency
Responsibilities, Permits, and Approvals
FEDERAL AGENCIES
There are no known federal agencies that are expected to use this Draft EIR.
STATE AGENCIE
California Department of
Fish and Game (CDFG)
As a trustee agency, CDFG reviews and submits recommendations in accordance
with CEQA. CDFG also has responsibility for implementing the California
Endangered Species Act (CESA) and has authority over the Lake and Streambed
Alteration Program.
Because the project would not "take" any species pursuant to the CESA, a permit
authorizing take is not required. In addition, because the project would not fill or
dredge within CDFG jurisdiction, a Section 1600 permit is not required.
However, CDFG will be included as a commenting agency on the Draft EIR
distribution list and is likely to use this EIR when considering future projects
proposed under the Westside Specific Plan.
California Department of
Transportation (Caltrans)
Caltrans is the permitting authority for highway improvements and rail trackage,
connections, and signage during construction operations. The plan area does not
have any state routes or other Caltrans jurisdictional roads within its boundaries.
However, Caltrans has been identified as a potential commenting agency and
may use this EIR for future project reviews.
California Office of Historic
Preservation (OHP)
The OHP offers consultation under Section 106 of the National Historic
Preservation Act (NHPA) regarding impacts on cultural resources (i.e.,
demolition of buildings and structures) that are either listed or eligible for listing
on the National Register of Historic Places (NRHP). No NRHP sites are within
the plan area. However, it is possible that future, project -specific evaluation may
recommend NRHP listing. The California OHP has been identified as a potential
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Agency
Responsibilities, Permits, and Approvals
commenting agency and may use this EIR for future project level reviews.
California Public Utilities
Commission (CPUC)
CPUC is the permitting authority for rail trackage, connections, and signage
during construction operations. CPUC has been identified as a potential
commenting agency and may use this EIR for future project -level reviews.
The California Integrated
Waste Management Board
(CIWMB)
CIWMB has the statutory and regulatory authority to control the handling and
disposal of solid nonhazardous waste in a manner that protects public safety,
health, and the environment. State law assigns responsibility for solid waste
management to local governments. CIWMB has been identified as a potential
commenting agency and may use this EIR for future project level reviews.
California Department of
Toxic Substance Control
(DTSC)
DTSC regulates hazardous waste in California primarily under the authority of
the federal Resource Conservation and Recovery Act (RCRA) of 1976, and the
California Health and Safety Code. DTSC has regulatory jurisdiction over
underground tanks containing hazardous materials and implements groundwater
monitoring in accordance with the RCRA. DTSC also oversees the
implementation of the hazardous waste generator and onsite treatment programs
provided by the local Certified Unified Program Agency (CUPA). DTSC has
been identified as a potential commenting agency and may use this EIR for
future project level reviews.
REGIONAL AGENCIES
San Diego County
Department of
Environmental Health
(DEH)—Hazardous
Materials Division (HMD)
HMD is one of the four divisions of the DEH, and is the CUPA for San Diego
County responsible for regulating hazardous materials' business plans and
chemical inventory, hazardous waste and tiered permitting, underground storage
tanks, and risk management plans. HMD is also responsible for regulating
medical waste. Programs include local responsibility for the Aboveground
Petroleum Storage Act enforcement, the California Accidental Release
Prevention (CalARP), and the Hazardous Incident Response Team (HIRT),
among others.
DEH—HMD has been identified as a potential commenting agency and may use
this EIR for future project level reviews.
San Diego Air Pollution
Control District (SDAPCD)
SDAPCD is the permitting authority for construction projects that include new
source air pollutants and provide rules to minimize construction and operational
air emissions.
SDAPCD would be a commenting agency with permitting authority over project -
specific air emissions and provides the thresholds of significance used to
evaluate if a significant air quality impact would occur. SDAPCD is expected to
use this EIR and is included on the Draft EIR distribution list.
Regional Water Quality
Control Board (RWQCB),
San Diego Region #9
RWQCB is the permitting authority for the federal Clean Water Act (CWA)
Section 401 water quality certifications subject to Section 404 of the CWA. The
board is also the permitting authority for California waste discharge requirements
pursuant to the state Porter -Cologne Water Quality Control Act, and is
responsible for issuance of both construction and industrial National Pollutant
Discharge Elimination System (NPDES) stormwater permits.
RWQCB will review the Westside Specific Plan and subsequent projects for
compliance with the NPDES permit. Because the Westside Specific Plan would
not actually develop a project, RWQCB would be a commenting agency with a
responsible agency role in subsequent development projects proposed under the
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1.0 Introduction
Agency
Responsibilities, Permits, and Approvals
Westside Specific Plan.
San Diego Association of
Governments (SANDAG)
SANDAG is San Diego's regional planning agency responsible for developing
regional plans for transportation planning as well as developing the growth
factors used in forecasting air emissions in the San Diego Air Basin and housing
needs in the region.
SANDAG is a potential commenting agency and is included on the Draft EIR
distribution list, with special consideration given to the TOD area included as a
smart growth area
San Diego Metropolitan
Transit System (MTS)
MTS is San Diego's transit authority, and operates more than 53 miles of light
rail track and more than 90 fixed routes.
MTS would be a commenting agency due to the proposed project's proximity to
the trolley line and bus routes, and the proposal to add mixed land use
designations.
LOCAL AGENCIES
City of National City —City
Council
As lead agency, the City Council legislative body has approval authority over the
proposed project.
City of National City—
Engineering Department
The Engineering Department is that part of the lead agency with permitting
authority for stormwater conveyance and discharges, water discharges to the
wastewater collection system, grading, retaining walls, street pavement, lot line
adjustments and subdivisions, and approval of traffic plans.
City of National City—
Planning Division
The Planning Division is that part of the lead agency responsible for the
preparation of this Draft EIR. As such the division provides direction on the
analysis and ensures the adequacy of the environmental document under CEQA.
City of National —Building
Division
The Building Division is that part of the lead agency with authority for issuing
building and structural permits.
City of National City—
Public Works
Public Works is that part of the lead agency responsible for maintaining City -
owned parks; City streets, buildings, and sewer systems; transportation; and
sewage treatment.
City of National City—
Community Development
The Community Development Department part of the lead agency implements a
variety of programs to assist in the development of the City's economic future
and foster a better quality of life. These programs encompass physical
revitalization of targeted areas, retaining and attracting businesses to the City,
creating new housing opportunities, revitalization of neighborhoods, and grant
opportunities. The Community Development's Redevelopment agency is
charged with preparing and implementing the City's redevelopment plans in
accordance with California Redevelopment Law.
City of National City —Fire
Department
The Fire Department part of the lead agency provides fire control, emergency
medical service, rescue, fire prevention, and education services. It also reviews
and submits recommendations regarding structure design for building permits,
fire truck access, and brush management plans.
City of National City—
Police Department
The Police Department part of the lead agency provides protection and crime
prevention services, investigates criminal incidents, and provides traffic control
and emergency response support.
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1.0 Introduction
3
Organization of this Draft EIR
The content and format of this Draft EIR are designed to meet the current
requirements of CEQA and the State CEQA Guidelines. Table 1-2 summarizes
the organization and content of the Draft EIR.
Table 1-2. Organization and Contents of the Draft EIR
Draft EIR Chapter
Description
Executive Summary
Summarizes the Westside Specific Plan, potential significant impacts and mitigation
measures, the environmentally superior alternative (in accordance with CEQA),
public comments and concerns, and unresolved issues and areas of controversy.
Describes the significant irreversible changes associated with the project's
implementation.
Chapter 1
"Introduction"
Provides an overview of the project; describes the purpose of CEQA and the EIR;
the intended uses of the document and authorizing actions; the scope and content of
the document; organization of the document; the characteristics of a Program EIR;
and relationship to previous CEQA documents.
Chapter 2
"Project Description"
Describes the general environmental setting of the Westside community; lists the
project's central objectives; describes the project, focusing on major elements of the
Westside Specific Plan; discusses the 75% Buildout Scenario; and summarizes the
relationship to existing plans and policies.
Chapter 3
"Environmental Analysis"
Describes, for each environmental resource area, the baseline conditions as of March
2008, criteria for judging whether an impact is significant, impact assessment
methodology, impacts that would result from the proposed project, and applicable
mitigation measures that would eliminate or reduce significant impacts.
Chapter 4
"Transit Oriented Development"
Provides a program level analysis of the TOD as preliminary proposed by Pyatok
Architects, Inc. Mitigation is identified where feasible; however, additional analysis
would be required once plans for the TOD are certain and project details are known.
Chapter 5
" Effects Determined Not Significant"
Presents a brief discussion of the environmental impact categories that were found to
not be significant as a result of the NOP scoping process or during the preparation of
the EIR.
Chapter 6
"Cumulative Effects"
Analyzes the contribution of the proposed project's impacts on the combined effects
of past, present, and reasonably foreseeable future development projects; and
determines if the contribution would be considered cumulatively considerable.
Where an impact is determined to be cumulatively considerable, mitigation is
proposed as feasible to reduce the project's incremental contribution to cumulative
impacts to a level less than significant. Included in the cumulative effects is a
discussion on growth inducement, which addresses the potential for the project to
directly or indirectly spur additional growth in the City or the region.
Chapter 7
"Alternatives"
Compares and contrasts the significant environmental impacts of alternatives to the
proposed project, and identifies the environmentally superior alternative.
Chapter 8
"List of Preparers and Contributors"
Lists the individuals involved in preparing the Draft EIR.
Chapter 9
"References, Persons, and Agencies
Consulted"
Provides a comprehensive listing of all references used in preparing the Draft EIR, as
well as persons or agencies consulted during its preparation.
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Draft EIR Chapter
Description
Acronyms and Abbreviations
A list of acronyms and abbreviations is provided for the reader's reference
immediately following the list of tables in the Table of Contents.
Appendices
Present additional background information and technical detail for several of the
resource areas.
Key Principles Guiding Preparation of this Draft EIR
Relationship to Existing Statutes, Plans, Policies,
and Other Regulatory Requirements
One of the primary objectives of the CEQA process is to ensure that the project is
consistent with applicable statutes, plans, policies, and other regulatory
requirements. A consistency analysis with statutes, plans, policies, and other
regulatory requirements is contained in individual resource sections of Chapter 3,
"Environmental Analysis," and, in particular, in Section 3.7, "Land Use and
Planning."
In addition, three main regulatory planning documents are referenced in this
report and are especially relevant to the future implementation of the Westside
Specific Plan. These include:
• City of National City General Plan (last amended 2005);
• National City Land Use Code, Title 18 of the National City Municipal Code
(last amended 2003); and
• National City Redevelopment Plan (1995).
Program Level Impact Analysis
The Westside Specific Plan is a planning document designed to guide future
development that would not actually cause a physical change in the environment
in and of itself. However, if the project is approved, future development
proposals would be regulated by its contents, and development would be shaped
accordingly. Thus, it is reasonably foreseeable that regulations and guidelines
provided in the Westside Specific Plan would indirectly lead to physical changes
in the environment. Consequently, this Draft EIR addresses impacts on the
environment at the program level.
A program -level analysis is prepared when the lead agency has a proposed
program or series of actions that can be characterized as one large project related
by a single plan — in this case, the Westside Specific Plan. A program -level
analysis generally analyzes the broad environmental effects that are reasonably
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foreseeable if the plan is implemented, while acknowledging that additional site -
specific environmental review and document preparation may be required for
subsequent projects. Where a project -level analysis has access to all the
necessary construction information and is able to analyze the specific details of
environmental effects of proposed elements, a program -level analysis often lacks
details on specific development projects and may only be able to make general
assumptions based on existing or proposed development regulations. However, it
is possible that a program -level analysis would identify and address all the
potential environmental impacts, in which case an additional environmental
document would not be required if no additional impacts from a future
development proposal are identified. Also, environmental analysis and
associated documentation prepared for future projects may tier from the Program
Draft EIR.
Program EIR and Tiering
Pursuant to CEQA Guidelines Section 15385, tiering refers to the coverage of
general matters in broader EIRs with subsequent narrower EIRs or ultimately
site -specific EIRs incorporating by reference the general discussions and
concentrating solely on the issues specific to the EIR subsequently prepared.
Tiering is appropriate when the sequence of EIRs is as follows:
• From a general plan, policy, or program EIR to a program, plan, policy EIR
of lesser scope or to a site -specific EIR.
• From an EIR on specific action at an early stage to a subsequent EIR or a
supplement to an EIR at a later stage. Tiering in such cases is appropriate
when it helps the lead agency to focus on the issues which are ripe for
decision and exclude from consideration issues already decided or not yet
ripe.
CEQA Baseline
Section 15125 of the CEQA Guidelines requires EIRs to include a description of
the physical environmental conditions in the vicinity of a proposed project that
exist at the time of the issuance of the NOP. For some resource areas, such as
community character and aesthetics, the baseline condition is defined by what
was present at the time the NOP was circulated for review (July 2008).
Assessment of other resource areas, such as air quality, may also include
information from prior years in order to provide a more reliable and
representative characterization of baseline conditions by accounting for
fluctuations at any one point in time. This approach is more conservative
because it avoids a "snap shot" of the existing conditions, which does not always
account for temporary fluctuations. A description of the general baseline
conditions is included in Chapter 2, "Project Description," and, when special
circumstances are present, details are provided in the respective sections of
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Chapter 3, `Environmental Analysis," prior to the impact analysis. These
environmental conditions constitute the baseline physical conditions by which
the CEQA lead agency determines whether an impact would be significant.
As described above, the CEQA baseline represents the setting at a fixed point in
time, with no project growth over time, and differs from the No Project
Alternative in that the No Project Alternative addresses what is likely to happen
at the site over time under the existing plans and policies in effect, starting from
the existing conditions. In the case of a proposed change to an existing plan, the
No Project Alternative would be the continuation of the existing plan.
Emphasis on Significant Environmental Effects
This Draft EIR focuses on the significant environmental impacts of the proposed
project and their relevance to the decision -making process.
Environmental impacts, as defined by CEQA, include physical effects on the
environment. The CEQA Guidelines (Section 15360) define the environment as
follows:
The physical conditions which exist within the areas which will be affected
by a proposed project, including land, air, water, minerals, flora, fauna,
ambient noise, and objects of historic or aesthetic significance.
Environmental impacts required to be analyzed under CEQA do not include
strictly economic or social impacts. The CEQA Guidelines (Section 15131 [a])
state, "economic or social effects of a project shall not be treated as significant
effects on the environment." However, economic or social effects are relevant to
physical effects in two situations. In the first, according to Section 15131(a) of
the CEQA Guidelines, "an EIR may trace a chain of cause and effect from a
proposed decision on a project through anticipated economic or social changes to
physical changes caused in turn by the economic or social changes." In other
words, if implementing the proposed project leads to an economic impact, which
could then lead to a physical impact, the physical impact must be evaluated in the
EIR. In the second instance, according to Section 15131(b) of the CEQA
Guidelines, "economic or social effects of a project may be used to determine the
significance of a physical change caused by a project." For example, the closure
and demolition of a fully occupied commercial building could be considered
more significant than the demolition of a similar vacant building, even though the
physical effects are the same.
As with economic or social impacts, psychological impacts are outside the
definition of the term "environmental." While not specifically discussed in the
CEQA Guidelines, the exclusion of psychological impacts was specifically
affirmed in a court decision (National Parks and Conservation Association v.
County of Riverside 71 Cal. App. 4"' 1341, 1364 [1999]).
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Forecasting vs. Speculation
The City, in its role as lead agency, has made its best effort to predict and
evaluate the reasonable, foreseeable, direct, indirect, and cumulative
environmental impacts of the Westside Specific Plan. CEQA does not require
the City to engage in speculation about impacts that are not reasonably
foreseeable (CEQA Guidelines Sections 15144, 15145). In these instances,
CEQA does not require a worst -case analysis.
Reliance on Substantial Evidence
The identification of impacts as significant or less than significant is one of the
central functions of an EIR. While impacts determined to be less than significant
need only be acknowledged as such, an EIR must identify feasible mitigation
measures for any impact identified as significant. The City, proceeding in a good
faith effort, has based its conclusions about the significance of environmental
impacts on thresholds taken from Appendix G of the CEQA Guidelines and has
supported these conclusions with substantial scientific evidence.
Disagreement among Experts
It is possible that evidence that might raise disagreements will be presented
during the public review of the Draft EIR. Such disagreements will be noted and
will be considered by the decision -makers during the public hearing process.
However, adequacy under CEQA does not require a draft EIR resolve all such
disagreements.
In accordance with the provisions of the CEQA Guidelines, conflict of evidence
and expert opinions on an issue concerning the environmental impacts of the
project will be identified in this Draft EIR. The Draft EIR has summarized the
conflicting opinions and has included sufficient information to allow the public
and decision -makers to take intelligent account of the environmental
consequences of their actions.
In rendering a decision on a project where there is a disagreement among experts,
the decision -makers are not obligated to select the most conservative,
environmentally protective, or liberal viewpoint. They may give more weight to
the views of one expert than to those of another and need not resolve a dispute
among experts. In their proceedings, they must consider the comments received
and address objections, but need not follow said comments or objections so long
as they state the basis for their decision and that decision is supported by
substantial evidence.
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Duty to Mitigate
According to CEQA Guidelines Section 15126.4(a), each significant impact
identified in an EIR must also include a discussion of feasible mitigation
measures that would avoid or substantially reduce the significant environmental
effect. To reduce significant effects, mitigation measures must avoid, minimize,
rectify, reduce, eliminate, or compensate for a given impact of a proposed
project.
Mitigation measures must meet certain requirements in order to be considered
adequate. Mitigation should be specific, define feasible actions that would
actually improve adverse environmental conditions, and be measurable to allow
monitoring of their implementation. Mitigation measures that only require
further studies or consultation with regulatory agencies that are not tied to a
specific action that would directly reduce impacts, or those that defer mitigation
until some future time, should be avoided. Accordingly, effective mitigation
measures clearly explain objectives, how a given measure should be
implemented, who is responsible for its implementation, and where and when the
mitigation would occur. Finally, mitigation measures must be enforceable,
meaning that the lead agency must ensure that the measures will be imposed
through appropriate permit conditions, agreements, or other legally binding
instruments.
CEQA Guidelines Section 15041 grants a public agency the authority to require
feasible changes (mitigation) that would substantially lessen or avoid significant
effects on the environment associated with all activities involved in a project.
However, public agencies do not have unlimited authority to impose mitigation.
An agency may exercise only those express or implied powers provided by law,
aside from those provided by CEQA. However, where another law grants an
agency discretionary power, CEQA authorizes its use (CEQA Guidelines Section
15040).
In addition to limitations imposed by CEQA, the U.S. Constitution also limits the
authority of regulatory agencies. The Constitution limits an agency's authority to
impose conditions to those situations where there is a clear and direct connection
(nexus in legal terms) between a project impact and the mitigation measure.
Finally, there must be a proportional balance between the impact caused by a
project and the mitigation measure imposed upon the project applicant (in this
case, the City). A project applicant cannot be forced to pay more than its fair
share of the mitigation, which should be roughly proportional to the impacts
caused by a project.
Requirements to Evaluate Alternatives
CEQA Guidelines Section 15126.6 requires that an EIR describe a range of
reasonable alternatives to a project, or to the location of a project that could
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City of National City 1.0 Introduction
feasibly attain most of the basic objectives of the project but would avoid or
substantially lessen any significant environmental impacts. According to CEQA
Guidelines, the EIR should compare merits of the alternatives and determine an
environmentally superior alternative. Chapter 7, "Alternatives," of this Draft
EIR sets forth potential alternatives to the Westside Specific Plan and evaluates
their suitability, as required by CEQA Guidelines (Section 15126.6).
Alternatives for an EIR usually take the form of No Project, reduced project size,
different project design, or suitable alternative project sites. The range of
alternatives discussed in an EIR is governed by the "rule of reason" that requires
the identification of only those alternatives necessary to permit a reasoned choice
between the alternatives and the proposed project. An EIR need not consider an
alternative that would be infeasible. CEQA Guidelines Section 15126.6 explains
that the evaluation of project alternative feasibility can consider "site suitability,
economic viability, availability of infrastructure, general plan consistency, other
plans or regulatory limitations, jurisdictional boundaries, and whether the
proponent can reasonably acquire, control, or otherwise have access to the
alternative site." The EIR is also not required to evaluate an alternative that has
an effect that cannot be reasonably identified or that has remote or speculative
implementation, and that would not achieve the basic project objectives.
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Chapter 2
Project Description
Chapter 2
Project Description
Introduction
The Westside Specific Plan and the actions associated with its implementation
(i.e., General Plan Amendment and Rezone) constitute the proposed project, as
defined in Section 15378 of the CEQA Guidelines. This chapter describes the
features of the proposed project with an emphasis placed upon the changes that
would occur to the current land use regulations. Because the project is not
proposing a specific development action, the analysis of this Draft EIR focuses
on the actions that would be reasonably foreseeable under the proposed project
and the environmental effects that would result if such actions were to occur.
In addition to identifying the proposed actions, this chapter (1) describes the
environmental setting, which provides an understanding of the regional context,
the precise boundaries of the proposed project, and the existing conditions
located within and surrounding the plan area; (2) lists the project objectives,
which have been formulated to achieve the central vision of the community and
convey the project's overall purpose; and (3) identifies the permits and other
approvals required to implement the proposed project.
Environmental Setting
This section defines the geographical context for the proposed project and
describes the current physical conditions within the plan area. The current
physical conditions provide the basis upon which the effects of the proposed
project can be determined and quantified. The existing conditions for individual
resources (such as traffic) are discussed in their respective sections of Chapter 3,
"Environmental Analysis."
Regional and Local Setting
National City is adjacent to the San Diego Bay between San Diego and Chula
Vista, the first and second largest cities in San Diego County, respectively. The
areas surrounding the plan area can generally be summarized as a mix of light
and heavy industrial (including the shipbuilding industrial operations along the
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Bay), commercial, and residential uses connected by major highways (i.e.,
Interstates 5 and 805 [1-5 and 1-805, respectively) and the San Diego Trolley. I-
5, the Bay, and the National Steel and Shipbuilding Company (NASSCO), the
only major shipbuilding construction yard in the western United States, lie to the
west of the plan area.
The area east and adjacent to the plan area is commonly known as the "Mile of
Cars," a strip of automotive retail sales lots that generally runs from West 33rd to
West 15`h Streets along National City Boulevard. From its beginnings in the first
half of the twentieth century, the National City Mile of Cars grew to become one
of the largest and most successful auto sales associations in the country. East of
National City Boulevard is the National City Library, Civic Center, and Kimball
Park, which offers approximately 27 acres of active and passive recreation.
Directly south, and south of Mile of Cars Way, there is a neighborhood retail
center, offices, a bank, and medical buildings. Light industrial uses occur north
of the plan area, with some general commercial and residential areas.
Project Location
The 100-acre plan area is part of the Westside community, formerly known as
Old Town. The plan area is located within the incorporated limits of National
City, to the south of the City's downtown district. The plan area is bounded by
West Plaza Boulevard to the north, 1-5 to the west, West 24th Street/Mile of Cars
Way to the south, and Roosevelt Avenue to the east. Downtown San Diego lies
approximately 5 miles north of the plan area, and San Diego Bay is
approximately 0.5 mile to the west. The United States/Mexico international
border is approximately 10 miles to the south. The plan area's regional context is
shown in Figure 2-1 and the local setting is illustrated in Figure 2-2.
Existing Plan Area Conditions
The Westside neighborhood had its beginnings in the early 1900s. Over the first
half of the twentieth century, the plan area evolved as a residential neighborhood
with modest homes on small lots built for families affiliated with the waterfront
and railroad industries. It was not until the 1940s that changes in zoning
introduced small industrial businesses to the neighborhood. The intent was to
fundamentally change the area by creating a new industrial district; however, the
result was a mixture of incompatible land uses (see Figure 2-3 for examples).
Today, the combination of intense industrial uses and an aging and neglected
housing stock has led to poor environmental conditions for Westside residents.
The neighborhood consists of a variety of land uses, including single-family
residential, scattered industrial and commercial/office, open space, and
public/institutional uses, as shown in Table 2-1. Lot sizes within the plan area
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SOURCE: ESRI Streetmap USA (2006)
ICFJones&
Stokes
an Ki International Canpany
N
0 1 2 4
Miles
Figure 2-1
Regional Location
Westside Specific Plan EIR
SOURCE: ESRI Imagery
I CF
Janes.&
Stokes
an CI Intmution.d Gamparry
0 1,000 2,000 4,000
Figure 2-2
Plan Area and Local Setting
Feet Westside Specific Plan EIR
Photo 1
Photo 2
IcF tnoeisce8zs
sn lV 6ihrnalim al Ca marry
SOURCE: ICF Jones & Stokes
Figure 2-3
Examples of Incompatable Land Uses
Westside Specific Plan EIR
City of National City 2.0 Project Description
vary in size, and many are substandard in size and shape compared to today's
standards.
Table 2-1. Existing Land Uses within the Plan Area (acres)
Existing Land Use
Acreage
Residential
25.0
Commercial
3.0
Commercial Auto Related
6.0
Office
9.0
Industrial
24.0
Industrial Auto Related
7.0
Civic Institutional
14.0
Open Space Reserve
5.0
UndevelopedNacant
7.0
TOTAL
100.0
Source: Westside Specific Plan 2009
Existing Residential Uses
The original Westside neighborhood was established in the early 1900s as a
residential community with minimum 3,000-square-foot lots. A population surge
occurred in the late 1930s as National City's population grew from less than
7,000 residents in 1930 to 10,000 residents in 1940. Current zoning and land use
designations permit a total of 727 residential units within the plan area, which
would support a population of about 2,519 residents in the buildout condition.
There are approximately 421 single- and multi -family residences supporting a
population of approximately 1,457 residents within the Westside neighborhood,
the majority of which are single-family residences on average 5,700-square-foot
lots.
Existing Industrial Uses
A total of 142 industrial -related uses occur within the plan area. When zoning
was applied to the neighborhood in the 1940s to allow light -industrial uses, the
area was slowly introduced to auto repair, paint, and body shops to support the
automotive retail industry that dominated the National City Boulevard corridor.
Industrial uses generally are dispersed throughout the Westside neighborhood,
with some concentration along the eastern and western areas, along the railroad
tracks to the west and along Hoover Avenue to the east. Some auto -related light-
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industrial uses occur adjacent to single-family residences. Additional light -
industrial uses include fabrication operations and warehouses.
Existing Commercial/Office Uses
Commercial uses are located primarily within the eastern portion of the plan area
along National City Boulevard and Hoover Avenue. There are a total of 17
commercial uses, including both community- and auto -serving businesses, within
the plan area. While several smaller office lots occur throughout the community,
the majority of existing office uses are concentrated at the plan area's southern
edge, bounded by West 22nd Street to the north, Hoover Avenue to the east, Mile
of Cars Way to the south, and Wilson Avenue to the west.
Existing Public/Community Facility Uses
Public uses occur primarily in the southern portion of the plan area along Hoover
Avenue and West 22nd Street, including educational facilities and parks. Kimball
School, a public preschool through sixth grade school established in 1941, is
located towards the center of the plan area on West 18th Street. Additional
community facilities include the Manuel Portillo Youth Center, which offers
adult education to parents and the elderly, St. Anthony's Church, and a cultural
neighborhood center that offers recreational and educational activities. One of
the original five transcontinental railroad terminus stations of the National City
California Southern Railroad Depot is located in the extreme southeastern portion
of the plan area.
Existing Conditions at Paradise Creek
Paradise Creek is a natural functioning drainage flowing northeast to southwest
through the plan area. It is part of a 1,190-acre watershed, which drains into the
Sweetwater River by way of Paradise Marsh, located southwest of the plan area,
and ultimately into the San Diego Bay. The surrounding land uses are urban in
nature and include office/commercial, parkland, automobile -related businesses, a
public works yard for the City, and the outdoor education center. The
northwestern area of the creek banks to the west of Coolidge Avenue and east of
Harding Street (paper street only)are used for trash sorting and collection and are
generally degraded, affording the Creek little to no protection from polluted
runoff.
Paradise Creek is influenced by tidal action in south San Diego Bay via a culvert
beneath I-5. The creek and adjacent coastal salt habitat are confined to relatively
steep banks at an elevation of approximately 10 feet above mean sea level.
Adjacent land uses at times encroach to the edge of these banks. The open water
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channel varies in width from approximately 3 feet, where it flows through
Kimball Park, to 30 feet between W 18th Street and W 22nd Street.
Narrow bands of coastal salt marsh habitat occur on either side of the open water.
These bands occur on two terraces: a lower terrace approximately 1.5 feet above
the channel dominated by California cordgrass and fleshy jaumea (Jaumea
carnosa); and an upper terrace approximately 5 feet above the channel dominated
by sea lavender (Limonium californicum), glasswort (Batis maritima), and bush
seepweed (Suaeda moquinii).
Soils associated with Paradise Creek in the plan area are described as Made Land
(Md)—smooth, level areas that have been filled with excavated and transported
soils, paving material, and soil dredged from lagoons, bays, and harbors
(Bowman 1973). These areas are frequently used for building sites. The current
configuration of Paradise Creek, a straight-line diagonal channel for much of its
length, suggests that the channel is human -made and was excavated after the area
was filled for development.
Wetland hydrology is evident in the form of the tidally influenced channel that
runs the length of the project area. This hydraulic connection to San Diego Bay
provides connectivity for marine and coastal wetland plant and animal species.
Other indicators of wetland hydrology observed, as defined by the U.S. Army
Corps of Engineers (USACE) wetland delineation manual, included soil
saturation, water marks, and sediment deposits.
Paradise Creek is contained within well-defined channel banks for its entire
length within the plan area, and the dominant vegetation is southern coastal salt
marsh habitat (Nordby 2008). This vegetation community is usually segregated
by elevation with California cordgrass (Spartina foliosa) occurring at lower
elevations, pickleweed (Salicornia virginica) and other halophytic succulents
occurring at mid -littoral elevations, and an assemblage of xeric, salt -tolerant
species occurring at the upper littoral elevations. In addition, this vegetation
community provides habitat for the federally listed endangered light-footed
clapper rail (Rallus longirostris levipes) and salt marsh bird's beak (Cordylanthus
maritimus ssp. maritimus), and the state -listed endangered Belding's savannah
sparrow (Passerculus sandwichensis beldingi).
Paradise Creek is recognized by the State Water Resources Control Board
(SWRCB) as an Environmentally Sensitive Area (ESA). ESAs are areas in
which plant or animal life or their habitats are either rare or especially valuable
because of their special nature or role in an ecosystem and which could be easily
disturbed or degraded by human activities and development. The SWRCB
designates ESAs as a development category to be subject to the Standard Urban
Stormwater Mitigation Plan (SUSMP) and stipulates threshold development size
and/or alteration criteria that will trigger the requirements. The threshold criteria
are either the creation of 2,500 square feet of impervious surface or increasing
the imperviousness of a proposed project site by 10% above its natural condition.
Development projects subject to SUSMP requirements must consider alternative
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site design approaches and institute source controls (i.e., methods to keep
pollutants out of contact with stormwater), structural treatment devices, or
stormwater best management practices.
Paradise Creek Educational Park
Kimball School teachers and Westside residents took notice of both Paradise
Creek's environmental value and the deteriorating state of its ecosystem. This led
to the grass -roots effort to create the Paradise Creek Educational Park,
encompassing approximately 4 acres. After nearly a decade of research,
planning, grant acquisitions, and cleanup, the park officially opened in spring
2007. The park includes 1,500 linear feet of restored Paradise Creek and upland
habitat (southern coastal marsh), an interpretive trail system including elevated
boardwalks over wetland areas, and an outdoor learning lab and amphitheatre
adjacent to Kimball School.
Closely aligned with the park is the community -based nonprofit Paradise Creek
Educational Park, Inc. (PCEPI). The PCEPI was formed in 1999 to provide
educational opportunities for students, residents, and visitors. PCEPI interpretive
programs have included bird watching, bike trips, scientific study, and
environmental education, particularly in conjunction with Kimball School.
Existing Circulation Network
The Westside has multiple transportation connections. Regional access is
provided by I-5, the San Diego Trolley, and bus service. The San Diego Trolley
is operated by the San Diego Metropolitan Transit Service (MTS) and has
stations in the southwestern and northwestern portions of the plan area. Bus
service throughout National City is also offered by MTS with service to
downtown San Diego to the north and Chula Vista and the border crossing at
Tijuana, Mexico, to the south. Direct bus service to the trolley station is offered
along W. 18th Street. Many buses are equipped to handle bicycle transportation
as well.
National City Boulevard, 24th Street/Mile of Cars Way, and National City
Boulevard are major arterials traversing the City. The remaining roadway
network consists of collector and neighborhood streets. Three freeway
underpasses directly connect the Westside to the waterfront area. Section 3.1,
"Traffic, Circulation, and Parking" provides a more detailed description of the
existing transportation conditions.
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Table 2-2. Existing Roadway Classifications within the Project Site
Classification
Description
Existing Street Segments
Arterial
Major local traffic channels,
providing circulation across
National City and access to major
destination points; usually four
driving lanes, often with
synchronized signals to help traffic
flow.
• Mile -of -Cars Way
o I-5 to Wilson Avenue
o Wilson Avenue to National City Boulevard
• 24th Street
o National City Boulevard to Highland Avenue
■ National City Boulevard
o 8`h Street to Civic Center Drive
o Civic Center Drive to W 18`h Street
o 18`h Street to Mile -of -Cars Way
o Mile -of -Cars Way to 30th Street
Collector
Local conduits carrying traffic out
of neighborhoods or business
districts usually onto arterials but
sometimes to other collectors.
These may also serve as alternate
routes to arterials for movement
across National City; usually two to
four driving lanes.
• Plaza Boulevard
o Hoover Avenue to National City Boulevard
• Civic Center Drive
o McKinley Avenue to Hoover Avenue
o Hoover Avenue to National City Boulevard
• W 18th Street
o Wilson Avenue to Hoover Avenue
o Roosevelt Avenue to National City Boulevard
• Bay Marina Drive
o Harrison Avenue to
I-5
• Wilson Avenue
o Civic Center Drive to W 18`h Street
o W 18th Street to W 22nd Street
Source: National City General Plan, 2005
Proposed Project
Project Background
In response to adverse effects from the existing conditions, the City of National
City approved an ordinance designed to: (1) enforce stricter industrial facility
standards, (2) place a moratorium on commercial/industrial building
construction, (3) strengthen conditions required by a conditional use permit for
auto paint/body shops, and (4) allow greater flexibility for promoting
development of nonconforming single-family homes. In 1996, the City of
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National City updated its General Plan with new zoning and land use
designations within the plan area to reinforce the residential orientation of the
neighborhood and to encourage the phase out of heavy industry.
As preparation for the creation and proposal of the Westside Specific Plan, a
series of planning workshops were organized to involve the area residents and
help incorporate their ideas and vision in the planning framework for the
neighborhood. In total, four workshops were conducted in English with live
Spanish interpretation. Additionally, meeting materials were translated into
Spanish to maximize community participation.
Table 2-3. Westside Planning Workshops
Date of Workshop
Topic
February 16, 2005
Identification of neighborhood issues and opportunities.
August 31, 2005
Community review of draft Guiding Principles and input on
ideas and plan components; exploration of alternatives for
several different plan components including Paradise Creek,
residential development densities, land use plans, and desirable
types of commercial land uses; and community feedback on
alternatives.
March 29, 2006
Community review of revised Guiding Principles; input on
preferred building heights; and presentation of specific ideas for
neighborhood revitalization by the Environmental Health
Coalition.
September 20,
2006
Community feedback on the draft neighborhood planning
concept.
November 20,
2007
Coucil Workshop: The City Council provided staff with
direction on changes to the draft land use concept map.
March 4, 2008
Staff provided the City Council with an update on the status of
preparing the Enviromental Impact Report (EIR) for the
Specific Plan. Council provided staff with direction on
modification of the map boundaries, height limits, and
transportation -oriented development concepts.
March 18, 2008
Council provided additional clarification on the map boundary
changes and land use designation of March 4, 2008.
Source: Westside Specific Plan 2009
The proposed project builds on these initial steps to change the existing
neighborhood character by directly addressing land use compatibility issues,
further emphasizing the residential character of neighborhood, improving quality
of life for existing and future residents, providing retail and commercial options,
encouraging "green" industry, and improving the current quality of the natural
environment.
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Project Objectives
The Westside Specific Plan is the culmination of the ideas that came out of the
community workshops and meetings detailed above. During the community
workshops and discussions, a central vision emerged:
Reestablish the Westside as a safe, healthy, and vibrant neighborhood
where people engage in community life.
To realize this vision, the Westside Specific Plan presents a collection of guiding
principles. The guiding principles are as follows:
• Respect and encourage single-family homes and small residential
development.
• Improve environmental health conditions for residents in the area.
• Limit uses adjacent to Paradise Creek to restoration and passive recreation
and open space.
• Enhance pedestrian safety and promote the walkability of the community.
These guiding principles were used to develop the proposed project's objectives.
A statement of project objectives is required by the CEQA Guidelines (Section
15124[b]) and is a fundamental part of the environmental analysis because the
alternatives to the proposed project that are evaluated in an EIR must achieve, in
whole or in part, the project's central underlying objectives. An alternative that
does not meet the central project objectives need not be considered as an
alternative to the proposed project. For the proposed project, the Westside
Specific Plan's guiding principles have been converted to the following
objectives:
• Preserve and enhance the residential characteristics of the Westside.
• Allow new residential development that is compatible with the
neighborhood's traditional architecture, scale, and massing.
• Allow new building heights up to five stories in the MCR-2 zone.
• Allow mixed uses that increase neighborhood activity and engagement as
well as create a living environment where people can walk for goods,
services, recreation, and transit.
• Reduce co -location of housing with businesses that use, store, or generate
hazardous materials.
• Buffer housing from freeway emissions and noise.
• Reduce environmental impacts on Paradise Creek.
• Actively enforce the City's Municipal Code Section 18.108 and 18.108.100
(Substitution of Non -Conforming Uses) as part of the development review
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process for existing projects requiring permit renewals and for future
proposed projects within the Westside Specific Plan area.
Project Description
The City of National City proposes a General Plan Amendment, Rezone, and
Specific Plan to guide the future development of the Westside neighborhood in
response to conflicts between the neighborhood's current land uses. Because
many of the existing industrial uses are incompatible with the existing residential
uses, there has been a growing concern related to air quality emissions, traffic and
parking congestion, noise levels, and the release of hazardous materials. In an
attempt to minimize these adverse effects as the community grows, the proposed
Westside Specific Plan includes strategies for amortizing uses that would no longer
be permitted with the proposed land use changes, primarily auto body shops and
auto repair shops. Details of the Westside Specific Plan are provided below.
Land Use Plan
One of the primary functions of the proposed project is to change the existing
land use designations to focus on the residential character of the community and
develop mixed -uses that promote walkability and transit use. The land use and
zoning map illustrated in Figure 2-4 depicts the proposed land uses, with the
types and locations of various land uses that would be allowed on site. Lower -
density residential uses composed largely of single homes on individual lots
would occupy the majority of land in the neighborhood in recognition of historic
development patterns and in keeping with goals that reinforce the residential
neighborhood character of the Westside. Smaller scale housing would be
focused in the central portion of the plan area, and surrounding mixed uses would
function as commercial -residential buffers by providing a gradual transition to
full commercial or industrial uses outside the plan area, thereby contributing to a
pleasant and healthy living environment. In this inner area, building heights
reflective of existing one- and two-story homes would help to retain the Westside
neighborhood's historic character. In contrast to prior land use policy and
zoning, new industrial uses (including auto body repair and auto services) would
not be permissible within the residential area (RS-4 zone), and existing industrial
uses would be non -conforming uses and subject to Municipal Code Section
18.108 and 18.108.100 (Substitution of Non -Conforming Uses) unless the use is
included in the acceptable, nonimpactive uses listed within the Westside Specific
Plan. Table 2-4 below gives the proposed acreage of each land use/zoning
district and a 20-year new development projection achieving 75% of the
maximum buildout. The Westside Specific Plan uses a 75% buildout calculation
based on historic and projected growth rates for National City.
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GIS \ LIBRA
ersu�n
-.e.t it CQ
Lnol
--
Paradise
Creek
Educational _
Park
Lemon
0Grove
F-
SUCtrid Plan Area
Y• • Comreurity Cctridas
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— Paradise Creek
. r Paradise Creek (Underground)
Open Spade Resew • OSR
RevdcMlal - Smile Maly- RS-4
MN I.Tued Vse Com medal- Reeidendal -MC51
_ Mked Use CMtmtldal- Rft:M.4 el 15mYI We" Center)-MCR-2
Limled Con UI-CL
CMe hutilulimal -1C
/ Transit Oriented Development Overlay
Comniuily Cent.
9cllad
Ration
Line f Railroad
Freeway
I
I -I I I
0 29C 580 a70
� II
J Feet Westside Project Area
1o°Proposed Land Use, Zoning, and Community Corridors
July 15, 2008
SOURCE: City of National City
ICFJortes
Stokes
an CF IntRnrnnnal Cc`rprrz
Figure 2-4
Land Use Map
Westside Specific Plan EIR
City of National City
2.0 Project Description
Table 2-4. Acreage by Land Use/Zoning Districts and 20-Year New Development (Projected)
Land Use
20-Year New Development with
75% Buildout (Projected)
Acres within
Project Site
Residential
(dwelling units)
Retail
(square feet)
Office
(square feet)
Single -Family Residential
19
204
N/A
N/A
Mixed -Use Commercial- Residential
(MCR-1)
26
704
140,659
281,318
Mixed -Use Commercial- Residential
(Smart Growth Center) (MCR-2)
23
938
375,442
375,443
Limited Commercial
23
N/A
376,086
752,171
Civic Institutional
4
N/A
N/A
N/A
Open Space Reserve
5
N/A
N/A
N/A
TOTAL
100
1,846
892,187
1,408,932
Zoning Districts
Figure 2-4 also depicts the zoning districts regulating land use and development
within the plan area. Three new zones are proposed in the Westside Specific
Plan:
• Residential Single Family-4 (RS-4)
• Multi -Use Commercial -Residential (MCR-1)
• Multi -Use Commercial -Residential (Smart Growth Center) (MCR-2)
The Westside Specific Plan would also utilize three citywide zoning districts
established in the City's Land Use Code:
• Limited Commercial (CL)
• Civic Institutional (IC)
• Open Space Reserve (OSR)
Use regulations and development standards for the proposed and citywide zones
are discussed in Section 3.7, "Land Use and Planning," of this Draft EIR.
Descriptions of the purpose and intent of the proposed and citywide zones for the
Specific Plan Area are provided below.
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Single -Family Residential Zone
The proposed project would potentially develop up to 204 new single-family
homes that would contribute an additional estimated population of 6,384 residents
by 2030. This component would be included in the new single-family zoning
designation, Residential Single-Family-4 (RS-4), which would permit lot sizes at a
minimum of 2,500 square feet with a 35-foot height limitation. Similar to the
existing development pattern within the Westside neighborhood, housing would be
oriented to the street. In addition, building setbacks and the shape and form of new
development would reflect existing residential development patterns in the plan
area.
Mixed -Use Commercial -Residential Zones
The Westside Specific Plan proposes two types of mixed -use commercial
residential zones: MCR-1 and MCR-2 (Smart -Growth Center). These zones
would be applied generally to areas bordering the RS-4 residential zone, to allow
for transitions to downtown and commercial areas, and would facilitate a
neighborhood retail and service district focused around Civic Center Drive.
Building heights would be limited to three stories for the MCR-1 zone, and five
stories for the MCR-2 zone. A mix of residential, commercial, and office uses
would be allowed within these zones; however, mixed uses would not be
required within individual buildings and/or projects, with the exception of the
blocks fronting Civic Center Drive where retail and neighborhood services would
be required on the ground floor, and offices and/or housing would be required on
the upper floors.
Transit Oriented Development (TOD)
The Westside Specific Plan also explores the effects of redeveloping the Public
Works yard and surrounding area into a transit -oriented infill affordable housing
project. The goals for this transit oriented development (TOD) are to (1) transform
the proposed property into affordable housing with linkages to the 24th Street
Metropolitan Transit System Trolley Station; (2) enhance Paradise Creek and
ensure the expansion of the Paradise Creek Education Park; and (3) prepare and
provide facilities and ongoing program management for an "incubator" that would
provide training and services that assist project tenants in more effectively pursuing
home ownership and higher paying jobs. The 14-acre TOD area would be located
within the MCR-2 zone. At maximum buildout, the area would support 360
dwelling units, 295,000 to 450,000 gross square feet of office space, and 45,000 to
65,000 gross square feet of retail space (not including existing development). The
project -specific development may include an adult educational center within the
TOD area and relocation of the public works yard.
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Limited Commercial Zone
As defined in the City's General Plan, the Limited Commercial Zone (CL)
provides for small-scale, limited convenience retail shopping at the neighborhood
level. This designation also provides for compatible residential development,
limited to no more than 1 unit per 1,900 square feet of lot area. This zone is
included in the Westside Specific Plan to provide an area of office and
commercial space designed to buffer the residential uses from the freeway.
Civic Institutional Zone
The Civic Institutional Zone (IC) designates property accommodating public
facilities such as schools, parks, and municipal buildings such as the community
center. The Westside Specific Plan includes this zone to recognize and
accommodate the assembly of nonprofit quasi -public and private facilities into
efficient, functionally compatible, and attractively planned administrative
centers, medical and retirement centers, cultural centers, educational institutions,
multi -family housing, and similar uses.
Open Space Reserve
The Open Space Reserve (OSR) is intended primarily to preserve open space
wetland areas and allows passive use of the land for nature study, trails, and
picnicking purposes, as well as active recreation. The Westside Specific Plan
includes this zone to help preserve Paradise Creek, located in the southeastern
portion of the plan area, and to enhance the Paradise Creek Educational Park.
Additionally, areas may be designated as OSR as part of the TOD development
around the park or as park sites are identified or become available.
The existing Public Works Yard currently zoned in the OSR zone would be
converted to MCR-2 as described under the Transit Oriented Development
subheading above.
Floodway Overlay
The National City General Plan and Land Use Code establish the Floodway
Overlay to avoid creation of new or increased flooding risks associated with
Paradise Creek (Figure 2-4). Per these regulations, proposed development cannot
be approved without demonstration that the new buildings will neither be subject
to flooding nor create new flooding hazards.
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Additional Plan Components
Paradise Creek Educational Park
Paradise Creek, located in the southeastern portion of the plan area, is recognized
as a valuable wetland resource and would be preserved within an open space
easement. The creek serves as a valuable resource from water quality, wildlife
habitat, and aesthetic perspectives. The Westside Specific Plan encourages
expanding Paradise Creek Educational Park with additional public amenities such
as trails, benches, and both passive and active recreational uses, and restoring
native vegetation.
Circulation and Parking
The circulation and parking plan for the Westside neighborhood would build on
the established street grid, freeway access, and transit facilities of the area. The
existing street grid of the neighborhood is ideal for safe walking due to small
block size, multiple routes to single locations, and legibility from the regular
north -south and east -west orientation of intersecting streets. Section 3.1,
"Traffic, Circulation, and Parking," details the circulation and parking upgrades
that would be required for the proposed project.
Community Corridors
To encourage multi -modal transit, bikeways would be constructed as part of
development, with improvements to roadways designated as Community
Corridors, and/or with Capital Improvement Projects. Streetscape improvements
would include decorative lighting, benches, enhanced crosswalks, and traffic
calming amenities to encourage walking within the community to the transit
station, parks, school, library, and downtown.
Infrastructure and Public Services
The Westside Specific Plan would coordinate infrastructure and public service
planning with the proposed land use changes in the Westside neighborhood to
ensure there is adequate capacity to meet the demands of planned development.
An initial assessment of water, sewer, and stormwater infrastructure was
completed as part of the proposed project. Availability of public services such as
schools and fire and police services was also examined. Results from these
assessments are clearly defined in Section 3.10, "Utilities and Public Services,"
of this Draft EIR.
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Federal, State, and Local Considerations
The Westside Specific Plan is closely tied to four City of National City
documents that direct and regulate land use and development: the General Plan,
Land Use Code, Redevelopment Plan for the National City Redevelopment
Project, and the City's Design Guidelines. The recently adopted Downtown
Specific Plan is also related due to its close proximity. While not directly
applicable to lands within the plan area, the Downtown Specific Plan establishes
the development vision and urban form for abutting properties to the north and
east, down to West 16th Street.
One of the primary objectives of the CEQA process is to ensure that the proposed
project is in conformance with governing plans, policies, and other regulatory
requirements. Analysis of a project's consistency with the plans, policies, and
other regulatory requirements is contained in the individual resource sections of
Chapter 3, "Environmental Analysis," and, in particular, in Section 3.7, "Land
Use and Planning."
Required Approvals
Project approval will require the following actions by the City of National City:
• Approval of a General Plan Amendment
• Approval to rezone from Light Manufacturing Residential (ML-R) to the
Residential Single -Family Zone (RS-4)
• Approval to adopt the Mixed Use Commercial -Residential (MCR-1) zone
designation and rezone from ML-R to MCR-1
• Approval to adopt the Mixed Use Commercial -Residential (Smart Growth
Center) (MCR-2) zone designation and rezone from ML-R to MCR-1
• Approval to rezone from ML-R to the Limited Commercial (CL) zone along
the major roadways
• Approval to rezone from ML-R to the Open Space Reserve (OSR) zone near
Paradise Creek
• Approval to rezone from ML-R to the Civic Institutional (IC) zone to
preserve the existing Kimball School
• Approval of West Avenue Closure between W 16th Street and W 18th Street
• Approval of the Westside Specific Plan
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Chapter 3
Environmental Analysis
Chapter 3
Environmental Analysis
Resource Section Overview
In accordance with CEQA Guidelines (Section 15128 and Section 15143), the
following chapter presents analysis of the environmental issues identified in the
NOP and during project scoping as having potentially significant impacts if the
project were implemented. Sections in this chapter cover the following issues:
Traffic, Circulation, and Parking; Air Quality; Noise; Cultural Resources;
Biological Resources; Community Character and Aesthetics; Land Use and
Planning; Population and Housing; Hazards and Hazardous Materials; and
Utilities and Public Services.
Each environmental resource category in this Draft EIR is discussed separately
and includes the following:
• Introduction to the Section
• Existing Conditions
• Regulatory Setting —Federal, State, and Local
• Impact Analysis, which includes Thresholds of Significance and Projecl-
related Impacts and Mitigation Measures
• Significant and Unavoidable Adverse Impacts
The existing environmental conditions and regulatory setting described in these
sections serve as a baseline for the impact analyses for each resource area. The
significance criteria identified for each environmental impact category are
consistent with CEQA Guidelines, and the environmental impact analyses focus
on the significant effects that could occur during construction and/or operation of
the project. As required by CEQA, mitigation measures are identified to reduce
or eliminate significant adverse impacts to the extent feasible. All direct and
indirect impacts that can be avoided or reduced to less -than -significant levels by
the mitigation measures are discussed herein. The project's contribution to
cumulative impacts is analyzed in Chapter 6 of this Draft EIR. The alternatives
to the Westside Specific Plan are presented in Chapter 7.
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3
Environmental Analysis Terminology
In evaluating the potential impacts of the proposed project and the project
alternatives, the level of significance is determined by applying the threshold of
significance presented for each resource evaluation area. The following terms
are used to describe each impact:
No Impact: A designation of no impact is given when no adverse changes in the
environment are expected.
Less -than -Significant Impact: A less -than -significant impact would be identified
when the proposed project would cause no substantial adverse change in the
environment (i.e., the impact would not reach the threshold of significance).
Significant Impact: A significant (but mitigable, or avoidable) impact would
create a substantial or potentially substantial adverse change in any of the
physical conditions within the area affected by the proposed project. Such an
impact would exceed the applicable significance threshold established by CEQA
but would be reduced to a less -than -significant level by the required application
of a mitigation measure.
Significant and Unavoidable Impact: As required by Section 15126.2(b) of the
CEQA Guidelines, this is used when a residual impact that would cause a
substantial adverse effect on the environment —which may or may not be
reduced somewhat —could not be reduced to a less -than -significant level through
any feasible mitigation measure(s).
Mitigation: Mitigation refers to measures that would be implemented to avoid or
lessen potentially significant impacts. Mitigation includes:
• avoiding the impact completely by not taking a certain action or parts of an
action;
• minimizing the impact by limiting the degree or magnitude of the action and
its implementation;
• rectifying the impact by repairing, rehabilitating, or restoring the affected
environment;
• reducing or eliminating the impact over time by preservation and
maintenance operations during the life of the action; and
• compensating for the impact by replacing or providing substitute resources or
environments.
The mitigation measures would be proposed as a condition of project approval
and would be monitored to ensure compliance and implementation.
Residual Impacts: This is the level of impact after the implementation of
mitigation measures.
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Section 3.1
Traffic, Circulation, and Parking
Section 3.1
Traffic, Circulation, and Parking
Introduction
This section discusses the existing conditions and regulatory section for traffic,
circulation, and parking within the plan area. It also analyses the potential
impacts on traffic, circulation, and parking if the proposed project is
implemented. The contents of this section are based on the Traffic Impact
Analysis (TIA) prepared by Linscott, Law & Greenspan (LLG) in July 2009
(Appendix B). The following discussion considers the proposed project's impact
on intersections, roadway segments, and parking conditions.
Terminology
The term "level of service" (LOS) is referred to throughout this section, which is
used in order to quantitatively express roadway conditions and to objectively
assess potential impacts on transportation and traffic. Level of service is defined
on a scale of "A" through "F," with LOS A representing the best operating
conditions and LOS F representing the worst conditions. Roadway facilities
operating at LOS A are considered as having free flow traffic conditions with no
restrictions on maneuvering or operating speeds. Roadway facilities operating at
LOS F are generally considered as having low speeds and high traffic volumes.
Level of service designation is reported differently for signalized and
unsignalized intersections, as well as for roadway segments. Table 3.1-1
describes each level of service.
Table 3.1-1. Level of Service Descriptions
Level of
Service
Description
A
Represents free flow. Individual drivers have a high degree of freedom to
select their travel speeds and are generally unaffected by other vehicles in
the traffic system.
B
Represents stable flow, but individual drivers are somewhat affected by
other vehicles in determining travel speeds.
C
Represents stable flow, but the selection of the speeds of individual drivers
significantly affected by other vehicles.
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Level of
Service
Description
D
Represents a condition of high -density, stable traffic flow in which speed
and freedom of movement are severely restricted by the presence of other
vehicles. At signalized intersections, some vehicles may occasionally
have to wait for more than one green light in order to pass through the
intersection.
E
Represents operating conditions at or near capacity. Individual vehicles
have little freedom to maneuver within the traffic stream and any minor
disruptions can cause a breakdown in the flow of traffic. At signalized
intersections, vehicles regularly wait for more than one green light to clear
the intersection.
F
Represents breakdown conditions. At this level of service, speeds are low,
delay is high, and there are more vehicles entering the roadway than can
be accommodated.
Existing Conditions
The study area for traffic, circulation, and parking includes street segments and
intersections within the 100-acre plan area as well as segments and intersections
outside the plan area where it is determined the project would have a potential
effect. This study area was determined in consultation with City staff. The study
area includes the following intersections and street segments:
Intersections
1. Roosevelt Avenue / 8th Street
2. Roosevelt Avenue / Plaza Boulevard
3. National City Boulevard / 8th Street
4. National City Boulevard / Plaza Boulevard
5. National City Boulevard / W. 12th Street
6. National City Boulevard / Civic Center Drive
7. National City Boulevard / 16th Street
8. National City Boulevard / 18th Street
9. National City Boulevard / Mile -of -Cars Way
10. National City Boulevard / 30th Street
11. 1-5 Southbound Ramps / Bay Marina Drive
12. I-5 Northbound Ramps / Mile -of -Cars Way
13. Wilson Avenue / Mile -of -Cars Way
Westside Specific Plan November 2009
3.1-2
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
14. Hoover Avenue / Mile -of -Cars Way
15. Wilson Avenue / W. 18th Street
Street Segments
Plaza Boulevard:
Civic Center Drive:
Hoover Avenue to National City Boulevard
McKinley Avenue to Hoover Avenue
Hoover Avenue to National City Boulevard
W. 18th Street: Wilson Avenue to Hoover Avenue
Roosevelt Avenue to National City Boulevard
Bay Marina Drive: Harrison Avenue to I-5
Mile -of -Cars Way: I-5 to Wilson Avenue
Wilson Avenue to National City Boulevard
24th Street: National City Boulevard to Highland Avenue
Wilson Avenue: Civic Center Drive to W. 18th Street
W. 18th Street to W. 22nd Street
National City Boulevard:
8th Street to Civic Center Drive
Civic Center Drive to W. 18th Street
18th Street to Mile -of -Cars Way
Mile -of -Cars Way to 30th Street
The following streets listed below under Table 3.1-2 are located within the plan
area and are listed as east/west or north/south streets. Brief descriptions of each
street are provided in the traffic analysis. It should be noted that not all
neighborhood street segments within the plan area were analyzed in the traffic
report if it was clear that the project would not substantially affect traffic along
these segments. Figure 3-1 of the traffic report depicts the existing conditions
diagram of the study area segments and intersections.
Table 3.1-2. Existing Street Network
North/South Streets
Wilson Avenue
Harding Avenue
Coolidge Avenue
Hoover Avenue
Roosevelt Avenue
National City Boulevard
Westside Specific Plan November 2009
3.1-3
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
East/West Streets
Plaza Boulevard
W. 11th Street
W. 12th Street
Civic Center Drive
W. 14th Street
W. 15th Street
W. 16th Street
W. 17th Street
W. 18th Street
W. 19th Street
W. 20th Street
W. 22nd Street
Bay Marina Drive
Mile -of -Cars Way
24th Street
Source: LLG 2009, Appendix B
Existing Plan Area Traffic Generation
The existing land uses in the Westside Specific Plan area are calculated to
generate a total of 33,905 ADT with 2,999 trips (2,293 inbound / 707 outbound)
during the AM peak hour and 3,662 trips (1,301 inbound / 2,362 outbound)
during the PM peak hour. Table 7-1 of the TIA summarizes the trip generation
for the existing land uses in the Westside Specific Plan area.
Existing Traffic Volumes
Figure 3-2 of the traffic report depicts the existing intersection volumes during
AM and PM peak hours. Volumes at 9 of the 15 intersections were obtained by
LLG and volumes at the remaining 6 intersections were obtained from the City of
National City. Appendix A of the traffic report contains the manual count sheets.
Table 3-3 provides the street segment average daily traffic (ADT) volumes and
also indicates the source of the traffic counts. These ADT volumes are included
in Figure 3-2 of the traffic report.
Westside Specific Plan November 2009
3.1-4
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Table 3.1-3. Existing Traffic Volumes
Street Segment
Source
Date
ADT
Plaza Boulevard
Hoover Avenue to National City Boulevard
City of National City
August 2008
4,300
Civic Center Drive
McKinley Avenue to Hoover Avenue
City of National City
August 2008
6,100
Hoover Ave to National City Boulevard
LLG
August 2008
6,900
W. 16th Street
Hoover Avenue to Roosevelt Avenue
LLG
August 2008
2,300
W. 18th Street
Wilson Avenue to Hoover Avenue
LLG
August 2008
3,600
Roosevelt Avenue to National City Boulevard
LLG
August 2008
4,500
W. 22"d Street
Wilson Ave to Harding Avenue
LLG
August 2008
2.400
Bay Marina Drive
Harrison Avenue to I -5
City of National City
February 2008
9,400
Mile -of -Cars Way
I-5 to Wilson Avenue
City of National City
February 2008
19,200
Hoover Avenue to National City Boulevard
City of National City
February 2008
14,200
24th Street
National City Boulevard to Highland Avenue
City of National City
February 2008
9,500
Wilson Avenue
Civic Center Drive to 14th Street
LLG
August 2008
3,200
W. 17`h Street to W. 18th Street
LLG
August 2008
2,800
W. 18th Street to W. 19th Street
LLG
August 2008
1,900
W. 21 s` Street to W. 22"d Street
LLG
August 2008
2,600
Harding Avenue
W. 15th Street to W. 16`h Street
LLG
August 2008
1,800
Coolidge Avenue
W. 12th Street to Civic Center Drive
LLG
August 2008
1,100
W. 15th Street to W. 16th Street
LLG
August 2008
900
Hoover Avenue
Plaza Boulevard to W. 11`h Street
City of National City
April 2008
1,600
Westside Specific Plan
Draft Environmental Impact Report
3.1-5
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
W. 15`h Street to 16th Street
LLG
August 2008
1,200
W. 22nd Street to Mile -of -Cars Avenue
LLG
August 2008
3,000
Roosevelt Avenue r
Plaza Boulevard to W. 11th Street
LLG
August 2008
3,100
W. 15`h Street to W. 16th Street
LLG
August 2008
2,400
National City Boulevard
8th Street to Plaza Boulevard
City of National City
February 2008
12,900
Civic Center Drive to W. 16`h Street
City of National City
February 2008
13,700
18`h Street to Mile -of -Cars Way
City of National City
February 2008
13,300
Mile -of -Cars Way to 30th Street
City of National City
February 2008
14,900
Source: LLG 2009, Appendix B
Existing Traffic Operations
The intersections analyzed in the traffic report, both signalized and unsignalized,
all operate at LOS C or better. This is shown below in Table 3.1-4. The street
segment operations within the study area are all calculated to operate at LOS C or
better. This is shown below in Table 3.1-5.
Table 3.1-4. Existing Intersection Operations
Intersection
Control Type
Peak Hour
Existing
Delay'
LOS b
1. Roosevelt Avenue / 8th Street
Signal
AM
11.0
B
PM
10.4
B
2. Roosevelt Avenue / Plaza Boulevard
Signal
AM
4.8
A
PM
6.3
A
3. National City Boulevard / 8`h Street
Signal
AM
17.1
B
PM
25.3
C
4. National City Boulevard /
Plaza Boulevard
Signal
AM
15.1
B
PM
19.3
B
5. National City Boulevard / W. 12`h Street
Signal
AM
8.7
A
PM
8.8
A
6. National City Boulevard /
Civic Center Drive
Signal
AM
4.7
A
PM
6.1
A
7. National City Boulevard / 16`h Street
Signal
AM
5.0
A
Westside Specific Plan
Draft Environmental Impact Report
3.1-6
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Intersection
Control Type
Peak Hour
Existing
Delay a
LOS b
PM
4.4
A
8. National City Boulevard / 18th Street /
West Avenue
Signal
AM
13.8
B
PM
18.8
B
9. National City Boulevard /
Mile -of -Cars Way
Signal
AM
17.0
B
PM
23.5
C
10. National City Boulevard / 30tb Street
Signal
AM
13.5
B
PM
16.4
B
11. I-5 SB Ramps / Bay Marina Drive
Signal
AM
10.0
B
PM
22.8
C
12. I-5 NB Ramps / Mile -of -Cars Way
Signal
AM
9.9
A
PM
10.0
A
13. Wilson Avenue / Mile -of -Cars Way
Signal
AM
6.5
A
PM
10.1
B
14. Hoover Avenue / Mile -of -Cars Way
Signal
AM
11.8
B
PM
17.3
B
15. Wilson Avenue / W. 18th Street
TWSC`
AM
10.8
B
PM
12.7
B
Notes:
'Average delay per vehicle expressed in seconds.
bLevel of Service.
°TWSC-Two-Way Stop Controlled intersection.
Minor street left turn delay is reported.
Source: LLG 2009
Signalized Unsignalized
Delay LOS Delay LOS
0.0 < 10.0 A 0.0 < 10.0 A
10.1 to 20.0 B 10.1 to 15.0 B
20.1 to 35.0 C 15.1 to 25.0 C
35.1 to 55.0 D 25.1 to 35.0 D
55.1 to 80.0 E 35.1 to 50.0 E
>80.1 F >50.1 F
Table 3.1-5. Existing Street Segment Operations
Street Segment
Existing Roadway
Classification /
Number of Lanes
Capacity
(LOS E)a
ADTb
V/C`
LOSd
Plaza Boulevard r
Hoover Avenue to National City Boulevard
Collector / 4 Lanes
15.000
4.300
0.320
A
Civic Center Drive
Westside Specific Plan
Draft Environmental Impact Report
3.1-7
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Street Segment
Existing Roadway
Classification /
of Lanes
CaP 1t3
(LOSNumber
ADTb
V/C`
LOSd
McKinley Avenue to Hoover Avenue
Collector / 2 Lanes
10,000
6,100
0.610
C
Hoover Avenue to National City Boulevard
Collector / 2 Lanes
10,000
6,900
0.690
C
W. 18th Street
Wilson Avenue to Hoover Avenue
Collector / 2 Lanes
10,000
3,600
0.360
A
Roosevelt Avenue to National City
Boulevard
Collector / 2 Lanes
10,000
4,500
0.450
B
Bay Marina Drive
Harrison Avenue to I -5
Collector / 4 Lanes
15,000
9,400
0.627
C
Mile -of -Cars Way
I-5 to Wilson Avenue
Arterial / 4 Lanes
30,000
19,200
0.640
C
Wilson Avenue to National City Boulevard
Arterial / 4 Lanes
30,000
14,200
0.473
C
24th Street a.
National City Boulevard to Highland Avenue
Arterial / 4 Lanes
30,000
9,500
0.633
A
Wilson Avenue _
Civic Center Drive to W. 18th Street
Collector / 2 Lanes
10,000
3,200
0.320
A
W. 18d' Street to W. 22nd Street
Collector / 2 Lanes
10,000
2,600
0.260
A
National City Boulevard
8th Street to Civic Center Drive
Arterial / 4 Lanes
30,000
12,900
0.430
B
Civic Center Drive to W. 18th Street
Arterial / 4 Lanes
30,000
13,700
0.457
B
18d' Street to Mile -of -Cars Way
Arterial / 4 Lanes
30,000
13,300
0.443
B
Mile -of -Cars Way to 30th Street
Arterial / 4 Lanes
30,000
14,900
0.497
C
Notes
aCapacities based on SANTEC Roadway Classification Table
bAverage Daily Traffic Volumes
`Volume to Capacity
dLevel of Service
Source: LLG 2009, Appendix B
Westside Specific Plan
Draft Environmental Impact Report
3.1-8
November 2009
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Parking
Existing Parking Supply
Curbside parking is permitted on most of the streets within the plan area. Table
3.1-6 summarizes the existing parking supply by street, within the plan area. As
seen in Table 3.1-6, the total available parking is 1,468 spaces with 573 spaces
on the east/west streets and 895 spaces on the north/south streets. Angled
parking spaces are provided on some streets; however, most of the other parking
spaces are unmarked. Parking restrictions on days when there is street sweeping
are posted on most streets. There are four permit parking districts within the plan
area, which are listed below:
District C:
District C includes Hoover Avenue between 9th and 11th Streets. Vehicles not
displaying Area C permits are not permitted to park between 7:00 a.m. and 7:00
p.m. from Monday through Friday.
District D:
District D includes Roosevelt Avenue between 11`h and 12th Streets. Vehicles not
displaying Area D permits are not permitted to park between 7:00 a.m. and 7:00
p.m. from Monday through Friday.
District E:
District E includes Roosevelt Avenue between Civic Center Drive and 14`h
Street. Vehicles not displaying Area E permits are not permitted to park between
7:00 a.m. and 7:00 p.m. from Monday through Friday.
District J:
District J includes Hoover Avenue between 14"' and 15th Streets. Vehicles not
displaying Area J permits are not permitted to park at anytime.
Existing Parking Demand
LLG observed the parking demand on two weekdays and one Saturday during the
AM, Noon, and PM hours. The highest demand of the two weekdays for each
street segment was used to determine the highest weekday demand. Table 3.1-6
summarizes the weekday and Saturday parking demand. As seen in Table 3.1-6,
on the east/west streets, the total observed parking demand was 100% during a
weekday and 69% on Saturday. On the north/south streets, the total observed
parking demand was 88% during a weekday and 60% on Saturday. The overall
Westside Specific Plan November 2009
3.1-9
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
demand for the entire plan area was observed to be 1,414 spaces (or 96%) on a
weekday and 929 spaces (or 63%) on Saturday. Thus, on a weekday, the
available parking is almost fully occupied.
Figure 9-1 of the traffic report depicts the available parking spaces by street
segment. Figure 9-2 depicts the maximum weekday parking demand percentage,
while Figure 9-3 depicts the maximum number or occupied spaces on a weekday.
Figure 9-4 depicts the maximum Saturday parking demand percentage, and
Figure 9-5 depicts the maximum number or occupied spaces on a Saturday.
Table 3.1-6. Existing Parking Demand
Westside Specific Plan Roadways
Total
Supply
Weekday
Saturday
Maximum
Demand
% Demand
Maximum
Demand
% Demand
East/West Streets
Plaza Boulevard
Coolidge Avenue to Hoover Avenue
12
14
100
7
58
Hoover Avenue to Roosevelt Avenue
10
13
100
9
90
Subtotal Plaza Boulevard
22
27
100
16
73
11th Street
Harding Avenue to Coolidge Avenue
12
23
100
17
100
Coolidge Avenue to Hoover Avenue
10
13
100
20
100
Hoover Avenue to Roosevelt Avenue
13
22
100
18
100
Subtotal 11th Street
35
58
100
55
100
W. 12th Street
West of Harding Avenue
18
22
100
16
89
Harding Avenue to Coolidge Avenue
12
14
100
15
100
Coolidge Avenue to Hoover Avenue
14
13
93
8
57
Hoover Avenue to Roosevelt Avenue
11
16
100
15
100
Subtotal W. 12th Street
55
65
100
54
100
Civic Center Drive
Wilson Avenue to Harding Avenue
9
8
89
4
44
Harding Avenue to Coolidge Avenue
10
14
100
10
100
Coolidge Avenue to Hoover Avenue
11
13
100
3
27
Hoover Avenue to Roosevelt Avenue
10
11
100
10
100
Subtotal Civic Center Drive
40
46
100
27
68
Westside Specific Plan
Draft Environmental Impact Report
3.1-10
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Westside Specific Plan Roadways
Total
Supply
Weekday
Saturday
Maximum
Demand
o
�o Demand
Maximum
Demand
% Demand
W. 14th Street
Wilson Avenue to Harding Avenue
16
18
100
2
13
Harding Avenue to Coolidge Avenue
16
16
100
12
75
Coolidge Avenue to Hoover Avenue
14
25
100
16
100
Hoover Avenue to Roosevelt Avenue
15
25
100
28
100
Subtotal W. 14th Street
61
84
100
58
100
W. 15"' Street
Wilson Avenue to Harding Avenue
11
16
100
17
100
Harding Avenue to Coolidge Avenue
14
18
100
12
86
Coolidge Avenue to Hoover Avenue
11
16
100
14
100
Hoover Avenue to Roosevelt Avenue
14
17
100
11
79
Subtotal W, 15th Street
50
67
100
54
100
W. 16th Street
Wilson Avenue to Harding Avenue
16
11
69
9
56
Harding Avenue to Coolidge Avenue
11
16
100
8
73
Coolidge Avenue to Hoover Avenue
12
18
100
6
50
Hoover Avenue to Roosevelt Avenue
14
16
100
9
64
Roosevelt Avenue to National City
Boulevard
12
5
42
8
67
Subtotal W. 16th Street
65
66
100
40
67
W. 17th Street
Wilson Avenue to Harding Avenue
12
12
100
7
55
Harding Avenue to Coolidge Avenue
15
19
100
12
50
Coolidge Avenue to Hoover Avenue
13
15
100
4
31
Subtotal W. 17th Street
40
46
100
23
58
W.18th Street
Wilson Avenue to Harding Avenue
8
7
88
5
63
Harding Avenue to Coolidge Avenue
12
17
100
2
17
Coolidge Avenue to Hoover Avenue
14
19
100
2
14
Hoover Avenue to Roosevelt Avenue
12
11
92
2
17
Westside Specific Plan
Draft Environmental Impact Report
3.1-11
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Westside Specific Plan Roadways
Total
Supply
Weekday
Saturday
Maximum
Demand
o
�o Demand
Maximum
Demand
% Demand
Roosevelt Avenue to National City
Boulevard
9
2
22
1
11
Subtotal W. 18th Street
55
56
100
12
22
W. 19th Street
Wilson Avenue to Harding Avenue
23
13
57
14
61
East of Harding Avenue
41
10
24
10
24
Subtotal W. 19th Street
64
23
36
24
38
W. 20'h Street
Wilson Avenue to Harding Avenue
14
4
29
2
14
Subtotal W. 20th Street
14
4
29
2
14
W. 21" Street
Hoover Avenue to Roosevelt Avenue
11
16
100
6
55
Subtotal W. 21" Street
11
16
100
6
55
W. 221d Street
Wilson Avenue to Hoover Avenue
39
37
95
10
26
Hoover Avenue to Roosevelt Avenue
14
13
93
3
21
Roosevelt Avenue to National City
Boulevard
8
16
100
12
100
Subtotal W. 22°d Street
61
66
100
25
41
Subtotal East/West Streets
573
624
100
396
69
North/South Streets
Wilson Avenue
Civic Center Drive to W. 14th Street
17
14
82
2
12
W. 14th Street to W. 15th Street
15
16
100
4
27
W. 15th Street to W. 16th Street
11
17
100
5
45
W. 16th Street to W. 17th Street
18
6
33
5
28
W. 17y Street to W. 18th Street
16
9
56
10
63
W. 18y Street to W. 19th Street
17
16
94
12
71
W. 19y Street to W. 20th Street
17
10
59
11
65
W. 20y Street to W. 22°d Street
26
26
100
16
62
Westside Specific Plan
Draft Environmental Impact Report
3.1-12
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Westside Specific Plan Roadways
Total
Supply
Weekday
Saturday
Maximum
Demand
% Demand
Maximum
Demand
% Demand
W. 22nd Street to Mile -of -Cars Way
26
14
54
0
0
Subtotal Wilson Avenue
163
128
79
65
40
Harding Avenue
11th Street to 12th Street
14
18
100
15
100
12th Street to Civic Center Drive
15
18
100
19
100
Civic Center Dr to W. 14th Street
21
16
76
5
24
W. 14th Street to W. 15th Street
22
18
82
15
68
W. 15th Street to W. 16th Street
18
8
44
7
39
W. 16th Street to W. 17th Street
22
7
32
4
18
W. 17th Street to W. 18th Street
17
13
76
12
71
W. 18th Street to W. 19th Street
20
21
100
9
45
W. 19th Street to W. 20th Street
19
9
47
15
79
Subtotal Harding Avenue
168
128
76
101
60
Coolidge Avenue
Plaza Boulevard to 11th Street
14
22
100
8
57
11th Street to 12th Street
14
18
100
7
50
12th Street to Civic Center Drive
18
15
83
17
94
Civic Center Drive to W. 14th Street
17
14
82
9
53
W. 14th Street to W. 15th Street
18
16
89
12
67
W. 15th Street to W. 16th Street
13
13
100
8
62
W. 16th Street to W. 17th Street
16
12
75
12
75
W. 17th Street to W. 18th Street
16
10
63
12
75
Subtotal Coolidge Avenue
126
120
95
85
67
Hoover Avenue
Plaza Boulevard to 11th Street
15
7
47
8
53
11th Street to 12th Street
19
22
100
5
26
12th Street to Civic Center Drive
18
11
61
8
44
Civic Center Drive to W. 14th Street
18
20
100
20
100
W. 14th Street to W. 15th Street
20
14
70
12
60
W. 15th Street to W. 16th Street
11
15
100
12
100
Westside Specific Plan
Draft Environmental Impact Report
3.1-13
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Westside Specific Plan Roadways
Total
Supply
Weekday
Saturday
Maximum
Demand
% Demand
Maximum
Demand
% Demand
W. 16th Street to W. 17th Street
26
23
88
13
50
W. 17th Street to W. 18th Street
15
17
100
11
73
W. 18th Street to Paradise Creek
11
11
100
12
100
Paradise Creek to W. 21st Street
32
32
100
32
100
W. 21st Street to W. 22n1 Street
11
11
100
1
9
W. 22" d Street to Mile -of -Cars Way
24
7
29
8
33
Subtotal Hoover Avenue
220
190
86
142
65
Roosevelt Avenue
Plaza Boulevard to 11th Street
16
12
75
15
94
1 lth Street to 12th Street
14
26
100
17
100
12th Street to Civic Center Drive
6
7
100
3
50
Civic Center Drive to W. 14th Street
18
16
89
6
33
W. 14th Street to W. 15th Street
21
15
71
10
48
W. 15th Street to W. 16th Street
15
17
100
17
100
Paradise Creek to W. 18th Street
6
17
100
12
100
W. 18th Street to 21st Street
82
71
87
32
39
W. 21st Street to W. 22°1 Street
8
22
100
12
100
Subtotal Roosevelt Avenue
186
203
100
124
100
West Avenue
16th Street to National City Boulevard
32
21
66
16
SO
Subtotal Roosevelt Avenue
32
21
66
16
50
Subtotal North/South Streets
895
790
88
533
60
Westside Specific Plan Area
1,468
1,414
96
929
63
Westside Specific Plan
Draft Environmental Impact Report
3.1-14
November 2009
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Regulatory Setting
State
California Department of Transportation (Caltrans)
Transportation analysis in the State of California is guided by policies and
standards set at the state level by the California Department of Transportation
(Caltrans) and the local jurisdictions. The proposed project is within the City's
jurisdiction and, therefore, subject to adopted City transportation policies and
guidelines, which are consistent with Caltrans policies and standards (Caltrans
2009).
Trade Corridor Improvement Fund
The Highway Safety, Traffic Reduction, Air Quality, and Port Security Bond Act
of 2006, approved by the voters as Proposition 1B on November 7, 2006,
includes $2 billion, available to the California Transportation Commission upon
appropriation in the annual Budget Bill by the Legislature and subject to such
conditions and criteria as the Legislature may provide by statute, for
infrastructure improvements along federally designated "Trade Corridors of
National Significance" in this state or along other corridors within this state that
have a high volume of freight movement. The Commission is to consult the
Trade Infrastructure and Goods Movement Plan, trade infrastructure and goods
movement plans adopted by regional transportation planning agencies, regional
transportation plans, and the Cal-MITSAC Statewide Port Master Plan.
Under Proposition 1B, eligible projects may include, but are not limited to:
• highway capacity improvements,
• freight rail system improvements,
• port capacity and efficiency projects,
• truck corridor improvements,
• improvements that maximize state access to federal border infrastructure
funds, and
• airport ground access improvements.
The City of National City, in a joint effort with Caltrans, City of San Diego, San
Diego Unified Port District, and the Naval Base, San Diego, has two traffic
corridors slated for improvement in 2012. The intersection at Bay Marina Drive
and I-5 is planned and funded as is the intersection at Civic Center Drive and I-5.
Westside Specific Plan November 2009
3.1-15
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Local
Table 3.1-7 lists the projects with construction start and end dates as well as
project cost and TCIF funding.
Table 3.1-7. Trade Corridor Improvement Fund Projects Identified in the Plan
Area
Nominated By
Project Title
Construction
Start
Construction
End
SANDAG/
Port of San Diego
Bay Marina Drive at I-5
At -Grade Improvements
June 2012
November
2013
SANDAG/
Port of San Diego
Civic Center Drive at
Harbor Drive and I-5
At -Grade Improvements
June 2012
November
2013
Source: TCIF Amendment Program, March 2009,
http://www.catc.ca.gov/programs/tcif.htm (accessed September 8, 2009).
National City, General Plan
The General Plan is primarily a policy document that sets goals and policies
concerning the community and gives direction to growth and development (City
of National City 2005). Goals and polices related to transportation and parking
within the City are included in the Public Services and Facilities Element of the
General Plan, as discussed below.
Transportation and Circulation
The purpose of the Transportation and Circulation policies of the Public Services
and Facilities Element is to establish a basic framework of proposed policies to
meet the needs of National City's residents, and to support the implementation of
other General Plan objectives. Transportation and circulation polices related to
the transportation system of the plan area applicable to the proposed project
include:
M. Traffic circulation improvements which minimize land acquisition and
major construction, such as better signalization and road markings, and
more left turn restrictions, will be encouraged.
N. The City will work with Caltrans, SANDAG, MTBD and other
responsible agencies to identify, plan and implement needed
transportation improvements.
Westside Specific Plan November 2009
3.1-16
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
P. The City will promote better transit services and encourage closer
integration among the various transit systems, to provide convenient
access to residential, employment and shopping areas of National City.
Q•
The City will promote local bicycle usage and safety through public and
private education and development activities.
U. All transportation planning will recognize the priority for protecting the
quality of life in National City's neighborhoods, and for minimizing any
impact on schools, hospitals, rest homes and other sensitive facilities.
National City Land Use Code
Chapter 18 of the National City Municipal Code (referred to as the National City
Land Use Code, or NCLUC) sets forth the specific use and development
regulations for properties within the City (National City 2009a). These
regulations address the types of uses permitted in particular zones, minimum lot
sizes, height restrictions, building setbacks, parking requirements, wall heights,
sign criteria, and other standards. The Planning Division reviews all submitted
plans and then endorses if it determines that the project is consistent with the
NCLUC regulations. The National City parking stan ards are included in
Chapter 18.58 of the Municipal Code (National City 2009a).
Impact Analysis
Methodology
Signalized Intersections
For signalized intersections, LOS criteria are stated in terms of the average
control delay per vehicle for a 15-minute analysis period. Control delay includes
initial deceleration delay, queue move -up time, stopped delay, and final
acceleration delay. Table 3.1-8 summarizes the delay thresholds for signalized
intersections.
Table 3.1-8. Level of Service Thresholds for Signalized Intersections
Average Control Delay Per
Vehicle (Seconds/Vehicle)
Level of Service
0.0
<
10.0
A
10.1
to
20.0
B
21.1
to
35.0
C
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Draft Environmental Impact Report
3.1-17
November 2009
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
35.1
to
55.0
D
55.1
to
80.0
E
>
80.0
F
Unsignalized Intersections
For unsignalized intersections, LOS is determined by the computed or measured
control delay and is defined for each minor movement. Level of service is not
defined for the intersection as a whole. Table 3.1-9 depicts the criteria, which are
based on the average control delay for any particular minor movement.
Table 3.1-9. Level of Service Thresholds for Unsignalized Intersections
Average Control Delay
Per Vehicle (Seconds/Vehicle)
LOS
Expected Delay to Minor Street
Traffic
0.0
<
10.0
A
Little or no delay
10.1
to
15.0
B
Short traffic delays
15.1
to
25.0
C
Average traffic delays
25.1
to
35.0
D
Long traffic delays
35.1
to
50.0
E
Very long traffic delays
>
50.0
F
Severe congestion
Roadway Segments
Roadway segments were analyzed based upon the comparison of ADT to the San
Diego Regional Traffic Engineers Council (SANTEC) Roadway Classifications,
LOS and ADT table (Table 3.1-10). This table provides segment capacities for
different street classifications, based on traffic volumes and roadway
characteristics. Segment analysis is a comparison of ADT volumes and an
approximate daily capacity on the subject roadway. The Highway Capacity
Manual (HCM) indicates that segment analysis should be conducted on a peak
hour basis. The daily segment analysis included in this report is for
informational purposes, and peak hour intersection analysis is used to determine
any significant impacts. If the intersections on either end of the subject segment
are calculated to operate at an acceptable level of service, the segment impact is
considered not significant.
Table 3.1-10. SANTEC Roadway Classifications, Levels of Service, and Average Daily Traffic
Westside Specific Plan November 2009
3.1-18
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Street
Classification
Lanes
Cross Sections'
(Approx.)
Level of Service W/ADT b
A
B
C
D
E
Expressway
6 lanes
102-160/122-200
30,000
42,000
60,000
70,000
80,000
Prime Arterial
6 lanes
102-108/122-128
25,000
35,000
50,000
55,000
60,000
Major Arterial
6 lanes
102/122
20,000
28,000
40,000
45,000
50,000
Major Arterial
4 lanes
78-82/98-102
15,000
21,000
30,000
35,000
40,000
Secondary Arterial
/ Collector
4 lanes
64-72/84-92
10,000
14,000
20,000
25,000
30,000
Collector
(no Center lane)
4 lanes
64/84
5,000
7,000
13,000
15,000
(continuous left-
turn lane)
2 lanes
50/70
10,000
Collector
(no fronting
property)
2 lanes
40/60
4,000
5,500
7,500
9,000
10,000
Collector
(commercial-
industrial fronting)
2 lanes
50/70
2,500
3,500
5,000
6,500
8,000
Collector
(multi -family)
2 lanes
40/60
2,500
3,500
5,000
6,500
8,000
Sub -Collector
(single-family)
2 lanes
36/56
2,200
-
a Curb to curb width (feet)/right of way (feet): based on the City of San Diego Street Design Manual and other jurisdictions
within the San Diego region.
b Approximate recommended ADT based on City of San Diego Street Design Manual
Notes:
The volumes and the average daily level of service listed above are only intended as a general planning guideline.
Levels of service are not applied to residential streets since their primary purpose is to serve abutting lots, not carry through
traffic. Levels of service normally apply to roads carrying through traffic between major trip generators and attractors.
Thresholds of Significance
Criteria for determining the significance of impacts related to traffic, circulation,
and parking were based on the environmental checklist form in Appendix G of
the State CEQA Guidelines (14 CCR 15000 et seq.) and SANTEC guidelines.
The SANTEC guidelines state that a project is considered to have a significant
Westside Specific Plan
Draft Environmental Impact Report
3.1-19
November 2009
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
impact if the new project traffic has decreased the operations of surrounding
roadways by a defined threshold. The defined thresholds for roadway segments
and intersections are defined in Table 3.1-11 below.
Table 3.1-11. Traffic Impact Significance Thresholds
LOS
with Project
Allowable Increase Due to Project Impacts
Freeways
Roadway
Segments
Intersections
Ramp
Metering
V/C'
Speed
(mph)''
V/C
Speed
(mph)
Delay
(sec) `
Delay
(min)
D, E, and F
(or ramp meter
delays
above 15
minutes)
0.01
1
0.02
1
2
2
Notes:
a V/C = Volume to Capacity Ratio
b Speed = Arterial speed measured in miles per hour
`Delay = Average stopped delay per vehicle measured in seconds for intersections, or minutes for ramp
meters.
Source: LLG 2009, Appendix B
An impact related to traffic, circulation, and parking is considered significant if it
would result in any of the conditions listed below.
TR-1: Cause an increase in traffic which is substantial in relation to the
existing traffic load and capacity of the street system (i.e., result in a
substantial increase in either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at intersections);
TR-2: Exceed, either individually or cumulatively, a level of service standard
established by the county congestion management agency for
designated roads or highways;
TR-3: Result in a change in air traffic patterns, including either an increase in
traffic levels or a change in location that results in substantial safety
risks;
TR-4: Substantially increase hazards due to a design feature (e.g., sharp
curves or dangerous intersections) or incompatible uses (e.g., farm
equipment);
TR-5: Result in inadequate emergency access;
TR-6: Result in inadequate parking capacity; or
Westside Specific Plan November 2009
3.1-20
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
TR-7: Conflict with adopted policies, plans, or programs supporting
alternative transportation (e.g., bus turnouts, bicycle racks).
Project Trip Generation
The trip generation rates for the proposed land uses were obtained from
SANDAG's Brief Guide of Vehicular Traffic Generation Rates for the San Diego
Region (April 2002). The Westside Specific Plan Area was divided into Traffic
Analysis Zones (TAZ) depicted in Figure 7-1 of the TIA (Appendix B). Transit
use and mixed -use were applied to determine reductions in the net trip
generation. The trip generation was conducted by the TAZ as shown below in
Table 3.1-12. The trip generation of each proposed land use is described below:
TAZ 101: The total traffic generated by the land uses proposed within TAZ 101
is estimated to be 12,920 ADT with 1,213 trips (965 inbound / 248 outbound)
during the AM peak hour and 1,582 trips (543 inbound / 1,039 outbound) during
the PM peak hour.
TAZ 102: The total traffic generated by the land uses proposed within TAZ 102
is estimated to be 7,700 ADT with 692 trips (452 inbound / 240 outbound) during
the AM peak hour and 882 trips (382 inbound / 500 outbound) during the PM
peak hour.
TAZ 103: The total traffic generated by the land uses proposed within TAZ 103
is estimated to be 7,250 ADT with 657 trips (441 inbound / 216 outbound) during
the AM peak hour and 833 trips (342 inbound / 491 outbound) during the PM
peak hour.
TAZ 104: The total traffic generated by the land uses proposed within TAZ 104
is estimated to be 29,720 ADT with 2,619 trips (1,982 inbound / 634 outbound)
during the AM peak hour and 3,520 trips (1,301 inbound / 2,219 outbound)
during the PM peak hour.
TAZ 105: The total traffic generated by the land uses proposed within TAZ 105
is estimated to be 13,330 ADT with 1,129 trips (822 inbound / 307 outbound)
during the AM peak hour and 1,547 trips (601 inbound / 946 outbound) during
the PM peak hour.
Entire Westside Specific Plan: The total traffic generated by the Proposed
Westside specific Plan is estimated to be 70,920 ADT with 6,310 trips
(4,662 inbound / 1,648 outbound) during the AM peak hour and 8,364 trips
(3,169 inbound / 5,195 outbound) during the PM peak hour. This includes the
existing traffic generated currently from the Westside Specific Plan Area, which
is, 33,905 ADT with 3,000 trips (2,293 inbound / 707 outbound) during the AM
peak hour and 3,662 trips (1,301 inbound / 2,362 outbound) during the PM peak
hour.
Westside Specific Plan November 2009
3.1-21
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Therefore, the Westside Specific Plan Area is estimated to generate an additional
37,015 ADT with 3,310 trips (2,369 inbound / 941 outbound) during the AM
peak hour and 4,972 trips (1,868 inbound / 2,833 outbound) during the PM peak
hour.
Westside Specific Plan November 2009
3.1-22
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City
Table 3.1-12. Proposed Project Trip Generation
3.1 Traffic, Circulation, and Parking
Land Lse
Quantity
Daily Trip Ends (ADT) a
AM Peak Hour
PM Peak Hour
% of
ADT
In:Out
Split
Volume
% of
ADT
In:Out
Split
Volume
Rate
Volume
In
Out
Total
In
Out
Total
TAZ 101
Single -Family
20 DUb
10/DU
200
8
30
5
11
16
10
70
14
6
20
Multi -Family
137 DU
6/DU
820
8
20
13
53
66
9
70
52
22
74
Retail
148,689 SF
40/KSF°
5,950
4
60
143
95
238
10
50
298
297
595
Office
297,378 SF
20/KSF
5,950
15
90
804
89
893
15
20
179
714
893
Total TAZ 101
12,920
965
248
1,213
543
1,039
1,582
TAZ 102
11 A
Single -Family
141 DU
10/DU
1,410
8
30
34
79
113
10
70
99
42
141
Multi -Family
218 DU
6/DU
1,310
8
20
21
84
105
9
70
83
35
118
Retail
62,152 SF
40/KSF
2,490
4
60
60
40
100
10
50
125
124
249
Office
124,305 SF
20/KSF
2,490
15
90
337
37
374
15
20
75
299
374
Total TAZ 102
7,700
452
240
692
382
500
882
TAZ 103
Single -Family
27 DU
10/DU
270
8
30
7
15
22
10
70
19
8
27
Multi -Family
317 DU
6/DU
1,900
8
20
30
122
152
9
70
120
51
171
Retail
63,386 SF
40/KSF
2,540
4
60
61
41
102
10
50
127
127
254
Office
126,771 SF
20/KSF
2,540
15
90
343
38
381
15
20
76
305
381
Total TAZ 103
7,250
441
216
657
342
491
833
TAZ 104 1-
Single-Family
17 DU
10/DU
170
8
30:70
4
10
14
10
70:30
12
5
17
5% Reduction for Transit
(10)
0
(1)
(1)
(1)
0
(1)
Net Single -Family
160
4
9
13
11
5
16
Westside Specific Plan
Draft Environmental Impact Report
3.1-23
November 2009
ICFJ&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Land Use
Quantity
Daily Trip Ends (ADT) a
AM Peak Hour
PM Peak Hour
of
ADT
In:Out
Split
Volume
% of
ADT
In:Out
Split
Volume
Rate
Volume
In
Out
Total
In
Out
Total
Multi -Family
612 DU
6/DU
3,670
8
20:80
59
235
294
9
70:30
231
99
330
5% Reduction for Transit
(180)
(3)
(12)
(15)
(12)
(5)
(17)
Net Multi -Family -Family
3,490
56
223
279
219
94
313
Retail
423,3000
SF
40/KSF
16,930
4
60:40
406
271
677
10
50:50
847
846
1,693
5% Reduction for Transit and
10% Mixed Use
(2,540)
(61)
(41)
(102)
(127)
(
127)
(254)
Net Retail
14,390
345
230
575
720
719
1,439
Office
614,400 SF
20/KSF
12,290
15
90:10
1,660
184
1,844
15
20:80
369
1,475
1,844
5% Reduction for Transit
(610)
(83)
(9)
(92)
(18)
(74)
(92)
Net Office
11,680
1,577
175
1,752
351
1,401
1,752
Total TAZ 104
29,720
1,982
637
2,619
1,301
2,219
3,520
TAZ 105
Multi -Family
358 DU
6/DU
2,150
8
20:80
34
138
172
9
70:30
136
58
194
5% Reduction for Transit
(110)
(2)
(7)
(9)
(7)
(3)
(10)
Net Multi -Family -Family
2,040
32
131
163
129
55
184
Retail
194,760 SF
40/KSF
7,790
4
60:40
187
125
312
10
50:50
390
389
779
5% Reduction for Transit and
10% Mixed Use
(1,170)
(28)
(19)
(47)
(59)
(58)
(117)
Net Retail
6,620
159
106
265
331
331
662
Office
246,077 SF
20/KSF
4,920
15
90:10
664
74
738
15
20:80
148
590
738
5% Reduction for Transit
(250)
(33)
(4)
(37)
(7)
(30)
(37)
Net Office
4,670
631
70
701
141
560
701
Westside Specific Plan
Draft Environmental Impact Report
3.1-24
November 2009
ICF J&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Land Use
Quantity
Daily Trip Ends (ADT) a
AM Peak Hour
PM Peak Hour
of
ADT
In:Out
Split
Volume
% of
ADT
In:Out
Split
Volume
Rate
Volume
In
Out
Total
In
Out
Total
Total TAZ 105
13,330
822
307
1,129
601
946
1,547
Total Westside Specific Plan
70,920 `'
4,662
1,648
6,310
3,169
5,195
8,364
a Trip Ends are one-way traffic movement, either entering or leaving.
b DU = dwelling units
KSF = 1,000 square feet
d The total ADTs generated by the plan area is 70,920. However, the net increase in ADTs by the proposed project is 37,015 with the existing plan area traffic taken into
consideration.
Source: LLG 2009, Appendix G
Long -Term (Year 2030) Operations
Year 2030 volumes without the proposed project land uses were obtained from SANDAG's current Series 11 model.
Year 2030 volumes obtained from the model that were less than the existing volumes were adjusted to be at least equal to
existing volumes. Modifications to the proposed land use changes and cumulative projects located within the TAZ zones
were included in the Year 2030 model as well. Cumulative projects are shown on Figure 8-2 of the traffic report. Table
3.1-13 below depicts Year 2030 intersection operations with and without implementation of the project. Additionally,
Table 3.1-14 below depicts Year 2030 segment operations with and without the proposed project. Finally, Table 3.1-15
depicts Year 2030 freeway mainline segment operations with and without the proposed project.
Westside Specific Plan
Draft Environmental Impact Report 3.1-25
November 2009
ICF J&S 440.08
City of National City
Table 3.1-13. Year 2030 Intersection Analysis
3.1 Traffic, Circulation, and Parking
Intersection
Peak Hour
Year 2030 Without
Proposed Specific Plan
p p ec
Year 2030 With
Proposed Specific
Planb
4
Delay
Delay a
LOS
Delay
LOS
1. Roosevelt Avenue / 8th Street
AM
16.7
B
20.5
C
3.8
PM
15.7
B
21.8
C
6.1
2. Roosevelt Avenue / Plaza Boulevard
AM
4.6
A
5.9
A
1.3
PM
9.7
A
21.0
C
11.3
3. National City Boulevard / 8th Street
AM
19.2
B
20.0
C
0.8
PM
26.9
C
27.9
C
1.0
4. National City Boulevard / Plaza Boulevard
AM
22.6
C
28.5
C
5.9
PM
42.7
D
50.2
D
7.5
5. National City Boulevard / W. 12th Street
AM
9.9
A
11.6
B
1.7
PM
9.6
A
10.3
B
0.7
6. National City Boulevard / Civic Center Drive
AM
6.2
A
7.5
A
1.3
PM
6.9
A
7.4
A
0.5
7. National City Boulevard / 16th Street
AM
5.2
A
6.0
A
0.8
PM
5.3
A
6.0
A
0.7
8. National City Boulevard / 18th Street / West Avenue`
AM
8.4
A
13.8
B
5.4
PM
11.0
B
22.7
C
11.7
9. National City Boulevard / Mile -of -Cars Way
AM
24.2
C
26.9
C
2.7
PM
29.7
C
41.0
D
11.3
Westside Specific Plan
Draft Environmental Impact Report
3.1-26
November 2009
ICF J&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Intersection
Peak Hour
Year 2030 Without
Proposed Specific Plan
p p ec
Year 2030 With
Proposed Specific
Planb
A
Delay
Delay a
LOS
Delay
LOS
10. National City Boulevard / 30th Street
AM
16.1
B
18.8
B
2.7
PM
18.8
B
21.4
C
2.6
11. I-5 SB Ramps / Bay Marina Drive
AM
13.7
B
17.6
B
3.9
PM
67.5
E
97.5
F
30.0
12. I-5 NB Ramps / Mile -of -Cars Way
AM
23.9
C
63.4
E
39.5
PM
23.7
C
38.5
D
1.0
13. Wilson Avenue / Mile -of -Cars Way
AM
6.8
A
14.4
B
31.7
PM
13.2
B
20.8
C
9.1
14. Hoover Avenue / Mile -of -Cars Way
AM
17.2
B
23.2
C
4.3
PM
20.4
C
35.6
D
13.9
15. Wilson Avenue / W. 18th Street
AM
11.1
B
>100.0
F
>100.0
PM
13.7
B
>100.0
F
>100.0
Notes:
a Average delay per vehicle expressed in seconds.
b Before TCIF Improvements are considered.
The National City Boulevard/18th Street/West Avenue intersection is currently a 5-legged intersection. However in Year 2030, with the removal of the 5th leg (West Avenue),
this intersection will be a 4-legged intersection.
Bolded Delay and LOS represent potentially significant impacts.
Source: LLG 2009, Appendix B
Westside Specific Plan
Draft Environmental Impact Report
3.1-27
November 2009
ICF J&S 440.08
City of National City
Table 3.1-14. Year 2030 Segment Analysis
3.1 Traffic, Circulation, and Parking
Street Segment
Existing
Roadway
Classification /
Number of
Lanes
LOS E
Capacity
Year 2030 Without Proposed
Westside Specific Plan
Year 2030 with
Proposed Westside
Specific Plan
A
V/C`
Significant
Impact
ADT b
V/C a
LOS d
ADT b
V/C c
LOS d
Plaza Boulevard
Hoover Avenue to
National City Boulevard
Collector / 4
20,000
10,000
0.500
B
13,330
0.665
C
0.165
No
Civic Center Drive
McKinley Avenue to
Hoover Avenue
Collector / 2
10,000
6,800
0.680
C
15,800
1.580
F
0.900
Noe
Hoover Avenue to
National City Boulevard
Collector / 2
10,000
7,700
0.770
D
10,200
1.020
F
0.250
Noe
W. 18th Street
Wilson Avenue to
\Hoover Avenue
Collector / 2
10,000
4,000
0.400
A
13,500
1.350
F
0.950
Noe
Roosevelt Avenue to
National City Boulevard
Collector / 2
10,000
5,000
0.500
B
11,700
1.170
F
0.670
Noe
Bay Marina Drive
Harrison Avenue to I -5
Arterial / 4
30,000
20,500
0.683
D
23,000
0.767
D
0.083
No
Mile -of -Cars Way
I-5 to Wilson Avenue
Arterial / 4
30,000
29,500
0.983
E
39,400
1.313
F
0.330
Noe
Wilson Avenue to
National City Boulevard
Arterial / 4
30,000
20,700
0.690
D
27,800
0.833
D
0.143
No
24th Street
National City Boulevard
Arterial / 4
30,000
10,500
0.350
B
12,500
0.417
B
0.067
No
Westside Specific Plan
Draft Environmental Impact Report
3.1-28
November 2009
ICF J&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Street Segment
to Highland Avenue
Existing
Roadway
Classification /
Number of
Lanes
LOS E
Capacity
Year 2030 Without Proposed
Westside Specific Plan
Year 2030 with
Proposed Westside
Specific Plan
A
V/C
Significant
Impact
ADT b
V/C `
LOS d
ADT b
V/C `
LOS d
Wilson Avenue
Civic Center Drive to
W. 18d' Street
Collector / 2
10,000
3,100
0.310
A
12,700
1.270
F
0.960
No'
W. 18th Street to
W. 22°1 Street
Collector / 2
10,000
5,000
0.500
B
11,400
1.140
F
0.640
No'
National City Boulevard
8th Street to
Civic Center Drive
Arterial / 4
30,000
12.900
0.430
C
17,000
0.567
C
0.060
No
Civic Center Drive to
W. 18d' Street
Arterial / 4
30,000
13,700
0.457
C
16,900
0.607
C
0.100
No
18"' Street to
Mile -of -Cars Way
Arterial / 4
30,000
13,300
0.443
C
22,400
0.747
D
0.203
No
Mile -of -Cars Way to
30th Street
Arterial / 4
30,000
14,900
0.497
C
23,300
0.777
D
0.140
No
'Capacities based on SANTEC Roadway Classification Table
"Average Daily Traffic Volumes
'Volume to Capacity
"Level of Service
e If the intersections on either end of the subject segment are calculated to operate at an acceptable level of service, the segment impact would not be significant.
General Notes
BOLD indicates LOS E or worse conditions.
Source: LLG 2009, Appendix B
Westside Specific Plan
Draft Environmental Impact Report
3.1-29
November 2009
ICF J&S 440.08
City of National City
Table 3.1-15. Freeway Mainline Analysis Without and With Project
3.1 Traffic, Circulation, and Parking
Freeway
Segment
Direction
Year 2030 Without Project
Year 2030 With Project
V/C
ADT
Peak Hour
Volume
V/C
LOS
ADT
Peak Hour
Volume
V/C
LOS
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Interstate 5
North of Civic
Center263,900
Drive
NB
12,752
8,439
1.386
0.917
F(2)
D
273,600
13,221
8,749
1.437
0.951
F(2)
E
0.051
0.034
SB
3,998
13,840
0.435
1.504
B
F(3)
4,145
14,348
0.451
1.560
B
F(3)
0.016
0.055
Civic Center
Drive to 24th
Street
NB
268,300
12,965
8,580
1.158
0.766
F(0)
C
271,800
13,134
8,692
1.173
0.776
F(0)
C
0.015
0.010
SB
4,065
14,070
0.363
1.256
A
F(1)
4,118
14,254
0.368
1.273
A
F(1)
0.005
0.016
246 Street to
SR 54
NB
270,500
13,551
8,365
1.210
0.747
F(0)
C
279,200
13,987
8,634
1.249
0.771
F(0)
C
0.039
0.024
SB
5,213
14,471
0.465
1.292
B
F(1)
5,380
14,937
0.480
1.334
B
F(1)
0.015
0.042
LOS
A
B
C
D
E
F(0)
F(1)
F(2)
F(3)
V/C
<0.41
0.62
0.8
0.92
1
1.25
1.35
1.45
>1.46
Westside Specific Plan
Draft Environmental Impact Report 3.1-30
November 2009
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Impacts and Mitigation Measures
Threshold TR-1: Would the proposed project cause an
increase in traffic which is substantial in relation to the
existing traffic load and capacity of the street system (i.e.,
result in a substantial increase in either the number of vehicle
trips, the volume to capacity ratio on roads, or congestion at
intersections)?
Existing land uses in the plan area currently generate a total of approximately
33,905 ADTs with 2,999 trips (2,239 inbound/707 outbound) during the AM
peak hour and 3,662 trips (1,301 inbound/2,363 outbound) during the PM peak
hour. The traffic analysis applied both transit and mixed -use rates to calculate
the reduction in net trip generation. As shown in Table 3.1-12, the proposed
project is estimated to generate an additional 37,920 ADTs with 3,310 trips
(2,369 inbound / 941 outbound) during the AM peak hour and 4,972 trips (1,868
inbound / 2,833 outbound) during the PM peak hour to be distributed throughout
the plan area roadway segments.
The TIA analyzed long-term (Year 2030) traffic impacts to the plan area both
with and without implementation of the proposed project. Two network changes
would occur within the plan area by the Year 2030. These changes include:
• Removal of the fifth leg (West Avenue) at the National City Boulevard/18th
Street intersection. In the Year 2030 analysis, this intersection is analyzed as
a four -leg signalized intersection.
• Only one-way northbound travel is currently possible on a section of Wilson
Avenue immediately south of 22nd Street. This section will be widened to
provide two-way travel by year 2030.
Moreover, as discussed in the Regulatory Setting above, the Trade Corridor
Improvement Fund (TCIF) project is a joint effort between Caltrans, the City of
National City, the City of San Diego, the San Diego Unified Port District, and the
Naval Base, San Diego. This project includes capital improvements to the I-
5/Civic Center Drive and the I-5Bay Marina Drive interchanges, which would
add an exclusive right -turn lane and a second eastbound left -turn lane at the I-
5/Southbound Ramp intersection and a second westbound left -turn lane at the I-
5/Northbound Ramp intersection. These improvements are slated to begin in
2011 with a completion date of 2012.
Year 2030 Intersection Analysis
The proposed project would result in an additional 37,015 ADT, which would be
distributed throughout the plan area. Table 3.1-13 above shows that all
Westside Specific Plan November 2009
3.1-31
Draft Environmental Impact Report
ICFJ&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
signalized and unsignalized intersections would operate at LOS D or better in the
Year 2030 after implementation of the proposed plan, with the exception of the
following:
• I-5 SB Ramps/Bay Marina Drive—LOS E during PM peak hour
• I-5 NB Ramps/Mile-of-Cars Way—LOS F during AM peak hour
• Wilson Avenue/W. 18th Street—LOS F during AM and PM peak hours
Intersections after TCIF Improvements
After implementation of the planned TCIF improvements, impacts on
intersections would be reduced to a level less than significant. Table 3.1-16 lists
the affected intersections before and after implementation of the approved and
funded TCIF improvements.
Table 3.1-16. Year 2030 Intersection Impacts after Implementation of TCIF Projects
Intersection
Peak
Hour
Year 2030 With
Proposed Specific
Plan Land Uses
With TCIF Improvements
Incorporated
Delay a
LOS b
Delay
LOS
I-5 SB Ramps/Bay Marina Drive
AM
23.3
C
N/A
N/A
PM
97.5
F
50.8
D
I-5 NB Ramps/Mile-of-Cars Way
AM
63.4
E
32.8
C
PM
47.4
D
N/A
N/A
Wilson Avenue/W. 18th Street
AM
>100.0
F
20.7
C
PM
>100.0
F
29.1
C
Notes:
a Average delay per vehicle expressed in seconds.
b Level of Service.
Source: LLG 2009, Appendix B
I-5 SB Ramps/Bay Marina Drive
The TCIF project would include the installation of a second westbound left -turn
lane and an exclusive eastbound right -turn lane. With the implementation of
these planned improvements, this impact would be reduced to a level less than
significant.
I-5 NB Ramps/Mile-of-Cars Way
The TCIF project would include the installation of a second eastbound left -turn
lane and an exclusive westbound right -turn lane. With the implementation of
these planned improvements, this impact would be reduced to a level less than
significant.
Westside Specific Plan
Draft Environmental Impact Report
3.1-32
November 2009
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Wilson Avenue/Mile-of-Cars Way
The TCIF project would include the installation of a second eastbound left -turn
lane and a second northbound receiving lane for a distance of approximately 250
feet on Wilson Avenue and exclusive northbound and southbound left -turn lanes.
With the implementation of these planned improvements, this impact would be
reduced to a level less than significant.
Wilson Avenue/W. 18t'' Street
The TCIF project would include exclusive left -turn lanes in the eastbound and
westbound directions and installing a traffic signal at this intersection. With the
implementation of these planned improvements, this impact would be reduced to
a level less than significant.
Year 2030 Segment Analysis
As explained in the segment methodology above, the segment analysis is a
comparison of ADT volumes to the approximate daily capacity on the subject
roadway. The HCM indicates that segment analysis should be conducted on a
peak hour basis. The daily segment analysis included here is for informational
purposes, and peak hour intersection analysis is used to determine any significant
impacts. If the intersections on either end of the subject segment are calculated
to operate at an acceptable level of service, the segment impact would not be
significant.
Without the proposed project, the following street segment would fail:
• Mile -of -Cars Way—I-5 to Wilson Avenue (LOS E)
Implementation of the proposed project would result in additional failing
segments. However, for the following segments, intersections on each end would
operate at acceptable levels of service and would therefore not be significant
under the project:
• Civic Center Drive —McKinley Avenue to Hoover Ave (LOS F)
• Civic Center Drive —Hoover Avenue to National City Boulevard (LOS F)
• W. 18th Street —Wilson Avenue to Hoover Avenue (LOS F)
• W. 18th Street —Roosevelt Avenue to National City Boulevard (LOS F)
• Mile -of -Cars Way—I-5 to Wilson Avenue (LOS F)
• Wilson Avenue Civic Center Drive to W. 18`h Street (LOS F)
• Wilson Avenue—W. 18th Street to W. 22°a Street (LOS F)
Westside Specific Plan November 2009
3.1-33
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Segments after TCIF Improvements
Bay Marina Drive —Harrison Avenue to I-5
With the implementation of the planned improvements at the I-5 Southbound
Ramps/Bay Marina Drive intersection and the coordination of all signals in this
corridor from the I-5 Southbound Ramps to National City Boulevard, this
segment is estimated to operate at an improved level of service.
Mile -of -Cars Way—I-5 to Wilson Avenue
With the implementation of the planned improvements at the I-5 Northbound
Ramps/Mile-of-Cars Way and the Wilson Avenue/Mile-of-Cars Way
intersections and the coordination of all signals in this corridor from the I-5
Southbound Ramps to National City Boulevard, this segment is estimated to
operate at an improved level of service.
Impact Determination
After implementation of the planned and fully funded TCIF improvement
projects, buildout of the Westside Specific Plan, at the program -level, would not
have significant impacts on intersections or roadway segments. However, future
projects would need to provide fair share mitigation in proportion to the impacts
these future projects would have on the intersections and segments identified
above.
Impact TR-1: Future projects proposed under the Westside Specific Plan could
result in direct and cumulative impacts on intersection and roadway segments
that, while mitigated through the improvements identified under the planned and
fully funded TCIF, would require project -level fair share contributions to address
impact nexus and proportionality.
Westside Specific Plan November 2009
3.1-34
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Mitigation Measures
I,
MM TR-1: Future Projects Provide Fair Share Contributions. Future
development projects within the Westside Specific Plan area shall reimburse the
project's fair share portion to the City for the City's contribution to the Trade
Corridor Improvement Fund. The fair share amount shall be proportional to
future project impacts as determined through additional project -level CEQA
analysis and shall be enforced through project specific mitigation.
Residual Impacts
Implementation of mitigation measure MM TR-1 would provide fair share
contributions to help reimburse local government for TCIF improvements.
Impacts related to Threshold TR-1 would be less than significant.
Threshold TR-2: Would the proposed project exceed, either
individually or cumulatively, a level of service standard
established by the county congestion management agency for
designated roads or highways?
There are no Congestion Management Program (CMP) facilities within the plan
area. Thus, a CMP analysis is not required. However, a Freeway Mainline
Analysis was conducted to determine if the proposed project would contribute to
a cumulatively considerable impact on I-5. Table 3.1-15 contrasts the freeway
segment delays in 2030 without and with the project. The analysis determined
that the project would contribute to a significant cumulative impact at the
following segments:
• I-5 north of Civic Center Drive (LOS F(2) during the AM peak hour and E
during the PM peak hour in the northbound direction and LOS F(3) in the
southbound direction during the PM peak hour).
• I-5 between Civic Center Drive and 24th Street (LOS F(0) northbound
direction during the AM peak hour and LOS F(1) in the southbound direction
during the PM peak hour).
• I-5 between 24th Street and SR 54 (LOS F(0) northbound direction during
the AM peak hour and LOS F(1) in the southbound direction during the PM
peak hour).
No improvements that would mitigate these impacts are planned. Different
management strategies are being considered and will be implemented by Caltrans
and SANDAG. However, even with these strategies, the above freeway
segments would continue to fail and the project's incremental contribution would
be cumulatively significant.
Westside Specific Plan November 2009
3.1-35
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Impact Determination
Impact TR-2 (Cumulative): The proposed project would contribute to a
significant cumulative impact along the following I-5 freeway segments: North
of Civic Center Drive, Civic Center Drive to 24th Street, 24th to SR-54. The
project's impact would be cumulatively considerable and significant.
Mitigation Measures
No improvements are currently available that would fully mitigate cumulative
impacts along the I-5 at the following locations: North of Civic Center Drive,
Civic Center Drive to 24th Street, 24th Street to SR-54. Different management
strategies are being considered and would be implemented by Caltrans and
SANDAG. However, even with these strategies, the above freeway segments
would continue to fail and the project's incremental contribution would be
cumulatively significant. Fair share mitigation may be required once a program
is established, but mitigation would be handled at the project level. No
mitigation is feasible at the program level.
Residual Impacts
The project's incremental contribution to significant cumulative impacts along
the I-5 freeway north of Civic Center Drive, Civic Center Drive to 24th Street,
and 24th Street to SR-54 would remain significant and unavoidable.
Threshold TR-3: Would the proposed project result in a
change in air traffic patterns, including either an increase in
traffic levels or a change in location that results in substantial
safety risks?
The proposed project is located approximately 6 miles from the nearest airport
and would have no effect on air traffic patterns. Therefore, no impact would
occur related to air traffic patterns and associated safety risks.
Impact Determination
Since the proposed project is located approximately 6 miles from the nearest
airport, there would be no impact related to air traffic patterns and associated
safety risks. Therefore, there would be no impact.
Westside Specific Plan November 2009
3.1-36
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold TR-3 would occur.
Threshold TR-4: Would the proposed project substantially
increase hazards due to a design feature (e.g., sharp curves or
dangerous intersections) or incompatible uses (e.g., farm
equipment) ?
The proposed project would not involve hazards due to design features, such as
sharp curves or dangerous intersections or create hazardous conditions by
introducing incompatible uses. The plan area is fully urbanized with an existing
grid street system and is therefore less likely to be subject to any proposed
features that would be hazardous. Future projects within the specific plan would
also conform to City and state design standards and no incompatible uses are
anticipated. In addition, the project includes a circulation plan that balances
pedestrian safety with well -managed vehicle access. The circulation plan
achieves this by building upon the neighborhood's existing street network and
adding improvements to correct existing potential conflicts between pedestrians
and automobile traffic. Therefore, implementation of the proposed project would
not result in significant impacts related to traffic hazards due to design features or
incompatible uses.
Impact Determination
Traffic hazards due to design features or incompatible uses would not occur since
the project consists of an existing grid street network and all future projects
would conform to City and state design standards. In addition, implementation
of the project includes a circulation plan that would improve the plan area's
existing street network. Therefore, impacts related to traffic hazard due to design
features or incompatible uses would not occur.
Mitigation Measures
No mitigation is required.
Westside Specific Plan November 2009
3.1-37
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Residual Impacts
No impacts related to Threshold TR-4 would occur.
Threshold TR-5: Would the proposed project result in
inadequate emergency access?
The proposed project would result in changes to the existing street system
including closure of West Avenue and addition of bike lanes and parking
improvements. However, the street improvements proposed by the project would
conform to City and state design standards that would ensure emergency access
would remain open. Therefore, implementation of the proposed project would
not result in inadequate emergency access.
Impact Determination
The street improvements proposed by the project would be constructed to ensure
emergency access is maintained. Therefore, there would be no impact.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold TR-5 would occur.
Threshold TR-6: Would the proposed project result in
inadequate parking capacity?
Future development within the plan area would result in an increased demand for
parking. The TIA calculated the project's future parking demand using reduced
parking rates from the City of National City standard parking rates since the plan
area has lower parking demand by design and location. The standard parking
rates were deemed inappropriate for the project because the plan area is
urbanized, served by transit, and the land uses are mostly mixed -use. Details on
how the reduced parking rates were selected for the proposed project and a
comparison of the parking demand rates for various jurisdictions are included in
the traffic analysis (Appendix B). With the reduced parking rates, the total future
parking demand within the plan area is 10,169 parking spaces, as shown in Table
3.1-16 below.
Table 3.1-16. Parking Required per Recommended Parking Rates
Westside Specific Plan November 2009
3.1-38
Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
Land Use
Quantity
Parking Rate
Parking
Spaces
Single -Family
204 DU
2.00 / DU
408
Multi -Family
1,642 DU
1.50 / DU
2,463
Retail
892,187 SF
3.60 / 1,000 SF
3,212
Office
1,408,932 SF
2.90 / 1,000 SF
4,086
OSR
4.50 Acres
N/A
N/A
Total
10,169
Future projects within the planning area would provide adequate off-street
parking. With the intensification of land use planned for the plan area,
availability of new parking opportunities is likely to be minimal. Therefore, to
accommodate the increased demand for parking, new development would be
expected to provide adequate parking on site.
The proposed project establishes a three-point approach for increasing the
parking supply within the plan area:
• reducing the prevalence of businesses in the residential areas;
• requiring sufficient onsite parking for new businesses and residential
development by applying the National City parking standards as set forth in
Chapter 18.58 of the Municipal Code; and
• increasing the supply of on -street parking by replacing parallel parking with
angled parking within Community Corridors and other streets of sufficient
width.
The project also proposes the following programs to implement the goals and
planning established for parking:
• implementing Program 5-5, Parking for New Businesses and Development:
all new businesses and development will be required to comply with the
National City parking standards as set forth in Chapter 18.58 of the National
City Municipal Code to ensure that all new activity has sufficient onsite
parking and will not rely on on -street parking; and
• implementing Program 5-6, Angled Parking Conversion: the supply of on -
street parking will be increased by converting parallel parking to angled
parking, where sufficient street rights -of -way widths exist. This will be
prioritized within the Community Corridors.
Opportunities for increasing available parking supply were reviewed in the traffic
analysis. One recommended prospect of the project by the TIA was the proposal
to modify current parallel parking spaces to angled spaces. By implementing the
Westside Specific Plan November 2009
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Draft Environmental Impact Report
ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
change to angled spaces, the TIA calculated that the plan area could increase its
parking supply by 163 spaces. Table 3.1-17 below depicts the increased parking
availability of the plan area.
Another recommendation by the TIA to increase parking supply is to establish
permit parking districts. Residential permit parking districts are needed because
of the increased demand for parking, particularly in the old town and residential
areas of a City near trolley stations. The residential permit parking ordinance
prohibits on -street parking for more than two or three hours during varying time
periods. The City's Transportation Division posts signs in each block of the
parking districts describing the time limits and hours of enforcement. Vehicles
displaying the appropriate parking permits are exempt from these restrictions.
Only persons who maintain their residence within the boundaries of a permit
parking district are eligible to obtain parking permits. These permits assist
residents in finding parking spaces near their home, enhancing quality of life in
residential areas with insufficient on -street parking such as those that are adjacent
to businesses, transit facilities, or large institutions. Also, by prohibiting
nonresidents (commuters) from parking for long periods, there will be reduced
traffic congestion, improved air quality, less excessive noise, and a better
appearance to the residential neighborhoods.
Table 3.1-17. Increased Parking Availability
Street Segment
Number of Angled
Parking
Total Parallel
Parking
Benefit
E. 11th Street
Harding Avenue to Coolidge Avenue
17
7
10
Coolidge Avenue to Hoover Avenue
14
6
8
Hoover Avenue to Roosevelt Avenue
12
7
5
Subtotal 11th Street
43
20
23
E. 12th Street
West of Harding Avenue
11
10
1
Harding Avenue to Coolidge Avenue
13
5
8
Coolidge Avenue to Hoover Avenue
15
8
7
Hoover Avenue to Roosevelt Avenue
14
7
7
Subtotal 12th Street
53
30
23
W. 14th Street
Wilson Avenue to Harding Avenue
15
8
7
Harding Avenue to Coolidge Avenue
13
8
5
Coolidge Avenue to Hoover Avenue
16
7
9
Subtotal 14th Street
44
23
21
W. 15th Street
Westside Specific Plan
Draft Environmental Impact Report
3.1-40
November 2009
ICF J&S 440.08
City of National City
3.1 Traffic, Circulation, and Parking
Street Segment
Number of Angled
Total Parallel
Benefit
Wilson Avenue to Harding Avenue
15
7
8
Harding Avenue to Coolidge Avenue
16
7
9
Coolidge Avenue to Hoover Avenue
14
6
8
Hoover Avenue to Roosevelt Avenue
16
7
9
Subtotal 15th Street
61
27
34
E. 16th Street
Wilson Avenue to Harding Avenue
16
8
8
Harding Avenue to Coolidge Avenue
15
4
11
Coolidge Avenue to Hoover Avenue
15
5
10
Hoover Avenue to Roosevelt Avenue
16
7
9
Subtotal 16th Street
62
24
38
17th Street
Wilson Avenue to Harding Avenue
15
6
9
Harding Avenue to Coolidge Avenue
15
8
7
Coolidge Avenue to Hoover Avenue
16
8
8
Subtotal 17th Street
46
22
24
Total Westside Specific Plan Area
309
146
163
A web search was conducted to collect information regarding Permit Parking
Districts around the United States. This search yielded information regarding
establishing permit parking districts in residential areas. Based on this research,
the following designation criteria for the plan area are recommended:
1. City traffic staff reviews the area to determine whether the area is primarily
residential and if 70% or more of the parking spaces are occupied at mid -day
during a typical weekday.
2. City traffic staff would then conduct at least three license plate surveys of
vehicles parked in the subject area. These surveys are taken in both the
morning and afternoon to determine typical use. The license numbers of the
residents/owners living adjacent to, or within the boundaries of the proposed
Permit Parking District are verified to identify if they are commuter vehicles.
3. The results of the parking survey and license number checks are tabulated.
4. Based on the license numbers gathered, the number of non-resident or
commuter vehicles is computed.
5. City Staff then determines whether non-resident vehicles occupy 30% of the
parking spaces and a total of 70% or more of the spaces are occupied. If the
requirements are not met, staff notifies the requestor.
Westside Specific Plan November 2009
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ICF J&S 440.08
City of National City 3.1 Traffic, Circulation, and Parking
6. If the requirements are met, staff notifies the requestor, and all residences
within the Permit Parking district are notified of the proposal.
7. Each Permit Parking area should be evaluated at the end of 2 years and
subsequent 2 years after that.
As discussed above, the plan area currently includes four permit parking districts.
The following neighborhoods are potential candidates for designation as permit
parking districts:
• The neighborhood bounded by Plaza Boulevard to the north, Roosevelt
Avenue to the east, 12th Street to the south and I-5 to the west.
• The neighborhood bounded by 14th Street to the north, Roosevelt Avenue to
the east, 16th Street to the south, and Wilson Avenue to the west.
The parking demand on these streets is 100% and are from front residential units
in which the demand for parking is barely met. Therefore, these neighborhoods
(street segments) are likely candidates for permit parking in the near -term.
The last recommendation by the TIA to increase parking supply within the plan
area is for the project to implement a parking management program. Based on
review of existing and available future parking and future parking demand, the
parking management plan should include the following features:
• A Parking Management team should be set up to include representatives
from the Department of Public Works, the Police Department, and the
Finance Department.
• Regular monthly meetings should be held to review day-to-day operating
issues, problems, changes, and planning to improve the flow of information
and the responsiveness to the public.
• Permit parking should be set up for long-term parking areas (residential
neighborhoods).
• A pricing policy should be set up to charge a fee for all other parking areas.
• Non -police parking control personnel should assist in the enforcement of
regulations.
• Information on the parking system, such as regulations, improvement plans,
operational changes, and the people involved in providing this service to the
community should be extensively publicized through a citizen advisory
parking committee, as well as through the local media and the business
community.
• Well -lit sidewalks with landscaping should be provided to make it attractive
to walk within the community.
• Bike paths should be provided on Wilson Avenue, Coolidge Avenue, Civic
Center Drive, and 18th Street to facilitate bicyclists. Bike stands should be
provided throughout the plan area to secure bikes.
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• Based on a review of the proposed land use map (Figure 2-2 of the traffic
report), all streets within the area between Plaza Boulevard and 18th Street
and Wilson Avenue and Roosevelt Avenue are likely candidates for Permit
Parking Districts, since they are all fronting residential development.
Future development within the plan area would result in an increase demand for
parking; however, the project's three-point approach and parking implementing
programs to increase the parking supply within the plan area combined with the
recommendations included in the TIA to increase parking supply would offset
this demand. New businesses and residential development would be required to
include sufficient onsite parking per National City parking standards as set forth
in Chapter 18.58 of the Municipal Code. In addition, converting parallel parking
to angled parking, implementing more permit parking districts, and establishing a
parking management plan would increase and control the parking supply within
the plan area. Therefore, with implementation of these programs and
recommendations, impacts on parking would be less than significant.
Impact Determination
The project's three-point approach and parking implementing programs to
increase the parking supply within the plan area combined with the
recommendations included in the TIA to increase parking supply would offset
increased parking demand. New businesses and residential development would
be required to include sufficient onsite parking per National City parking
standards as set forth in Chapter 18.58 of the Municipal Code. In addition,
converting parallel parking to angled parking, implementing more permit parking
districts, and establishing a parking management plan would increase and control
the parking supply within the plan area. Therefore, impacts on parking would be
less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold TR-6 would be less than significant.
Threshold TR-7: Would the proposed project conflict with
adopted policies, plans, or programs supporting alternative
transportation (e.g., bus turnouts, bicycle racks)?
The proposed project would not conflict with adopted policies, plans, or
programs supporting alternative transportation. The proposed project includes a
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circulation plan that sets goals to encourage the use of alternative transportation,
including making walking and bicycling safe and enjoyable by addressing hazard
concerns and reinforcing paths between destinations and centers and by
increasing accessibility to transit. The plan also establishes a system of
"Community Corridors" that sets the framework to achieve these goals.
Implementation of the project would also result in necessary bus turnouts, bicycle
racks, and wide pedestrian sidewalks that would enhance multi -modal transport.
Therefore, implementation of the proposed project would be beneficial to the
programs supporting alternative transportation within the plan area, and no
impacts would occur.
Impact Determination
Implementation of the proposed project would include programs to encourage
alternative transportation and would also result in necessary bus turnouts, bicycle
racks, and wide pedestrian sidewalks that would enhance multi -modal transport.
Therefore, implementation of the proposed project would be beneficial to the
programs supporting alternative transportation within the plan area, and no
impacts would occur.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold TR-7 would occur.
Significant and Unavoidable Adverse Impacts
Buildout of the Westside Specific Plan would contribute to significant and
unavoidable adverse impacts on the following segments of the I-5 freeway: North
of Civic Center Drive, Civic Center Drive to 24th Street, 24th to SR-54. The
project's incremental contribution would be cumulatively significant.
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Section 3.2
Air Quality
Section 3.2
Air Quality
Introduction
This section describes the existing conditions and regulatory setting for both air
quality and climate change. It also describes the impacts on air quality and
climate change that would result from implementation of the proposed project,
mitigation measures that would reduce these impacts to a level less than
significant, and impacts that would remain significant and unavoidable after
mitigation.
Pollutants and Effects
The federal and state governments have established ambient air quality standards
for six criteria pollutants: carbon monoxide (CO), ozone (03), nitrogen dioxide
(NO2), sulfur dioxide (SO2), suspended particulate matter (PM10 and PM2.5),
and lead. Ozone, NO2, and particulate matter are generally considered to be
regional pollutants, as these pollutants or their precursors affect air quality on a
regional scale. Pollutants such as CO, SO2, lead, and particulate matter are
considered to be local pollutants that tend to accumulate in the air locally. Toxic
air contaminants (TACs) are considered carcinogenic and noncarcinogenic
compounds by California regulatory agencies, and sensitive receivers exposed to
high concentrations of TAC for many years could experience significant cancer
and non -cancer health risks. Brief descriptions of these pollutants are provided
below.
Ozone
Ozone is a respiratory irritant that increases susceptibility to respiratory
infections. It is also an oxidant that can cause substantial damage to vegetation
and other materials. Ozone is a severe eye, nose, and throat irritant. Ozone also
attacks synthetic rubber, textiles, plants, and other materials. Ozone causes
extensive damage to plants by leaf discoloration and cell damage.
Ozone is not emitted directly into the air, but is formed by a photochemical
reaction in the atmosphere. Ozone precursors —reactive organic gases (ROG)
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and oxides of nitrogen (NOx)—react in the atmosphere in the presence of
sunlight to form ozone. Because photochemical reaction rates depend on the
intensity of ultraviolet light and air temperature, ozone is primarily a summer air
pollution problem. The ozone precursors, ROG and NOx, are mainly emitted by
mobile sources and by stationary combustion equipment.
State and federal standards for ozone have been set for an 8-hour averaging time.
The state 8-hour standard is 0.07 parts per million (ppm), not to be exceeded,
while the federal 8-hour standard is 0.075 ppm, not to be exceeded more than
three times in any 3-year period. The state has established a 1-hour ozone
standard of 0.09 ppm, not to be exceeded, while the federal 1-hour ozone
standard was revoked and it was replaced by the 8-hour standard of 0.075 ppm.
Carbon Monoxide
CO is a public health concern because it combines readily with hemoglobin and
reduces the amount of oxygen transported in the bloodstream. CO can cause
health problems such as fatigue, headache, confusion, dizziness, and even death.
Motor vehicles are the dominant source of CO emissions in most areas. High CO
levels develop primarily during winter when periods of light winds combine with
the formation of ground -level temperature inversions (typically from the evening
through early morning). These conditions result in reduced dispersion of vehicle
emissions. Motor vehicles also exhibit increased CO emission rates at low air
temperatures.
State and federal CO standards have been set for 1-hour and 8-hour averaging
times. The state 1-hour standard is 20 ppm by volume, whereas the federal 1-
hour standard is 35 ppm. The state standard for the 8-hour averaging period is
9.0 ppm, while the federal standard for the 8-hour averaging period is 9 ppm.
This means that a monitored 8-hour CO concentration from 9.1 to 9.4 ppm
violates the state but not the federal standard.
Inhalable Particulate Matter
Particulates can damage human health and retard plant growth. Health concerns
associated with suspended particulate matter focus on those particles small
enough to reach the lungs when inhaled. Particulates also reduce visibility and
corrode materials. Particulate matter less than 10 microns in diameter (PM10)
sources comprise both rural and urban sources, including agricultural burning,
discing of agricultural fields, industrial emissions, dust suspended by vehicle
traffic, and secondary aerosols formed by reactions in the atmosphere. The
majority of fine particulate matter (PM2.5) emissions are from combustion
sources, including on- and off -road vehicles and equipment, as well as aircrafts,
ships, power plants, and residential wood combustion. The federal and state
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ambient air quality standard for particulate matter applies to two classes of
particulates: particulate matter 2.5 microns or less in diameter (PM2.5) and
PM10.
The state PM 10 standards are 50 micrograms per cubic meter (µ/m3) as a 24-hour
average and 20 µ/m3 as an annual arithmetic mean. The federal PM10 standards
are 150 µ/m3 as a 24-hour average. The state PM2.5 standard is 12 µ/m3 as an
annual arithmetic mean. The federal PM2.5 standards are 15 µ/m3 for the annual
average and 35 µ/m3 for the 24-hour average.
Sulfur Dioxide
SO2 is produced by such stationary sources as coal and oil combustion, steel
mills, refineries, and pulp and paper mills. The major adverse health effects
associated with SO2 exposure pertain to the upper respiratory tract. SO2 is a
respiratory irritant with constriction of the bronchioles occurring with inhalation
of SO2 at 5 ppm or more. On contact with the moist mucous membranes, SO2
produces sulfurous acid, which is a direct irritant. Concentration rather than
duration of the exposure is an important determinant of respiratory effects.
Exposure to high SO2 concentrations may result in edema of the lungs or glottis
and respiratory paralysis.
Lead
Lead is a metal found naturally in the environment as well as in manufactured
products. The major sources of lead emissions have historically been mobile and
industrial sources. As a result of the phase -out of leaded gasoline, as discussed in
detail below, metal processing is currently the primary source of lead emissions.
The highest levels of lead in air are generally found near lead smelters. Other
stationary sources are waste incinerators, utilities, and lead -acid battery
manufacturers.
Twenty years ago, mobile sources were the main contributor to ambient lead
concentrations in the air. In the early 1970s, the U.S. Environmental Protection
Agency (EPA) set national regulations to gradually reduce the lead content in
gasoline. In 1975, unleaded gasoline was introduced for motor vehicles equipped
with catalytic converters. EPA banned the use of leaded gasoline in highway
vehicles in December 1995 (U.S. Environmental Protection Agency 2008a).
As a result of EPA's regulatory efforts to remove lead from gasoline, emissions
of lead from the transportation sector have declined dramatically (95% between
1980 and 1999), and levels of lead in the air decreased by 94% between 1980 and
1999. Transportation sources, primarily airplanes, now contribute only 13% of
lead emissions. A National Health and Nutrition Examination Survey reported a
78% decrease in the levels of lead in people's blood between 1976 and 1991.
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This dramatic decline can be attributed to the move from leaded to unleaded
gasoline (U.S. Environmental Protection Agency 2008a).
The decrease in lead emissions and ambient lead concentrations over the past 25
years is California's most dramatic success story with regard to air quality
management. The rapid decrease in lead concentrations can be attributed
primarily to phasing out the lead in gasoline. This phase -out began during the
1970s, and subsequent California Air Resources Board (ARB) regulations have
virtually eliminated all lead from gasoline now sold in California. All areas of
the state are currently designated as attainment for the state lead standard (EPA
does not designate areas for the national lead standard). Although the ambient
lead standards are no longer violated, lead emissions from stationary sources still
pose "hot spot" problems in some areas. As a result, ARB identified lead as a
TAC.
Health Effects of Criteria Air Pollutants
Air pollutants are recognized to have a variety of health effects on humans.
Research by CARB shows that exposure to high concentrations of air pollutants
can trigger respiratory diseases, such as asthma, bronchitis, and other respiratory
ailments; and cardiovascular diseases. A healthy person exposed to high
concentrations of air pollutants may be become nauseated or dizzy, may develop
a headache or cough, or may experience eye irritation and/or a burning sensation
in the chest. Ozone is a powerful irritant that attacks the respiratory system,
leading to the damage of lung tissue. Inhaled particulate matter, NO2, and SO2
can directly irritate the respiratory tract, constrict airways, and interfere with the
mucous lining of the airways. Exposure to CO, when absorbed into the
bloodstream, can endanger the hemoglobin, the oxygen -carrying protein in blood,
by reducing the amount of oxygen which reaches the heart, brain, and other body
tissues. When air pollutants levels are high, a common occurrence in southern
California, children, elderly, and people with respiratory problems are advised to
remain indoors. Outdoor exercise also is discouraged because strenuous activity
may cause shortness of breath and chest pains. A brief discussion of the criteria
pollutants and their effect on human health and the environment is provided in
Table 3.2-1.
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Table 3.2-1. Health Effects Summary of the Major Criteria Air Pollutants
Pollutants
Sources
Primary Effects
Ozone
Atmospheric reaction of organic gases with
nitrogen oxides in sunlight.
Aggravation of respiratory and cardiovascular
diseases.
Irritation of eyes.
Impairment of cardiopulmonary function.
Plant leaf injury.
Nitrogen
Dioxide (NO2)
Motor vehicle exhaust.
High temperature stationary combustion.
Atmospheric reactions.
Aggravation of respiratory illness.
Reduced visibility.
Reduced plant growth.
Formation of acid rain.
Carbon
Monoxide
(CO)
Incomplete combustion of fuels and other
carbon containing substances,
such as motor exhaust.
Natural events, such as decomposition
of organic matter.
Reduced tolerance for exercise.
Impairment of mental function.
Impairment of fetal development.
Death at high levels of exposure.
Aggravation of some heart diseases (angina).
Particulate
Matter (PM2.5
and PM10)
Stationary combustion of solid fuels.
Construction activities.
Industrial processes.
Atmospheric chemical reactions.
Reduced lung function.
Aggravation of the effects of gaseous pollutants.
Aggravation of respiratory and
cardio-respiratory diseases.
Increased cough and chest discomfort.
Soiling.
Reduced visibility.
Sulfur Dioxide
(SO2)
Combustion of sulfur -containing fossil
fuels.
Smelting of sulfur bearing metal ores.
Industrial processes.
Aggravation of respiratory diseases (asthma,
emphysema).
Reduced lung function.
Irritation of eyes.
Reduced visibility.
Plant injury.
Deterioration of metals, textiles, leather,
finishes, coatings, etc.
Lead (Pb)
Contaminated soil.
Impairment of blood function and nerve
construction.
Behavioral and hearing problems in
children.
Toxic Air Contaminants
Although ambient air quality standards exist for criteria pollutants, no standards
exist for TACs. TACs are a category of air pollutants that have been shown to
have an impact on human health but are not classified as criteria pollutants.
Many pollutants are identified as TACs because of their potential to increase the
risk of developing cancer or because of their acute or chronic health risks. For
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TACs that are known or suspected carcinogens, CARB has consistently found
there are no levels or thresholds below which exposure is risk -free. Individual
TACs vary greatly in the risk they present. At a given level of exposure, one
TAC may pose a hazard that is many times greater than another. For certain
TACs, a unit risk factor can be developed to evaluate cancer risk. For acute and
chronic health risks, a similar factor called a Hazard Index is used to evaluate
risk. In the early 1980s, CARB established a statewide comprehensive air toxics
program to reduce exposure to air toxics. Air toxics are generated by a number
of sources, including stationary sources, such as dry cleaners, gas stations, and
combustion sources; mobile sources, such as diesel trucks, ships and trains; and
area sources, such as farms, landfills, and construction sites. Adverse health
effects of TACs can be carcinogenic (cancer -causing), short-term (acute)
noncarcinogenic, and long-term (chronic) noncarcinogenic.
To date, CARB has identified 21 TACs, and has also adopted EPA's list of
hazardous air pollutants as TACs. Since August 1998, diesel particulate matter
(DPM) was added to the CARB list of TACs (CARB 1998).
Greenhouse Gases
Greenhouse gas is any gas that absorbs infrared radiation in the atmosphere.
Major greenhouse gases include water vapor, carbon dioxide (CO2), methane
(CH4), nitrous oxide (N20), halogenated fluorocarbons (HCFCs), ozone (03),
perfluorinated carbons (PFCs), and hydrofluorocarbons (HFCs). Greenhouse
gases are not considered "pollutants" under the federal Clean Air Act by EPA.
However, on April 24, 2009, the EPA issued an endangerment finding for CO2,
which is the first step in regulating CO2 under the clean air act. In addition, they
are not considered pollutants under the California Clean Air Act and are not
subject to ambient air quality standards unless the greenhouse gas pollutants fall
into one of the EPA -regulated pollutant categories (i.e., ozone, PFC, and HFC).
Greenhouse gases are regulated by CARB under legislative direction and the
governor's executive orders. These regulations are discussed in the Regulatory
Setting section.
Carbon Dioxide (CO2)
Carbon dioxide is the greenhouse gas whose concentration is most directly
affected by human activities. CO2 also serves as a reference in comparing all
other greenhouse gases (see carbon dioxide equivalents). The major source of
CO2 emissions is fossil fuel combustion. CO2 emissions are also a product of
forest clearing, biomass burning, and non -energy production processes such as
cement production.
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Methane (CH4)
Methane is a hydrocarbon that is a greenhouse gas with a global warming
potential recently estimated at 21. Methane is produced through anaerobic
(without oxygen) decomposition of waste in landfills, animal digestion,
decomposition of animal wastes, production and distribution of natural gas and
oil, coal production, and incomplete fossil fuel combustion.
Nitrous Oxide (N20)
Nitrous oxide is a powerful greenhouse gas with a global warming potential of
310. Major sources of nitrous oxide include soil cultivation practices, especially
the use of commercial and organic fertilizers; fossil fuel combustion; nitric acid
production; and biomass burning.
Hydrofluorocarbons (HFCs)
These chemicals (along with perfluorocarbons) were introduced as alternatives to
ozone -depleting substances that served many industrial, commercial, and
personal needs. HFCs are emitted as by-products of industrial processes and
used in manufacturing. They do not significantly deplete the stratospheric ozone
layer, but they are powerful greenhouse gases with global warming potentials
ranging from 140 (HFC-152a) to 12,100 (HFC-23).
Perfluorocarbons (PFCs)
This is a group of human -made chemicals composed of carbon and fluorine: CF4
and C2F6. These chemicals, specifically CF4 and C2F6 (along with
hydrofluorocarbons), were introduced as alternatives to ozone -depleting
substances. In addition, they are emitted as by-products of industrial processes
and used in manufacturing. PFCs do not harm the stratospheric ozone layer, but
they are powerful greenhouse gases. CF4 has a global warming potential of 6,300
and C2F6 has a global warming potential of 12,500.
Existing Conditions
The plan area is located in the incorporated limits of the City of National City,
which is located in the county of San Diego, California. The county of San
Diego lies within the San Diego Air Basin (SDAB). San Diego County is located
between the Pacific Ocean, which lies to its west; Anza-Borrego Desert State
Park, which lies to the east; the Cleveland National Forest, which lies to the
northeast; and the U.S./Mexican Border, which constitutes its most southern
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boundary line. The climate in southern California, including the SDAB, is
controlled largely by the strength and position of the subtropical high-pressure
cell over the Pacific Ocean. Areas within 30 miles of the coast experience
moderate temperatures and comfortable humidity. Precipitation is limited to a
few storms during the winter season. Winds in the plan area are usually driven
by the dominant land/sea breeze circulation system. During the day, regional
wind patterns are dominated by on -shore sea breezes. At night, wind generally
slows and reverses direction, traveling toward the sea.
Climate and Meteorology
The climate of San Diego County is characterized by hot, dry summers and mild,
wet winters and is dominated by a semi -permanent, high-pressure cell located
over the Pacific Ocean. Wind monitoring data recorded at Lindbergh Field
indicate that the predominant wind direction in the vicinity of the plan area is
from the west/northwest. Average wind speed in the vicinity is approximately
6.1 miles per hour (2.7 meters per second). The annual average temperature in
the plan area is approximately 57 degrees Fahrenheit (°F) during the winter and
approximately 69 °F during the summer. Total precipitation in the plan area
averages approximately 10.7 inches annually. Precipitation occurs mostly during
the winter and relatively infrequently during the summer (Western Regional
Climate Center 2008).
The atmospheric conditions of the SDAB contribute to the region's air quality
problems. Due to its climate, the SDAB experiences frequent temperature
inversions. Typically, temperature decreases with height. However, under
inversion conditions, temperature increases as altitude increases. Temperature
inversions prevent air close to the ground from mixing with the air above. As a
result, air pollutants are trapped near the ground. During the summer, air quality
problems are created due to the interaction between the ocean surface and the
lower layer of the atmosphere, creating a moist marine layer. An upper layer of
warm air mass forms over the cool marine layer, preventing air pollutants from
dispersing upward. Additionally, hydrocarbons and nitrogen dioxide (NO2) react
under strong sunlight, creating smog. Light, daytime winds, predominately from
the west, further aggravate the condition by driving the air pollutants inland,
toward the foothills. During the fall and winter, air quality problems are created
due to CO and NO2 emissions. High NO2 levels usually occur during autumn or
winter, on days with summer-like conditions. The inversion typically sits near
2,000 feet above sea level. Monitoring stations east of the plan area are at higher
elevations and thus typically record worse air quality than the westernmost
monitoring stations within the SDAB. For example, air quality at the Alpine
monitoring station (located near 2000 feet) is generally the worst in the county
(SDAPCD 2009).
High air pollution levels in the coastal communities of San Diego County often
occur when polluted air from the South Coast Air Basin, particularly the Los
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Angeles area, travels southwest over the ocean at night, and is brought onshore
into San Diego by the sea breeze during the day. Smog transported from the Los
Angeles area is a key factor on more than 50% of the days San Diego County
exceeds clean air standards. Ozone and precursor emissions are transported to
San Diego County during relatively mild Santa Ana weather conditions.
However, during strong Santa Ana weather conditions, pollutants are pushed far
out to sea and miss San Diego County. When smog is blown in from the SDAB
at ground level, the highest ozone concentrations are measured at coastal and
near -coastal monitoring stations. When the transported smog is elevated, coastal
sites may be passed over, and the transported ozone is measured further inland
and on the mountain slopes.
Regulatory Setting
Federal
Air quality in the United States is governed by the federal Clean Air Act (CAA).
In addition to being subject to requirements of the CAA, air quality in California
is also governed by more stringent regulations under the California Clean Air Act
(CCAA). At the federal level, the CAA is administered by the United States
Environmental Protection Agency (EPA). In California, the CCAA is
administered by the California Air Resources Board (CARB) at the state level
and by the San Diego Air Pollution Control District (SDAPCD) at regional and
local levels.
United States Environmental Protection Agency
EPA is responsible for enforcing the CAA. EPA is also responsible for
establishing the National Ambient Air Quality Standards (NAAQS), which are
required under the 1977 CAA and subsequent amendments. EPA regulates
emission sources that are under the exclusive authority of the federal
government, such as aircraft, ships, and certain types of locomotives. The
agency has jurisdiction over emission sources outside state waters and establishes
various emissions standards, including those for vehicles sold in states other than
California. Automobiles sold in California must meet the stricter emission
standards established by CARE.
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State
California Air Resources Board
CARB, which became part of the California Environmental Protection Agency
(CalEPA) in 1991, is responsible for meeting the state requirements of the CAA,
administering the CCAA, and establishing the California Ambient Air Quality
Standards (CAAQS). The CCAA, as amended in 1992, requires all air districts
in the state to endeavor to achieve and maintain the CAAQS. The CAAQS are
generally more stringent than the corresponding federal standards and
incorporate additional standards for sulfates, hydrogen sulfide, vinyl chloride,
and visibility -reducing particles. CARB regulates mobile air pollution sources,
such as motor vehicles. The agency is responsible for setting emission standards
for vehicles sold in California and for other emission sources, such as consumer
products and certain off -road equipment. CARB established passenger vehicle
fuel specifications, which became effective in March 1996. CARE oversees the
functions of local air pollution control districts and air quality management
districts, which in turn administer air quality activities at the regional and local
levels.
California Toxic Air Contaminant Regulations
California regulates TACs primarily through the Tanner Air Toxics Act
(AB1807) and the Air Toxics Hot Spots Information and Assessment Act of 1987
(AB 2588).
The Tanner Act sets forth a formal procedure for CARB to designate substances
as TACs. This includes research, public participation, and scientific peer review
before CARB designates a substance as a TAC.
The Air Toxics Hot Spots Information and Assessment Act requires existing
facilities that emit toxic substances above specified levels: (1) prepare a toxic
emission inventory, (2) prepare a risk assessment if emissions are significant (i.e.
10 tons per year or on District's health risk assessment [HRA] list), (3) notify the
public of significant risk levels, and (4) prepare and implement risk reduction
measures.
In September 2000, CARB approved the Risk Reduction Plan to Reduce
Particulate Matter Emissions from Diesel -Fueled Engines and Vehicles (Diesel
Risk Reduction Plan) (CARB 2000). The Diesel Risk Reduction Plan outlines a
comprehensive and ambitious program that includes the development of
numerous new control measures over the next several years aimed at
substantially reducing emissions from new and existing on -road vehicles (e.g.,
heavy-duty trucks and buses), off -road equipment (e.g., graders, tractors,
forklifts, sweepers, and boats), portable equipment (e.g., pumps), and stationary
engines (e.g., standby power generators). According to the Diesel Risk
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Local
Reduction Plan, CARB will work with heavy-duty truck companies and
operators to develop an emission reduction program for trucks.
San Diego County Air Pollution Control District
The SDAPCD operates entirely within the SDAB and has jurisdiction over the
entire area of San Diego County. The SDAPCD is responsible for monitoring air
quality, as well as planning, implementing, and enforcing programs designed to
attain and maintain state and federal ambient air quality standards in the district.
Programs that were developed include air quality rules and regulations that
regulate stationary, area, point, and certain mobile -source emissions. The
SDAPCD is also responsible for establishing permitting requirements for
stationary sources and ensuring that new, modified, or relocated stationary
sources do not create net emission increases and, therefore, continue to meet the
region's air quality goals.
Air Quality Regulatory Review
The air quality management agencies of direct importance in the county of San
Diego include EPA, CARB, and the SDAPCD. EPA has established federal air
quality standards for which the CARE and SDAPCD have primary
implementation responsibility. The CARB and SDAPCD are responsible for
ensuring that state air quality standards are met. The SDAPCD is responsible for
establishing and enforcing local air quality rules and regulations that address the
requirements of federal and state air quality laws. The proposed project may be
subject to the following SDAPCD rules (as well as others):
Rule 50—Visible Emissions: establishes limits to the opacity of emissions
within the SDAPCD. The proposed facility is subject to Rule 50 (d) (1) and (6)
and should not exceed the visible emission limitation.
Rule 51—Nuisance: prohibits emissions that cause injury, detriment, nuisance,
or annoyance to any considerable number of persons or to the public; or which
endanger the comfort, repose, health, or safety of any such persons or the public;
or which cause injury or damage to business or property.
Rule 52—Particulate Matter: establishes limits to the discharge of any
particulate matter from non -stationary sources.
Rule 54—Dust and Fumes: establishes limits to the amount of dust or fume
discharged into the atmosphere in any 1 hour.
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Rule 55— Fugitive Dust Control: sets restrictions on visible fugitive dust from
construction and demolition projects.
Rule 61.7—Spillage and Leakage of Volatile Organic Compounds: restricts
the spilling and leaking of volatile organic compounds (VOC).
Rule 67—Architectural Coatings: establishes limits to the VOC content for
coatings applied within the SDAPCD.
Rule 67.1—Alternative Emission Control Plans: establishes rules for
establishing emission control plans for VOC emitters.
Rule 67.12—Polyester Resin Operations: establishes limits to the VOC content
applied in polyester resin operations.
Rule 67.20—Motor Vehicle and Mobile Equipment Refinishing: establishes
limits to the VOC content for coatings used for motor vehicles and mobile
equipment refinishing.
Regional Transportation Planning
The San Diego Association of Governments (SANDAG) has adopted the 2030
Regional Transportation Plan (RTP), Pathways for the Future. The RTP
emphasizes the coordination of land use and transportation planning, stating
"transportation infrastructure and services must be coordinated with land use
planning if we are to avoid increased traffic congestion, reduced mobility, and a
deteriorating quality of life." SANDAG developed a Smart Growth Concept
Map where smart growth areas exist or could exist within the county. SANDAG
also established an independent transit planning review (ITPR) to provide expert
guidance and assistance to coordinate smart growth and transit initiatives.
National City General and Redevelopment Plans
The National City General Plan, which establishes a citywide "blueprint" for
future growth and development, was last updated in 1996. Outlined within the
general plan are policies to encourage the relocation or removal of incompatible
land uses. In addition, the housing element states that it is policy that the City
will continue to evaluate and consider replacing older commercial and industrial
land uses with housing.
Local Toxic Air Contaminants Regulations
Air quality management agencies that have the most influence over
implementation of air quality standards in the City of National City include EPA,
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CARB, and SDAPCD. EPA has established federal standards for which CARB
and SDAPCD have primary implementation responsibility. CARB and
SDAPCD are responsible for ensuring that state standards are met. SDAPCD is
responsible for implementing strategies for air quality improvement and
recommending mitigation measures for new growth and development. At the
local level, air quality is managed through land use and development planning
practices, and is implemented in the City through the general planning process.
SDAPCD is responsible for establishing and enforcing local air quality rules and
regulations that address the requirements of federal and state air quality laws.
The SDAPCD is also responsible for maintaining an inventory of facilities that
emit toxic substances, notifying the public of the potential risk, and developing
strategies and control measures to protect public health. Section 44363 of the
Health and Safety Code requires local air districts to publish an annual progress
report on the program. The SDAPCD most recently published the 2007 Air
Toxics "Hot Spots" Program Report in December 2008.
Greenhouse Gas and Climate Change
The following section describes the current climate change regulatory setting;
summarizes potential primary and secondary impacts of greenhouse gas (GHG)
emissions, including climate change (and its secondary effects); and presents an
inventory of the proposed project's estimated generation of GHG.
Globally, climate change is, by any definition, a significant cumulative
environmental impact, given the ramifications for air quality, climate, public
health, water resources, flooding, sea level rise, agricultural productivity, and
biological resources, among other potential effects. Thus the analysis in this
chapter is a cumulative impact analysis
Federal
Massachusetts vs. Environmental Protection
Agency et al.
In 2006, 12 U.S. states and cities (including California), in conjunction with
several environmental organizations, sued to force EPA to regulate GHGs as a
pollutant pursuant to the CAA. The court ruled that the plaintiffs had standing to
sue, that GHGs fit within the CAA's definition of a pollutant, and that EPA's
reasons for not regulating GHGs were insufficiently grounded in the CAA. The
court held that the EPA must determine whether or not GHG emissions have the
potential to endanger public health or welfare, consistent with the language in the
CAA (Massachusetts vs. Environmental Protection Agency et al. [U.S. Supreme
Court No. 05-1120. Argued November 29, 2006—Decided April 2, 2007). On
April 17, 2009, the EPA declared that GHG emissions do in fact pose a risk to
public health, and signed a proposal declaring its findings and the evidence to
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support the findings. This proposal recently underwent public review, which
terminated on June 23, 2009.
Despite the Supreme Court ruling and EPA proposal, there are no promulgated
federal regulations to date limiting GHG emissions that are applicable to the
project.
State
SB 1078/SB 107—Renewable Portfolio Standard
Established in 2002 under Senate Bill 1078 (SB 1078) and accelerated in 2006
under Senate Bill 107 (SB 107), California's Renewable Portfolio Standard
(RPS) obligates investor -owned utilities (IOUs), energy service providers (ESPs),
and community choice aggregators (CCAs) to procure an additional 1% of retail
sales per year from eligible renewable sources until 20% is reached, no later than
2010. The California Public Utilities Commission (CPUC) and California
Energy Commission (CEC) are jointly responsible for implementing the
program.
AB 1493—Greenhouse Gas Emission Standards for
Automobiles
California Assembly Bill 1493 (AB 1493) in 2002 required CARB to develop
and adopt the nation's first GHG emission standards for automobiles. The
legislature declared in AB 1493 that global warming was a matter of increasing
concern for public health and environment in the state. It cited several risks that
California faces from climate change, including reduction in the state's water
supply, increased air pollution creation by higher temperatures, harm to
agriculture, and increase in wildfires, damage to the coastline, and economic
losses caused by higher food, water energy, and insurance prices. Further the
legislature stated that technological solutions to reduce GHG emissions would
stimulate California economy and provide jobs.
The State of California in 2004 submitted a request for a waiver from federal
clean air regulations (as the State is authorized to do under the CAA) to allow the
state to require reduced tailpipe emissions of CO2. In late 2007, the EPA denied
California's waiver request and declined to promulgate adequate federal
regulations limiting GHG emissions. In early 2008, the state brought suit against
EPA related to this denial. On January 2009, President Barack Obama signed a
Memorandum directing the EPA to assess whether the waiver was appropriate in
light of the Clean Air Act. Then, on June 30, 2009, the EPA granted the waiver
of Clean Air Act preemption to California to reduce tailpipe CO2 emissions.
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A recent CARB study (CARB 2008b) showed that in calendar year 2016, AB
1493 (also referred to as the Pavley standard or the Pavley rules) would reduce
California's GHG annual emissions by 16.4 million metric tons (MMT) of
carbon dioxide equivalents (CO2E). This is almost 50% more than the 11.1
MMT reduction produced by currently proposed federal fleet average standards
for model years 2011-2015.
Further, by 2020, California is committed to implement revised, more stringent
GHG emission limits (the Pavley Phase 2 rules see discussion of scoping plan
below). California's requirements would reduce California GHG emissions by
31.7 MMTCO2E in calendar year 2020, 45% more than the 21.9 MMTs
reductions under the proposed federal rules in that year. Since the California
rules are significantly more effective at reducing GHGs than the federal
corporate average fuel economy (CAFE) program, they also result in better fuel
efficiency —roughly 43 miles per gallon (mpg) in 2020 for the California vehicle
fleet as compared to the new CAFE standard of 35 mpg.
Executive Order S-3-05—Greenhouse Gas Emission
Reduction Targets
In 2005, Governor Arnold Schwarzenegger issued California Executive Order S-
3-05 establishing the following GHG emission reduction targets for California:
• reduce GHG emissions to 2000 levels by 2010;
• reduce GHG emissions to 1990 levels by 2020; and
• reduce GHG emissions to 80% below 1990 levels by 2050.
Executive Orders are binding only on state agencies. Accordingly, S-3-05 will
guide state agencies' efforts to control and regulate GHG emissions, but have no
direct binding effect on local efforts.
AB 32—The Global Warming Solutions Act of 2006
California Assembly Bill 32 (AB 32), the "Global Warming Solutions Act of
2006," codifies the state's GHG emissions target by directing CARB to reduce
the state's global warming emissions to 1990 levels by 2020. CARB regulations
are required to begin phasing in by 2012. AB 32 was signed and passed into law
by Governor Arnold Schwarzenegger on September 27, 2006. Since that time,
CARB, CEC, the CPUC, and the Building Standards Commission have all been
at work on regulations that will help meet the goals of AB 32 and S-3-05.
Key AB 32 milestones are as follows:
• June 30, 2007—Identification of "discrete early action GHG emissions
reduction measures. This has been completed and is discussed below
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• January 1, 2008—Identification of the 1990 baseline GHG emissions level
and approval of a statewide limit equivalent to that level. Adoption of
reporting and verification requirements concerning GHG emissions. This
has been completed. In December of 2007, GARB approved the 2020
emission limit of 427 million metric tons of carbon dioxide (CO2) equivalents
(MMTCO2E) of GHGs.
• January 1, 2009—Adoption of a scoping plan for achieving GHG emission
reductions. A scoping plan was approved by the GARB Board in December
2008 and is summarized below.
• January 1, 2010—Adoption and enforcement of regulations to implement the
"discrete" actions.
• January 1 2011—Adoption of GHG emission limits and reduction measures
by regulation.
• January 1, 2012 - GHG emission limits and reduction measures adopted in
2011 become enforceable.
CARB adopted the following early actions on June 21, 2007:
• Group 1—Three new GHG-only regulations are proposed to meet the narrow
legal definition of "discrete early action greenhouse gas reduction measures"
in Section 38560.5 of the Health and Safety Code. These include the
Governor's Low Carbon Fuel Standard, reduction of refrigerant losses from
motor vehicle air conditioning maintenance, and increased methane capture
from landfills. These actions are estimated to reduce GHG emissions
between 13 and 26 MMT of CO2e annually by 2020 relative to projected
levels. If approved for listing by the Governing Board, these measures will
be brought to hearing in the next 12 to 18 months and take legal effect by
January 1, 2010.
• Group 2—CARB is initiating work on another 23 GHG emission reduction
measures in the 2007-2009 time period, with rulemaking to occur as soon as
possible where applicable. These GHG measures relate to the following
sectors: agriculture, commercial, education, energy efficiency, fire
suppression, forestry, oil and gas, and transportation.
• Group 3—CARB staff has identified 10 conventional air pollution control
measures that are scheduled for rulemaking in the 2007-2009 period. These
control measures are aimed at criteria and toxic air pollutants, but will have
concurrent climate co -benefits through reductions in CO2 or non -Kyoto
pollutants (i.e., DPM, other light -absorbing compounds, and/or ozone
precursors) that contribute to global warming.
In October 2007, CARB expanded the early actions to include the following
measures.
• Group 1, Discrete Early Actions —Sulfur hexafluoride (SF6) emissions
reductions from non -electricity sector; reduction of emissions from consumer
products; Smartway Truck Efficiency (requires existing trucks and trailers to
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be retrofitted with devices that reduce aerodynamic drag); tire inflation
(requires tune-up and oil change technicians to ensure proper tire inflation as
part of overall service); reduction of perfluorocompound (PFC) emissions
from semiconductor industry; and Green ports (allows docked ships to shut
off their auxiliary engines by plugging into shoreside electrical outlets or
other technologies).
Group 2, Other Early Actions —Refrigerant tracking, reporting and recovery
program; energy efficiency of California cement facilities; blended cements;
anti -idling enforcement; and research regarding nitrogen land application
efficiency.
Since October 2007, CARB has taken the following actions concerning Early
Action Measures:
• Low Carbon Fuel Standard — CARB approved for adoption regulations
establishing a low -carbon fuel standard on April 23, 2009. The intent of the
standard is to reduce the carbon intensity of transportation fuels by an
average of ten percent by 2020. CARB intends to finalize rule -making for
regulations to take effect by January 1, 2010.
• Landfill Methane Capture — On June 25, 2009, CARB approved for adoption
regulations for control of methane emissions from municipal solid waste
(MSW) landfills. The regulations will require the installation and proper
operation of gas collection and control systems at active, inactive, and closed
MSW landfills having 450,000 tons of greater of waste -in -place and that
received waste after January 1, 1977. The regulations contain performance
standards for the gas collection and control system, and specify monitoring
requirements to ensure that that the system is being maintained and operated
in a manner to minimize methane emissions. The regulations include a leak
standard for gas collection and control system components, a monitoring
requirement for wellheads, methane destruction efficiency requirements for
most control devices, surface methane emission standards, and reporting
requirements. CARE is presently considering several modifications and
clarifications to the regulations. CARB intends to finalize rule -making for
regulations to take effect by January 1, 2010.
• Small Containers of Automotive Refrigerant — On January 22, 2009, CARB
approved for adoption regulations associated with do-it-yourself (DIY)
recharging of motor vehicle air conditioning (MVAC) systems. This
regulation is intended to help reduce GHG emissions attributable to small
containers of automotive refrigerant largely by establishing certification
requirements that require containers to be equipped with self-sealing valves,
and by establishing a small container deposit and return and refrigerant
recovery program. Other components of the regulation include improved
container labels and consumer educational materials to promote consumer
education of proper MVAC charging practices and of the environmental
consequences of releasing refrigerant to the environment. On September 1,
2009, the Office of Administrative Law (OAL) approved the majority of the
regulations, but disapproved the portion of the regulatory filing for
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adjustment of the refrigerant container deposit. CARB intends to finalize
rule -making for regulations to take effect by January 1, 2010.
• Semiconductor Perfluorocarbon Emissions— On February 26, 2009, CARB
approved for adoption regulations related to semiconductor operations. The
regulation applies to an owner or operator of a semiconductor or related
devices operation that uses fluorinated gases or fluorinated heat transfer
fluids. The regulation includes emission standards, and reporting and
recordkeeping requirements. Final rule -making has not yet been completed.
• Sulfur Hexafluoride Reduction — On February 26, 2009, CARB approved for
adoption regulations related to the reduction of SF6 from non -semiconductor
and non -utility applications. This regulation would achieve GHG emission
reductions from SF6 applications through a phase -out of use over the next
several years in the non -semiconductor and non -utility sectors. Several
modifications to the adopted regulation are currently under consideration.
• High Global Warming Potential Gases in Certain Consumer Products — On
September 24, 2009 CARB approved for adoption regulations concerning
toxic compounds, aromatics and high GWP gases in certain consumer
products. The amendments are designed to reduce volatile organic
compound (VOC) emissions but would also prohibit compounds with high
GWP in multi -purpose solvent, paint thinner, and double -phase aerosol air
fresheners, which are the three categories of consumer products proposed for
regulation. Final rule -making has not yet been completed.
• Heavy -Duty Vehicle GHG Emission Reduction Regulation — On December
11, 2008, CARE approved for adoption regulations concerning long -haul
Heavy Duty Vehicle (HDV) fuel efficiency. A more efficient HDV uses less
fuel, and as a result, emits less GHG emissions. A HDV consists of a heavy-
duty tractor (tractor) and a trailer. The regulation requires new and existing
long -haul on -road tractors (of a certain size), which operate on California
highways, to be equipped with SmartWay approved aerodynamic
technologies and low -rolling resistance tires. The regulation contains a
phased implementation and includes several exemptions (such as for
emergency vehicles). Final adoption of the regulation is expected in
November 2009.
• Tire Pressure — On March 26, 2009, CARE approved for adoption
regulations to reduce GHG emissions from vehicles operating with under
inflated tires. The regulation requires all Automotive Service Providers
perform a tire inflation service (check and inflate) on all passenger vehicles
that are brought into a facility for service or repair. Final rule -making has not
yet been completed.
• Shore Power — On December 6, 2007, CARB approved for adoption
regulations to reduce emissions from diesel auxiliary engines on ocean-going
vessels while at berth in California. The regulation requires operators of
vessels meeting specified criteria to turn off their auxiliary engines for most
of their stay in port. CARB anticipates that such vessels would then receive
their electrical power from the shore, or use an alternative, but equally
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effective, means of emission reductions. Although the measure is intended to
reduce NOx and particulate matter emissions, the measure will produce a co -
benefit of also reducing CO2 emissions. The regulation took effect on
January 2, 2009.
AB 32 Scoping Plan
In December 2008, CARB released its scoping plan, which outlines an approach
to meet AB 32's goal. The plan identified measures to reduce GHG emissions to
1990 levels, which is approximately 30% from business -as -usual emission levels
projected for 2020, or about 10% from today's (2008) levels. On a per -capita
basis, that means reducing annual emissions of 14 tons of CO2 per person in
California down to about 10 tons per person by 2020. Table 3.2-2 shows a
summary of the recommended reduction strategies.
The scoping plan, even though it is approved by the Board, remains a plan. The
measures in the scoping plan must be adopted through the normal rulemaking
process, with the necessary public input.
Table 3.2-2. Summary of AB 32 Scoping Plan Recommendations
Recommended Reduction Strategies
Reductions
Counted towards 2020 Target
(MMT CO2E)
Estimated Reductions Resulting from the Combination Of Cap -and-
Trade Program and Complementary Measures
146.7
California Light -Duty Vehicle GHG Standards
Implement Pavley Standards
Develop Pavley II Light -Duty Vehicle Standards
31.7
Energy Efficiency
Building /Appliance Efficiency, New Programs, etc.
Increase CHP Generation by 30,000 Gigawatt Hours (GWh)
Solar Water Heating (AB 1470 goal)
26.3
Renewables Portfolio Standard (33% by 2020)
21.3
Low Carbon Fuel Standard
15
Regional Transportation -Related GHG Targets"
5
Vehicle Efficiency Measures
4.5
Goods Movement
Ship Electrification at Ports
System -Wide Efficiency Improvements
3.7
Million Solar Roofs
2.1
Medium- / Heavy -Duty Vehicles
1.4
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Recommended Reduction Strategies
Reductions
Heavy -Duty Vehicle GHG Emission Reduction (Aerodynamic Efficiency)
Medium -and Heavy -Duty Vehicle Hybridization
High Speed Rail
1.0
Industrial Measures (for Sources Covered under Cap -and -Trade Program)
Refinery Measures
Energy Efficiency & Co -Benefits Audits
0.3
Additional Reductions Necessary to Achieve the Cap
34.4
Estimated Reductions from Uncapped Sources/Sectors
27.3
High Global Warming Potential Gas Measures
20.2
Sustainable Forests
5.0
Industrial Measures (for Sources not Covered under Cap and Trade Program)
Oil and Gas Extraction and Transmission
1.1
Recycling and Waste (Landfill Methane Capture)
1.0
Total Reductions Counted towards 2020 Target
174
Other Recommended Measures
Estimated 2020 (MMT CO2E)
State Government Operations
1-2
Local Government Operations
TBD
Green Buildings
26
Recycling and Waste
Mandatory Commercial Recycling
Other Measures
9
Water Sector Measures
4.8
Methane Capture at Large Dairies
1.0
a This number represents an estimate of what may be achieved from local land use changes. It is not the SB 375
regional target. CARB will establish regional targets for each Metropolitan Planning Organization (MPO) region
following the input of the Regional Targets Advisory Committee and a public consultation process with MPOs
and other stakeholders per SB 375.
Source: CARB 2008b.
Senate Bill 97 Chapter 185, Statutes of 2007
Senate Bill 97 (SB 97) requires the Office of Planning and Research (OPR) to
prepare guidelines to submit to the California Resources Agency regarding
feasible mitigation of GHG emissions or the effects of GHG emissions as
required by CEQA. The California Resources Agency is required to certify and
adopt these revisions to the State CEQA Guidelines by January 1, 2010. The
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guidelines will apply retroactively to any incomplete EIR, negative declaration,
mitigated negative declaration, or other related document.
Executive Order S-01-07
Executive Order S-01-07 was enacted by Governor Schwarzenegger on January
18, 2007. The order mandates the following: 1) that a statewide goal be
established to reduce the carbon intensity of California's transportation fuels by
at least 10% by 2020; and 2) that a low carbon fuel standard (LCFS) for
transportation fuels be established in California.
Senate Bill 375
On September 30, 2008, Governor Schwarzenegger signed into law SB 375
(Steinberg). SB 375 focuses on housing and transportation planning decisions to
reduce fossil fuel consumption and conserve farmlands and habitat. This
legislation is important to achieving AB 32 goals because GHG emissions
associated with land use, which includes transportation, are the single largest
sector of emissions in California. Further, SB 375 provides a path for better
planning by providing incentives to locate housing developments closer to where
people work and go to school, allowing them to reduce vehicle miles traveled
(VMT) every year. The following bullet points summarize some of the main
provisions of the bill:
• Require the regional governing bodies in each of the state's major
metropolitan areas to adopt, as part of their regional transportation plan, a
"sustainable community strategy" that will meet the region's target for
reducing GHG emissions. These strategies would get people out of their cars
by promoting smart growth principles such as: development near public
transit; projects that include a mix of residential and commercial use; and
projects that include affordable housing to help reduce new housing
developments in outlying areas with cheaper land and reduced VMT.
• Create incentives for implementing the sustainable community strategies by
allocating federal transportation funds only to projects that are consistent
with the emissions reductions.
• Provide various forms of CEQA relief by allowing projects that are shown to
conform to the preferred sustainable community strategy through the local
general plans (and therefore contribute to GHG reduction) to have a more
streamlined environmental review process. Specifically, SB 375 will change
CEQA in two ways:
❑ If a development is consistent with the sustainable community's strategy
and incorporates any mitigation measures required by a prior EIR, then
the environmental review does not have to consider: a) growth -inducing
impacts, or b) project -specific or cumulative impacts from cars on global
warming or the regional transportation network.
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❑ A narrowly -defined group of "transit priority projects" will be exempt
from CEQA review.
Background Air Quality
Federal and State Ambient Air Quality Standards
The federal and state governments have established ambient air quality standards
for seven pollutants called "criteria" pollutants: 03, CO, NO2, SO2, PM10, and
PM2.5 (see Table 3.2-3). The state of California has also established ambient
standards for lead, hydrogen sulfide (H2S), vinyl chloride, and sulfates. 03and
NO2 are considered to be regional pollutants because they or their precursors
affect air quality on a regional scale: NO2 reacts photochemically with reactive
organic gases (ROG) to form ozone, and this reaction occurs at some distance
downwind of the source of pollutants. Pollutants such as CO, PM 10, and PM2.5
are considered to be local pollutants because they tend to disperse rapidly with
distance from the source. The health effects of the pollutants of concern are
discussed below. Table 3.2-3 shows the state and federal standards for a variety
of pollutants.
Table 3.2-3. Federal and State Ambient Air Quality Standards
Pollutant
Average
Time
Standard (parts
per million)
Standard
(micrograms
per cubic meter)
Violation Criteria
CA
U.S.
CA
U.S.
CA
U.S.
Ozone (03)
1 hour
0.09
NA
180
NA
If exceeded
If exceeded on more than 3
days in 3 years
8 hours
0.07
0.075
137
147
NA
If exceeds 4th highest 8-
hour concentration in a
year, averaged over 3 years
Respirable
Particulate
Matter
(PM10)
Annual
mean
NA
NA
20
NA
If exceeded
If exceeded
24 hours
NA
NA
50
150
If exceeded
If average 1% over 3 years
is exceeded
Fine
Particulate
Matter
(PM2.5)
Annual
mean
NA
NA
12
15
If exceeded
If exceeded
24 hours
NA
NA
NA
35
NA
If average 2% over 3 years
is exceeded
Carbon
Monoxide
(CO)
8 hours
9.0
9
10
10,000
If exceeded
If exceeded on more than 1
day/year
1 hour
20
35
23
40,000
If exceeded
If exceeded on more than 1
day/year
Nitrogen
Dioxide
(NO2)
Annual
average
0.030
0.053
57
100
NA
If exceeded
1 hour
0.18
NA
339
NA
If exceeded
If exceeded
Sulfur
Dioxide
Annual
average
NA
0.03
NA
80
NA
If exceeded
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Pollutant
(SO2)
Average
Time
Standard (parts
per million)
Standard
(micrograms
per cubic meter)
Violation Criteria
CA
U.S.
CA
U.S.
CA
U.S.
24 hours
0.04
0.14
105
365
If exceeded
If exceeded on more than 1
day/ year
3 hour
NA
0.5
NA
1300
NA
If exceeded no more than 1
day/year
1 hour
0.25
NA
655
NA
NA
NA
Lead (Pb)
30 days
NA
NA
1.5
NA
If equaled
or
exceeded
NA
Calendar
quarter
NA
NA
NA
1.5
NA
If exceeded no more than 1
day/year
Rolling 3-
month
average
NA
NA
NA
0.15
NA
If exceeded
Visibility
Reducing
Particles
8 hour
Extinction coefficient of 0.23 per kilometer -
visibility of ten miles or more (0.07-30 miles
or more for Lake Tahoe) due to particles when
relative humidity is less than 70%.
If exceeded
NA
Sulfate
particles
(SO4)
24 hours
NA
NA
25
NA
If equaled
or
exceeded
NA
Hydrogen
sulfide (H2S)
1 hour
0.03
NA
42
NA
If equaled
or
exceeded
NA
Vinyl
chloride
(C2H3C1)
24 hours
0 01
0
NA
26
NA
If equaled
or
exceeded
NA
Notes:
All standards are based on measurements at 25°C and 1 atmosphere pressure.
National standards shown are the primary (health effects) standards.
NA = not applicable.
Source: CARB 2008.
Attainment Status
The CCAA requires CARB to designate areas within California as either
attainment or nonattainment for each criteria pollutant based on whether the
CAAQS have been achieved. Under the CCAA, areas are designated as
nonattainment for a pollutant if air quality data shows that a state standard for the
pollutant was violated at least once during the previous three calendar years.
Exceedances that are affected by highly irregular or infrequent events are not
considered violations of a state standard and are not used as a basis for
designating areas as nonattainment. San Diego County is classified as a
nonattainment area for the state 1-hour ozone standard, the federal and state 8-
hour ozone standards, and the state PM 10 and PM2.5 standards. The County is
in attainment for state and federal CO standards.
The current attainment status for San Diego County is shown in Table 3.2-4.
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E
Table 3.2-4. Federal and State Air Quality Designation
Criteria Pollutant
Federal Designation
State Designation
03 (1-hour)
Attainments
Nonattainment
03 (8-hour)
Nonattainment
Nonattainment
CO
Attainment
Attainment
PM 10
Unclassifiableb
Nonattainment
PM2.5
Attainment
Nonattainment
NO2
Attainment
Attainment
SO2
Attainment
Attainment
Lead
Attainment
Attainment
Sulfates
(No federal standard)
Attainment
Hydrogen Sulfide
(No federal standard)
Unclassified
Visibility
(No federal standard)
Unclassified
"The federal 1-hour standard of 12 pphm was in effect from 1979 through June 15, 2005. The revoked
standard is referenced here because it was employed for such a long period and because this benchmark is
addressed in the State Implementation Plans.
b At the time of designation, if the available data does not support a designation of attainment or
nonattainment, the area is designated as unclassifiable.
Source: SDAPCD 2008
Air Monitoring Data
The SDAPCD maintains and operates a network of ambient air monitoring
stations throughout the county. The purpose of the monitoring stations is to
measure ambient concentrations of the pollutants and determine whether the
ambient air quality meets the CAAQS and the NAAQS. The ambient monitoring
station closest to the plan area is the San Diego —Beardsley Street Monitoring
Station. The Beardsley monitoring station measures CO, SO2, ozone, PM10,
PM2.5, and NO2 concentrations. Concentrations of pollutants over the last
3years are presented in Table 3.2-5. As shown in Table 3.2-5, NAAQS for 1-
hour ozone did not exceed NAAQS or CAAQS for any of the years, but 8-hour
CAAQS was exceeded once each year. The NAAQS were not exceeded for any
of the years for PM10, but CAAQS were exceeded multiple times for PM10 in
each of the 3 years. The 24-hour PM2.5 exceeded NAAQS in each of the years
but did not exceed the annual average standard. Both the 8- and 1-hour CO
concentrations were not exceeded any of the years.
Table 3.2-5. Ambient Background Concentrations San Diego —Beardsley Monitoring Station
Pollutant Standards
2006
2007
2008
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Pollutant Standards
2006
2007
2008
Ozone (03)
Maximum 1-hour concentration (ppm)
Maximum 8-hour concentration (ppm)
0.082
0.070
0.087
0.072
0.087
0.073
No. Days Standard Exceeded
NAAQS (1-hour) > 0.12 ppm
CAAQS (1-hour) > 0.09 ppm
NAAQS (8-hour) > 0.075 ppm
CAAQS (8-hour) > 0.07 ppm
0
0
0
1
0
0
0
1
0
0
0
1
Particulate Matter (PM10)
Federal Maximum 24-hour concentration (µg/m3)
State Maximum 24-hour concentration (µg/m3)
Annual average concentration (µg/m3)
71
74
34.4
110
111
31.3
58
59
29.3
No. Days Standard Exceeded
NAAQS (24-hour) > 150 µg/m3
CAAQS (24-hour) > 50 µg/m3
CAAQS (annual) > 20 µg/m3 exceeded?
0
11
Yes
0
4
Yes
0
4
Yes
Particulate Matter (PM2.5)
Maximum 24-hour concentration (µg/m3)
Annual average concentration (µg/m3)
63.3
13.1
71.4
12.7
42.0
13.7
No. Days Standard Exceeded
NAAQS (24-hour) > 35 µg/m3
NAAQS (annual) > 15 µg/m3exceeded?
2
No
8
No
3
No
Carbon Monoxide (CO)
Maximum 8-hour concentration (ppm)
Maximum 1-hour concentration (ppm)
3.27
5.3
3.01
4.4
2.60
3.1
No. Days Standard Exceeded
NAAQS (8-hour) > 9.0 ppm
NAAQS (1-hour) > 35 ppm
0
0
0
0
0
0
CAAQS (8-hour) > 9.0 ppm
CAAQS (1-hour) > 20 ppm
0
0
0
0
0
0
ppm parts per million
µg/m3 micrograms per cubic meter
> greater than
> equal to or greater than
Source: CARB 2009a, EPA 2009.
If a pollutant concentration is lower than the state or federal standard, the area is
classified as being in attainment for that pollutant. If a pollutant violates the
standard, the area is considered a nonattainment area. If data are insufficient to
determine whether a pollutant is violating the standard, the area is designated
unclassified. San Diego County is classified as a nonattainment area for the state
1-hour and 8-hour ozone standards, the federal 8-hour ozone standard, and the
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state PM10 and PM2.5 standards. The county is in attainment for state and
federal standards for all other criteria pollutants.
San Diego Regional Air Quality Strategy and State
Implementation Plan
All areas designated as nonattainment under the CAA and CCAA are required to
prepare plans showing how the area would meet the state and federal air quality
standards by its attainment dates. The San Diego Regional Air Quality Strategy
(RAQS) and State Implementation Plans (SIP) are the region's plans for
improving air quality in the region. They address the CAA and CCAA
requirements and demonstrates attainment with ambient air quality standards.
The RAQS was initially adopted in 1991, and is updated on a triennial basis. The
RAQS was updated in 1995, 1998, 2001, 2004, and, most recently, 2009. The
RAQS outlines SDAPCD's plans and control measures designed to attain the
state air quality standards for ozone. For the federal 8-hour ozone standard, the
SDAPCD submitted its 8-hour Ozone Attainment Plan 2007 in May of 2007;
calling for more reductions in VOC and NO„ emissions.
The SDAPCD also has measures to reduce PM10 emissions and a plan to
maintain the attainment of CO emissions for San Diego County. The SDAPCD
has also developed the air basin's input to the State Implementation Plan (SIP),
which is required under the CAA for areas that are out of attainment for air
quality standards. The SIP includes SDAPCD's plans and control measures for
attaining the ozone NAAQS. The SIP is also updated on a triennial basis. The
latest SIP update (i.e., 2007 Ozone Plan) was submitted by the CARB to the EPA
in May 2007. The current status of the applicable RAQS and SIPs are identified
in Table 3.2-6 and discussed further below.
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Table 3.2-6. Summary of RAQS/SIP for San Diego County
Pollutant
Document Title
Status
Comments
Ozone
2007 Ozone SIP (8-hour
federal)
Dated May 2007: prepared by
CARB, SDAPCD, SANDAG, and
others for the entire southern
California area
Calls for reductions in VOCs and
NOx with attainment achieved in
2012
2002 Ozone (1-hour
federal) Redesignation
Request and
Maintenance Plan
Dated December 2002: the current
"approved" SIP for this pollutant
Calls for reductions in VOCs and
NOx with attainment achieved in
2006
2009 RAQS (1- and 8-
hour state)
Dated April 2009; update to 2004
strategy
Includes an expeditious schedule
for adopting feasible emission
control measures to reduce ozone
precursor emissions
CO
1995/96 Maintenance
Plan
Approved in 1998 for the period
1998 to 2008
The 2008 to 2018 plan was
submitted to EPA in 2006
PM10
2005 Measures to
Reduce PM10
Dated December 2005: current plan
for PM10
Calls for reduction in PM10 and
PM2.5
PM2.5
N/A
Under development by SDAPCD
--
Source: SDAPCD 2009.
Sensitive Land Uses
Sensitive land uses are generally defined as locations where people reside or
where the presence of air emissions could adversely affect the use of the land.
Typical sensitive receptors include (but are not limited to) residents, school
children, hospital patients, and the elderly. The plan area is surrounded by
various sensitive land uses, including convalescent homes, preschool and daycare
facilities, schools, and residences. The proposed project would also locate
sensitive land uses (e.g. residential land uses) within the plan area.
Regional Toxic Air Contaminants Background Levels
Hazardous air pollutants is a term used by the CAA that includes a variety of
pollutants generated or emitted by industrial production activities; these are called
toxic air contaminants (TACs) under the California Clean Air Act. TACs are a
category of air pollutants that have been shown to have an impact on human
health but are not classified as criteria pollutants. Air toxics are generated by a
number of sources, including stationary sources, such as dry cleaners, gas
stations, auto body shops, and combustion sources; mobile sources, such as diesel
trucks, ships and trains; and area sources, such as farms, landfills, and
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construction sites. Ten TACs have been identified through ambient air quality data
as posing the greatest health risks in California. Adverse health effects of TACs
can be carcinogenic (cancer -causing), short-term (acute) noncarcinogenic, and
long-term (chronic) noncarcinogenic. Direct exposure to these pollutants has been
shown to cause cancer, birth defects, damage to the brain and nervous system, and
respiratory disorders. CARB provides emission inventories large air basins, such as
San Diego County.
Ambient levels of selected TACs are measured by CARB at several locations in
southern California. The closest TAC monitoring stations to National City are in
Chula Vista and El Cajon, approximately 3 miles and 13 miles southeast and
northeast of the plan area, respectively. Both of these stations may potentially
contain higher, as well as different, TAC concentrations than those near the plan
area because of the distance from the plan area and the myriad of land uses in
those areas.
Based on CARB emission inventory data the following TAC emissions occurred
in the SDAPCD during 2007, the most recent year of complete data (CARB
2008c):
• acetaldehyde (1,020 tons per year),
• benzene (877 tons per year),
• 1,3-butadiene (253 tons per year),
• carbon tetrachloride (0.09 ton per year),
• hexavalent chromium (0.08 ton per year),
• para-dichlorobenzene (122 tons per year),
• formaldehyde (1,466 tons per year),
• methylene chloride (367 tons per year),
• perchloroethylene (422 tons per year), and
• diesel particulate matter (2,660 tons per year).
The primary source of acetaldehyde emissions are from mobile sources (55%)
while 40% are from natural sources and 4% from area sources, such as residential
wood combustion. The primary sources of benzene in the SDAPCD include
mobile sources (95%) and stationary sources (4%). Approximately 74% of 1,3—
butadiene emissions are from mobile sources while 20% are from natural sources
and 5% are from area sources. Emissions of carbon tetrachloride are all
produced by stationary sources such as chemical and allied produce
manufacturers. Approximately 61% of hexavalent chromium emissions are from
stationary sources such as electrical generation, aircraft and parts manufacturing,
and fabricated metal produce manufacturing; while mobile sources account for
approximately 37% of SDAPCD's hexavalent chromium emissions. All
emissions of para-dichlorobenzene are from consumer products such as non -
aerosol insect repellents (e.g., moth balls) and solid/gel air fresheners.
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Approximately 9% of formaldehyde emissions in the SDAPCD are from mobile
sources, while 4% are from area sources and 2% are from stationary sources.
Approximately 82% of methylene chloride emissions are area sources from paint
removers/strippers, automotive brake cleaners, and other consumer products,
while the remaining 18% are from stationary sources. Perchloroethylene is
produced primarily from stationary sources (58%) such as dry cleaning plants
and manufacturing of aircraft parts and fabricated metal parts, while the
remaining 42% are from area sources. Emissions of DPM are primarily from
mobile sources (99%) and stationary sources (1%) (CARB 2008c, Kern County
APCD 2006).
Because DPM is not collected at the two monitoring stations, background
concentrations for this TAC were obtained from the 2008 California Almanac of
Emissions and Air Quality (CARB 2008c). The annual average concentration for
DPM in the SDAB is 1.4 micrograms per cubic meters (µg/m3) with an estimated
cancer risk of 420 chances in one million. The overall ambient risk level is 607
chances per million. For perspective, one out of three Americans will eventually
develop cancer, and one out of four will die from cancer. Therefore, the national
average background cancer incidence is equivalent to 333,000 chances in one
million.
TACs do not have ambient air quality standards. Since no safe levels of TACs
can be determined, there are no air quality standards for TACs. Instead, TAC
impacts are evaluated by calculating the health risks associated with a given
exposure. The requirements of the Air Toxics Hot -Spots Information and
Assessment Act apply to facilities that use, produce, or emit toxic chemicals.
Facilities subject to the toxic emission inventory requirements of the act must
prepare and submit toxic emission inventory plans and reports and periodically
update those reports.
The SDAPCD is the implementing agency for approximately 1,500 San Diego
facilities required to comply with the air toxics program. The task of the
SDAPCD is to collect emission inventories and adopt and implement the State -
approved emission reduction measures. Each facility is required to submit
information concerning air toxic emissions, and the largest emitters are required
to submit a health risk assessment (HRA). If a potentially significant public
health risk exists, the facility must notify any affected persons. In addition, the
facility must then submit and implement a risk reduction audit and plan
(SDAPCD 2009). Of the eight SDAB facilities that have been deemed to pose
significant health risks under the CAA and have performed an HRA, all but one
(USN Air Station, North Island) have subsequently reduced those risks to a level
no longer considered significant under the standards of the Air Toxics Hot -Spots
Information and Assessment Act.
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Local Toxic Air Contaminants Levels
Within the City of National City, the Westside community has long been a
neighborhood afflicted by poor land use planning, which has resulted in an
unhealthy mixture of homes, toxic polluting businesses, and warehouses. Due to
the mix of residential and industrial uses, the air quality in the neighborhood has
become increasingly unsafe for the people who reside there. The Environmental
Health Coalition (EHC) found that Westside's air toxic inventory is
disproportionately high for the City of National City. The Westside
neighborhood contains over 23,000 pounds of air toxics, of which roughly 70%
of the reported toxics come from auto body shops located within the community.
In the Westside neighborhood alone, 14% of children have been diagnosed with
asthma. This is approximately twice the documented California state average of
7%. Additionally, 9% of adults in the community have been diagnosed with
asthma. These findings, coupled with the fact that 32% of children and 51% of
adults in the community lack health insurance, have led community leaders to
suspect that asthma rates in Westside are higher than reported (Environmental
Health Coalition 2005).
In May 2007, the EPA granted the City of National City a Brownfield Area -Wide
Assessment Grant for the Westside Neighborhood. In support of this grant, an
inventory of businesses located within the Westside neighborhood was
conducted. This inventory identified 169 non-residential parcels within the
neighborhood, 70 of which were identified as properties that are either suspected
of having or producing or are known to posses hazardous substances. Seven of
these parcels were identified to have released hazardous substances (Essentia
2007).
In addition, the proposed project is located near the industrial, commercial, and
residential land uses located near the industrialized area of the San Diego Bay.
Manufacturing and the ship repair and ship building activities associated with the
Port of San Diego are known to emit a substantial amount of TAC's into the
environment. Therefore, these land uses pose a health risk to nearby residents.
CARB maintains records of TAC levels and performs health risk assessments on
facilities that pose a serious risk to neighboring residents. A list of the major
facilities that pose a risk to nearby residents within 1 mile of the Westside area is
presented in Table 3.2-7. Four of these facilities were found to release greater
than 10 tons of TAC's per year.
Finally, there are numerous facilities near the plan area that are identified by
CARB as potential air toxic hot spots. Land uses within the plan area and
adjacent neighborhoods are riddled with industrial land uses, ranging from
shipbuilding to chrome plating to automobile paint and body shops. While there
are 142 industrial -related land uses within the plan area, there are nine facilities
that are identified by CARB as TAC emitters. Table 3.2-8 is a list the facilities,
total TAC's emissions, and the TACs each emits.
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Table 3.2-7. Neighboring Toxic Air Facilities
Facility
TAC
Emissions
(tons/year)
Toxic Air Contaminants
BAE Systems San Diego Ship
Repair, Inc.
Foot of Sampson Street
25.43
1,2,4TriMeBenze,1,3-Butadiene, 2,2,4 TriMePentn,
Acetaldehyde, Acrolein, Aluminum, Arsenic, Barium,
Benzene, Cadmium, Chlorobenzn, Chlorobenzns, Chromium,
Cobalt, Copper, Cr(VI), DiButyl Phthal, DieselPM, EGBE,
Ethyl Benzene, Formaldehyde, Glycol Ethers, HCl, Hexane,
Isopropyl Alcoh, Lead, MEK, MIBK, Manganese, Mercury,
Methanol, Methylene Chlor, Naphthalene, Nickel, PAHs-w/,
Phenol, Phosphorus, Propylene, Propyleneglycol, Selenium,
Silica Crystln, Silver, Styrene, Toluene, Xylenes, Zinc, [D]
Acetone, n-Butyl Alcohol
Applied Energy-32nd Street
3970 Surface Navy Boulevard
1.48
1,3-Butadiene, Acetaldehyde, Acrolein, Arsenic, Benzene,
Cadmium, Chlorobenzn, Chlorobenzns, Chromium, Copper,
Cr(VI), DieselPM, Ethyl Benzene, Formaldehyde, HC1,
Hexane, Lead, Manganese, Mercury, Naphthalene, Nickel,
PAHs-w/, Propylene, Selenium, Toluene, Xylenes, Zinc
Continental Maritime
1995 Bay Front Street
6.0
1,1,1-TCA, 1,2,4TriMeBenze, 1,3-Butadiene,
2,2,4TriMePentn,Acetaldehyde, Acrolein, Aluminum,
Arsenic, Barium, Benzene, Beryllium, Cadmium,
Chlorobenzn, Chlorobenzns, Chromium, Cobalt, Copper,
Cr(VI), DieselExhPM, Ethyl Benzene, Formaldehyde, Glycol
Ethers, HC1, Hexane, Lead, MEK, MIBK, Manganese,
Mercury, Methanol, Methylene Chlor, Naphthalene, Nickel,
PAHs-w/, Perchloroethylene , Phenol, Phosphorus, Propylene,
Propyleneglycol, Selenium, Silver, Toluene, Xylenes, Zinc,
[D] Acetone, n-Butyl Alcohol
CP Kelco
2025 Harbor Drive E
65.54
1,3-Butadiene, Acetaldehyde, Acrolein, Arsenic, Benzene,
Cadmium, Chlorobenzn, Chlorobenzns, Chromium, Copper,
Cr(VI), DieselExhPM, Ethyl Benzene, Formaldehyde, HC1,
Hexane, Isopropyl Alcoh, Lead, Manganese, Mercury,
Naphthalene, Nickel, PAHs-w/, Propylene, Selenium,
Toluene, Xylenes, Zinc
Motivational Systems Inc.
2200 Cleveland Avenue
15.98
Chromium, Cobalt, EGBE, Ethyl Benzene, Formaldehyde,
Glycol Ethers, Isopropyl Alcoh, MIBK
Toluene, Xylenes, [D] Acetone, n-Butyl Alcohol
NASSCO
28th Street and Harbor Drive
99.15
1,2,4TriMeBenze, 1,3-Butadiene, 2,2,4TriMePentn,
Acetaldehyde, Acrolein, Aluminum, Arsenic, Barium,
Benzene, Cadmium, Chlorobenzn, Chlorobenzns, Chromium,
Cobalt, Copper, Cr(VI), DieselExhPM, EGBE, Ethyl
Benzene, Ethylene Glycol, Formaldehyde, Glycol Ethers,
HC1, Hexane, Isopropyl Alcoh, Lead, MEK, MIBK ,
Manganese, Mercury, Methanol, NH3, Naphthalene, Nickel,
PAHs-w/, PGME, Perchloroethylene, Phenol, Propylene,
Propyleneglycol, Selenium, Silica Crystln, Silver, Toluene,
Xylenes, Zinc, [D] Acetone, n-Butyl Alcohol
Pacific Ship Repair
1625 Rigel Street
0.47
1,1,1-TCA, Aluminum, Benzene, Cadmium, Chromium,
Cobalt, Copper, Cr(VI), Hexane, Lead, Manganese, Nickel,
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3.2 Air Quality
Facility
TAC
Emissions
(tons/year)
Toxic Air Contaminants
Perchloroethylene, Silica, Crystln, Silver, Toluene, Xylenes,
Zinc, [D] Acetone, n-Butyl Alcohol
Southern California Plating
3261 National Avenue
4.19
Benzene Cr(VI), EGBE, Formaldehyde, Glycol Ethers,
Hexane, MEK, MIBK, Toluene, Xylenes
Source: CARB 2009b.
Table 3.2-8. Current Westside Area Toxic Air Facilities
Facility
TAC
Emissions
(tons/year)
Toxic Air Contaminants
C&J Electronics
1636 Wilson Avenue
<0.01
Aluminum, Cadmium, Chromium, Copper, Glycol Ethers,
Lead, Manganese, Nickel
California Auto Body and
Frame
1921 Roosevelt Avenue
0.17
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
Civic Center Auto Body
1304 Roosevelt Avenue
0.24
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
CP Manufacturing
1300 Wilson Avenue
3.47
1,2,4TriMeBenze, Cobalt, EGBE, MEK, Methanol, Toluene,
Xylenes, [DJ Acetone
Greenwald's Auto Body &
Frame
1814 Roosevelt Avenue
0.48
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
Jocson's Auto Body &
Paint Shop
1320 Coolidge Avenue
0.20
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
JZ Auto Body
202 W 11th Street
0.05
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
Southland Auto Body
141 18th St W
0.38
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
Southwest Paint & Body
1616 West Ave
0.25
1,2,4TriMeBenze, Barium, Benzene, Ethyl Benzene, Glycol
Ethers, Isopropyl Alcohol, MEK, MIBK, Toluene, Xylenes,
[D] Acetone, n-Butyl Alcohol
Source: CARB 2009b.
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Impact Analysis
Thresholds of Significance
3
The City of National City has not adopted specific emission thresholds by which
to evaluate the significance of air quality impacts of projects within its
jurisdiction. In the absence of formally adopted thresholds, the City of National
City uses Appendix G of the CEQA Guidelines (California Code of Regulations,
Title 14, Sections 15000 et seq.) as the thresholds of significance and recognizes
SDAPCD-established screening level thresholds for air quality emissions (e.g.,
Rules 20.2 et seq.) as screening standards. Any project would be considered to
have a potential significant air quality impact if the emission levels from the
proposed project were to exceed any of the criteria presented in Table 3.2-9.
Appendix G of the CEQA Guidelines was used to determine that the proposed
project would have a potentially significant effect on air quality if it would:
AQ-1: conflict with or obstruct implementation of the applicable air quality
management plan;
AQ-2: violate any air quality standard or contribute substantially to an existing
or projected air quality violation;
AQ-3: result in a cumulatively considerable net increase of any criteria pollutant
for which the project region is in nonattainment status under an
applicable federal or state ambient air quality standard (including the
release of emissions that exceed quantitative thresholds for ozone
precursors);
AQ-4: expose sensitive receptors to substantial pollutant concentrations; or
AQ-5: create objectionable odors affecting a substantial number of people.
AQ-6: conflict with or obstruct the goals or strategies of the California Global
Warming Solutions Act of 2006 (AB 32) or related Executive Orders.
For Thresholds AQ-1 through AQ-5, the City of National City follows the
County of San Diego Guidelines for Determining Significance: Air Quality
(March 2007). Threshold AQ-6, pertaining to climate change, is discussed below.
For Thresholds AQ-2 and AQ-3 above in determining the direct as well as
cumulatively considerable net increases during the operational phase, impacts
would be considered significant if the project:
• does not conform to the RAQS and/or has a significant direct impact on air
quality with regard to operational emissions of PM 10, PM2.5, NO, and/or
VOCs;
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• causes road intersections or roadway segments to operate at or below a level
of service (LOS) E and creates a CO hotspot; or
• exposes sensitive receptors (including, but not limited to, residents, schools,
hospitals, resident care facilities, or day-care centers) to substantial pollutant
concentrations.
The following criteria thresholds further define significance for Thresholds AQ-2
and AQ-3 above. Therefore, an increase above the SDAPCD's screening level
threshold would be expected to have an adverse impact on air quality because
any emission increase would contribute to the air quality problems in the SDAB.
Any project would be considered to have a potentially significance air quality
impact if the emission levels from the proposed project were to exceed any of the
criteria presented in Table 3.2-9.
Table 3.2-9. SDAPCD Screening -Level Emission Thresholds
Criteria Pollutant
Pounds Per Day
Tons Per year
VOCa
75
13.7
NOX
250
40
CO
550
100
SOX
250
40
Respirable PM 10
100
15
Fine PM2.5b
55
10
Lead and Lead Compounds
3.2
0.6
' The significance threshold for VOC emissions is based on the threshold of significance for VOCs from the
South Coast Air Quality Management District (SCAQMD) for the Coachella Valley. The 13.7 tons per year
threshold is based on 75 lbs/day multiplied by 365 days/year and divided by 2000 lbs/ton.
b EPA "Proposed Rule to Implement the Fine Particle National Ambient Air Quality Standards" published
September 8, 2005. Also used by the SCAQMD.
For Thresholds AQ-4 and AQ-5, City of National City follows the County of San
Diego Guidelines for Determining Significance (March 2007) for determining
whether or not the project would expose sensitive receptors to substantial
pollutant concentrations. Impacts would be considered significant if the project:
• places sensitive receptors near CO hotspots or creates CO hotspots near
sensitive receptors;
• creates objectionable odors affecting a substantial number of people; or
• results in exposure to TACs resulting in a maximum incremental cancer risk
greater than 1 in 1 million without application of Toxics—Best Available
Control Technology (Toxics-BACT), or a health hazard index greater than 1.
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Local Micro -Scale Concentration Standards
The significance of localized CO hotspot project impacts under CEQA are
evaluated using state and federal CO standards. If ambient CO levels are below
the standards, a project is considered to have a significant impact if project
emissions result in an exceedance of one or more of these standards. If ambient
levels already exceed a state or federal standard, project emissions are considered
significant if they increase 1-hour CO concentrations by 1.0 part per million
(ppm) or more or 8-hour CO concentrations by 0.45 ppm or more. The following
are applicable local emission concentration standards for CO:
• California state 1-hour CO standard of 20.0 ppm, and
• California state 8-hour CO standard of 9.0 ppm.
As in most urban areas, high short-term concentrations of CO, known as
hotspots, can be a problem within the SDAB. Hotspots typically occur in areas
of high motor vehicle use, such as in parking lots, at congested intersections, and
along highways. Since CO build-up typically occurs at locations where traffic is
congested, CO concentrations are often correlated with LOS at intersections.
LOS expresses the congestion level for an intersection and is designated by a
letter from A to F, with LOS A representing the best operating conditions and
LOS F the worst. Significant concentrations of CO sometimes occur (depending
on temperature, wind speed, and other variables) at intersections where LOS is
rated at D or worse.
The significance of CO emissions from vehicles was evaluated based on the
following criteria. A significant impact would occur if: (1) project -generated
traffic degrades the LOS at intersections to level D or worse, (2) sensitive
receptors are nearby, and (3) CO hotspot modeling indicates thresholds would be
exceeded. The first criterion is based on whether the traffic associated with the
proposed project would change the LOS of an intersection and thereby have the
potential to generate CO hotspots. If the LOS remained unaffected, it would be
assumed that vehicle emissions would not contribute to CO hotspots.
Thresholds for Odor Impacts
While offensive odors rarely cause any physical harm, they can be very
unpleasant, leading to considerable distress among the public and often
generating citizen complaints to local governments and air districts. Any project
with the potential to frequently expose the public to objectionable odors would be
deemed as one having a significant impact. Odor impacts on residential areas
and other sensitive receptors, such as hospitals, daycare centers, schools, etc.,
warrant the closest scrutiny, but consideration should also be given to other land
uses where people may congregate, such as recreational facilities, work sites, and
commercial areas.
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Health Risk -Based Thresholds
3
Any project with the potential to expose sensitive receptors (including residential
areas) or the general public to substantial levels of TACs would be deemed as
one having a potentially significant impact. This applies to receptors locating
near existing sources of TACs as well as sources of TACs locating near existing
receptors.
The California Office of Environmental Health Hazard Assessment sets health
risk thresholds for air toxics. The SDAPCD has adopted the potency factors set
by the office. These thresholds include reference exposure levels for non -
carcinogenic toxins that pose potential acute and/or chronic health risks and Unit
Risk Factors for carcinogens. These represent exposure levels that the California
Office of Environmental Health Hazard Assessment deems not likely to cause
adverse effects in a human population, including sensitive receptors. These
thresholds are based on the most recent scientific data and are designed to protect
the most sensitive individuals in the population by inclusion of margins of safety.
The thresholds approved by the SDAPCD have the potential to increase cancer
risks for the person with maximum exposure potential by 1 in 1 million (without
Toxics-BACT) or a non -cancer hazard index greater than 1 for either acute or
chronic exposure.
Climate Change Thresholds
No federal or state agency provides specific emission thresholds by which to
evaluate the significance of impacts from GHG emissions. The Legislature
recently enacted SB 97, which requires the Governor's Office of Planning and
Research (OPR) to adopt CEQA Guidelines concerning the effects and mitigation
of GHG emissions (Public Resources Code Section 21083.05). Although the
final guidelines will not be adopted or implemented until January 1, 2010, OPR
has circulated draft guidelines for public review and comment that authorize the
use of either quantitative or qualitative thresholds of significance for GHG
emissions. In the absence of formally adopted standards, the following
significance thresholds are employed to discuss Threshold AQ-6, which are
adapted from the thresholds recommended in Appendix G of the CEQA
Guidelines for determining the significance of other impacts on air quality. GHG
emissions would be significant if:
• the proposed project would conflict with or obstruct the goals or strategies of
the California Global Warming Solutions Act of 2006 (AB 32) or related
Executive Orders.
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Impacts and Mitigation Measures
Threshold AQ-1: Would the proposed project be consistent
with the San Diego Regional Air Quality Strategy (RAQS) and
State Implementation Plan (SIP)?
The CCAA requires that districts that do not meet the state ozone standard
prepare plans for attaining the standard and to update this plan every 3 years.
Regional air quality plans are required to achieve a reduction in district -wide
emissions of 5% per year for ozone precursors. If an air district is unable to
achieve this reduction, the adoption of all feasible measures on an expeditious
schedule is acceptable as an alternate strategy.
The 2009 RAQS outlines SDAPCD's plans and control measures designed to
attain the state air quality standards for ozone. In addition, SDAPCD relies on
the SIP, which includes the SDAPCD's plans and control measures for attaining
the ozone NAAQS. These plans accommodate emissions from all sources,
including natural sources, through implementation of feasible control measures
on stationary sources to attain the standards. (Mobile sources are regulated by
EPA and CARB, and the emissions and reduction strategies related to mobile
sources are considered in the RAQS and the SIP.)
The 2009 RAQS relies on information from CARB and SANDAG, including
projected growth in the county, and mobile, area, and all other source emissions
in order to project future emissions and determine the strategies necessary for the
reduction of stationary source emissions through regulatory controls. CARB
mobile source emission projections and SANDAG growth projections are based
on population and vehicle trends and land use plans developed by the cities and
by the county. As such, projects that propose development that is consistent with
the growth anticipated by the general plans would be consistent with the RAQS.
In the event that a project would propose development that is less dense than
anticipated within the general plan, the project would likewise be consistent with
the RAQS. If a project proposes development that is greater than that anticipated
in the City of National City's General Plan and SANDAG's growth projections,
the project would be in conflict with the RAQS and SIP, and might have a
potentially significant impact on air quality. This situation would warrant further
analysis to determine if the proposed project and the surrounding projects exceed
the growth projections used in the RAQS for the specific subregional area.
Because the best measure of a project's consistency with the RAQS and SIP is
whether it would achieve the underlying goals and objectives of the General
Plan, consideration the project's proposed land uses is required. The current land
use designations for the plan area are a mix of residential, commercial, industrial,
civic, and undeveloped open space. Current zoning permits a total of 727
dwelling units within the Westside neighborhood, which would support a
population of 2,519 residents in built -out condition. There are currently 421
residences within the neighborhood, primarily single-family residences and some
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multi -family units. There are also 31 acres of industrial, nine acres of
commercial, nine acres of office space, and 14 acres of civic/public land uses
within the Westside neighborhood. These land use designations are included in
the SANDAG's most recent growth forecast used to prepare the RAQS. The
existing general plan land use assumptions for the site yield an average 33,905
daily trips (Table 3.2-10). As indicated by the Westside Specific Plan Traffic
Impact Analysis, the proposed Westside redevelopment would generate a total of
70,920 daily trips at project buildout; a net increase of 37,015 ADT over existing
conditions (LLG 2009).
Table 3.2-10. Vehicular Traffic for Existing Conditions Compared to the
Proposed Project
Existing Traffic Conditions
Thousand
Square -Feet (tsf)
Trip
Generation
Rate
Average
Daily Trips
(ADT)
Residential
421 (DUs)
10 per DU
4,210
Commercial
116.6
40 per tsf
4,670
Commercial —Auto Related
245.6
20 per tsf
4,910
Office
405.2
20 per tsf
8,100
Industrial
1061.4
8 per tsf
8,490
Industrial —Auto Related
31.1
25 per tsf
780
Civic/Public
604.9
9 per tsf
5,440
Existing Total
—
--
33,905'
Net Increase in ADTs
--
--
37,015
'Includes a 10% mixed —use trip reduction for non-residential land uses.
DU = Dwelling Unit
Source: LLG 2009
In this case, the project would seek to concentrate a number of residents within a
mixture of land uses near an existing mass transit line. The project would also
seek to relocate and replace many of the industrial and manufacturing uses within
the Westside neighborhood with housing, resulting in more residential,
commercial, and office acreage while reducing the amount of industrial acreage
than currently exists. This is consistent with the general and redevelopment
plans, which encourage efforts to remove or relocate incompatible land uses and
seek to control where certain manufacturing uses within the plan area should be
located.
Therefore, with project implementation the Westside neighborhood would be a
high density and mixed use development near an existing public transit facility.
Given the proximity to public transit facilities and the mixed -use nature of the
project, the project is deemed consistent with the RAQS and SIP. The emission
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inventory forecast in the RAQS and SIP is consistent with the actual emission
forecast for all projects in the latest general plan, which was last updated in 1996.
Infill developments not only encourage fewer vehicle trips, they also reduce the
distance residents and visitors have to travel, thereby reducing VMTs. Infill
development creates shorter trips because more destinations are located within
the immediate neighborhood. Shorter trips produce fewer VMTs. In a case
study performed by EPA using two hypothetical developments within San Diego
County (one infill and one sprawled), infill development traffic was 75% less
congested, per capita VMTs were reduced 48%, and automobile use as a
percentage of all trips was 11% lower. This resulted in a 51% and 48% reduction
in ozone precursor (NOx and VOC, respectively) emissions and a 48% decrease
GHG emissions (EPA 1999).
Moreover, the proposed project would be consistent with the policies outlined in
SB 375. SB 375 seeks to reduce urban sprawl by promoting infill developments
to reduce VMTs and GHG emissions. Although no sustainable community
strategy (SCS) has been developed for San Diego County, SANDAG has
developed its regional comprehensive plan (RCP) which includes smart growth
in its "Preferred Planning Concept." The RCP defines smart growth as
development that creates communities that more closely link jobs with housing,
creates more housing and transportation choices, and places jobs and housing
near public transit. This project is consistent with this preferred planning concept
and consistent with SB 375.
The proposed project will increase development density, which will increase
transit options and lead to a decreased reliance on automobiles. Implementation
of the proposed project would reduce per capita vehicle trips and VMT in
comparison with a comparable sprawled development. Further, the project is
consistent with the infill and smart growth principles set forth by SANDAG and
SB 375. Therefore, the proposed project is considered consistent with the
RAQS/SIP and impacts related to the inconsistency of emissions forecasts
between the RAQS/SIP and the City of National City General Plan are
considered to be less than significant.
Impact Determination
While the project would create more vehicle trips, it would create also shorter
trips than currently exists as infill development would place residents closer to
mass transit and commercial uses. Further, the project would be consistent with
the general plan by removing incompatible land uses. Therefore, the proposed
project is considered consistent with the RAQS/SIP, and impacts related to the
inconsistency of emissions forecasts between the RAQS/SIP and the City of
National City General Plan would be less than significant.
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Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold AQ-1 would be less than significant.
Threshold AQ-2: Would the proposed project violate any air
quality standard or contribute substantially to an existing or
projected air quality violation?
Construction
Construction activities would result in the temporary generation of emissions of
ROG, NOX, CO, PM10, and PM2.5. Construction emissions would include
emissions associated with fugitive dust, heavy construction equipment, and
construction workers commuting to and from the site. Construction would
generate pollutant emissions from the following construction activities: 1)
demolition of existing structures; 2) cut and fill/grading; 3) construction workers
traveling to and from project sites; 4) delivery and hauling of construction
supplies and debris to and from project sites; 5) fuel combustion by onsite
construction equipment; and 6) application of asphalt paving. Emissions would
originate from construction equipment exhaust, employee vehicle exhaust, dust
from clearing the land, exposed soil eroded by wind, and VOCs from asphalt
paving. Construction -related emissions would vary substantially depending on
the level of activity, length of the construction period, specific construction
operations, types of equipment, number of personnel, wind and precipitation
conditions, and soil moisture content.
With respect to construction -related emissions, PM10 is the pollutant of greatest
concern to the SDAPCD. Construction -related emissions could cause substantial
increases in localized concentrations of PM10 and could affect PM 10 compliance
with ambient air quality standards on a regional basis. Particulate emissions
from construction activities could also lead to adverse health effects and nuisance
concerns (e.g., reduced visibility and soiling of exposed surfaces).
Combustion emissions from construction equipment and vehicles (i.e., heavy
equipment and delivery/haul trucks, worker commute vehicles, air compressors,
and generators) would also be generated during project construction. Emissions
from construction worker commute trips would be minor compared to the
emissions generated by construction equipment. Criteria pollutant emissions of
ROG and NOx from these emission sources would incrementally add to regional
atmospheric loading of ozone precursors during project construction. SDAPCD
recognizes that construction equipment emits ozone precursors, but indicates that
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such emissions are included in the emission inventory that is the basis for
regional air quality plans (RAQS/SIP), and that construction emissions are not
expected to impede the nonattainment of ozone standards in the SDAB
(SDAPCD 2009).
Although the Specific Plan describes buildout of the plan area, it is difficult to
predict the specifics of construction activities at this time. Redevelopment within
the plan area will be driven by many factors. Thus, development would stagger
over a minimum 20-year period. However, because the SDAB is currently non -
attainment for ozone, PM 10, and PM2.5, any increase in emissions due to
construction activities is considered significant and mitigation is required. As
development proposals occur, a project -level construction analysis will need to
be performed using project -specific details.
Operations
Operational impacts associated with the proposed project would include area,
mobile, and stationary sources.
To address whether the proposed project would result in emissions that would
violate any air quality standard or contribute substantially to an existing or
proposed air quality violation, the emissions associated with project -generated
traffic were compared with the SDAPCD significance criteria. The proposed
project would produce long-term emissions from vehicle trips generated by the
proposed project. According to the traffic impact analysis (Appendix B), the
project would generate a total of 70,920 daily trips assuming 75% buildout in
2030 (The project assumes 75 % buildout based on historical and projected
growth rates). The traffic analysis estimated that approximately 6,310 AM peak
hour and 8,364 PM peak hour trips would be generated from the project.
To estimate emissions associated with project operations, the URBEMIS2007
(version 9.2.4) model was used. Operational emissions were modeled for
existing conditions as well as the proposed project assuming 75% project
buildout by 2030. Emissions associated with landscaping and energy use were
also included in the area source emission estimates. For purposes of applying the
URBEMIS 2007 model, it was assumed that the proposed project would comply
with Title 24 of the California Code of Regulations established by the CEC
regarding energy conservation standards. It was also assumed that there would be
minimal wood fireplaces and that natural gas will be used for all water and space
heating. Each TAZ was run as a separate model run within the URBEMIS2007
model, consistent with the traffic impact analysis (LLG2009).
Operational emissions were modeled for maximum daily emissions assuming
75% buildout in 2030. Table 3.2-11 represents the total operational emissions
from both existing and anticipated 2030 land uses. Total emissions for the
proposed project presented in Table 3.2-11 are the sum of each traffic analysis
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zone (TAZ), as presented in the traffic impact analysis (LLG 2009). The
URBEMIS2007 model outputs are presented in Appendix C.
Table 3.2-11. 2030 Unmitigated Operational Emissions for Existing and 75% Project Buildout
Maximum Daily Emissions (pounds)
ROG
NO.
CO
SOX
PM10
PM2.5
CO2
Total with Project
Area Sources
344.32
55.77
282.38
0.47
35.46
34.15
69,904
Vehicular Sources
226.21
253.90
2340.18
7.18
1172.12
227.15
708,224
Total
570.53
309.67
2622.56
7.65
1207.58
261.30
778,128
Total for Existing
Area Sources
104.94
24.69
195.97
0.52
28.43
27.37
30,981
Vehicular Sources
111.83
123.70
1070.22
2.92
571.79
110.81
312,349
Total
216.77
148.39
1266.19
3.44
600.22
138.18
343,331
Net Change with Project
+353.76
+161.28
+1356.37
+4.21
+607.36
+123.12
+434,798
Significance Threshold
75
250
550
250
100
55
--
Significant?
Yes
No
Yes
No
Yes
Yes
--
Implementation of the proposed project would result in emissions that exceed the
level of significance for criteria pollutants with which San Diego County is
currently in non -attainment status (ROG, PM10, and PM2.5). The project would
increase the density of development, replacing incompatible commercial and
industrial land uses with a more dense and compatible mix of retail, office, and
residential land uses. The amount of residents within the plan area is expected to
increase from 1,457 to 6,384 assuming 75% buildout in 2030. This would add a
considerable amount of vehicle trips and miles traveled to the project area.
Increased residents would also lead to an increase in emissions from area
sources, as a result of natural gas combustion for heating and cooking, consumer
products, architectural coatings, and landscape fuel combustion.
The traffic report accounts for trip rate reductions given the mixed -use and
transit -oriented nature of the project. However, the traffic report does not
account for the potential reduction in trip lengths. As discussed under Impact
AQ-1, high density and transit -oriented developments tend to reduce trip lengths.
While results indicate that the project would result in a significant increase in
emissions from within the plan area, because of the potential reduction in trip
length, emissions from the proposed project scenario are likely over -estimated.
Further, this analysis does not take into account the potential emission reductions
within the project area as a result of the removal of the industrial land uses.
Current industrial land uses emit both criteria pollutants as well as toxic air
contaminants as a result of daily operations. Removal of these emissions is not
accurately accounted for in operational emission estimates. It is assumed that
implementation of the proposed project would result in the removal of most if not
all of these industrial pollution sources. Therefore, operational emission
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estimates presented above are likely conservative and the emission increases as a
result of the proposed project are likely overstated. The degree to which these
emissions reduce the net increase in operational emissions is unknown.
Impact Determination
Impact AQ-la (Construction): Despite the potential variability in construction
emissions and schedules, there are a number of feasible control measures that can
be reasonably implemented to reduce ozone and PM10/PM2.5 emissions during
construction; these measures are summarized in Mitigation Measure MM AQ-la.
However, given the lack of specifics regarding construction activities,
construction -related emissions related to Impact AQ-la would be significant and
mitigation is required.
Impact AQ-lb (Operations): The project would promote development,
resulting in more traffic and area -source emissions of criteria pollutants within
the plan area. Therefore, this impact is considered significant and Mitigation
Measure AQ- lb is required.
Mitigation Measures
MM AQ-la: Fugitive Dust and Exhaust Control Measures. The SDAPCD
has recently adopted a rule (Rule 55) that requires fugitive dust control measures
for construction and demolition projects. Future development proposed within
the Westside neighborhood shall be required to employ fugitive dust control
measures to reduce the amount of fugitive dust. The selection of specific
measures is left to the discretion of the project operator. Additional measures to
reduce NO„ an ROG emissions may be needed if construction -related emissions
exceed the screening level emission thresholds (Table 3.2-9). Such measures can
include, but are not be limited to, the following:
• Inactive Construction Areas. Apply non -toxic soil stabilizers according to
manufacturers' specification to all inactive construction areas.
• Exposed Stockpiles. Enclose, cover, water twice daily, or apply non -toxic
soil binders according to manufacturers' specification to exposed piles.
• Active Site Areas. Water active site areas twice daily.
• Hauling. Cover all haul trucks hauling dirt, sand, soil, or other loose
materials or maintain two feet of freeboard.
• Adjacent Roadways. Install wheel washers where vehicles enter and exit
unpaved roads onto paved roads, or wash off trucks and any equipment
leaving the project site.
• Adjacent Roadways. Sweep streets at the end of the day if visible soil
material is carried onto adjacent public paved roads.
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• Unpaved Roads and Parking/Staging Areas. Apply water three times daily or
non -toxic soil stabilizers according to manufacturers' specification to all
unpaved roads and parking or staging areas.
• Speed Limit. Limit traffic speeds on unpaved areas to 10 miles per hour.
• Disturbed Areas. When active construction ceases on the site, replace
ground cover as quickly as possible.
• Equipment maintenance. Install emission controls (cooled exhaust
recirculation, lean-NOx catalysts), tune equipment and reduce idling time.
• Equipment age. Require models newer than 1996.
• Coatings. Use VOC-free or low-VOC coatings, limit the amount of coating
and paints applied daily, or rent or purchase VOC Emission Reduction
Credits.
MM AQ-lb: Mitigation Measures to Reduce Project Operational Emissions.
Operational emissions could be reduced by incorporating various mitigation
measures. Within URBEMIS, the following mitigation measures could be
implemented to reduce operational emissions:
• Increased Energy Efficiency (20%) beyond Title 24.
• Use of electric landscaping equipment with access to outside electrical
outlets (20% of total landscaping equipment)
• Use of low- or no-ROG/VOC paints (a minimum of 40% below typical
paints).
Implementation of mitigation would help to reduce emissions from area sources.
Operational emissions after applying mitigation are presented in Table 3.2-12
below. Further, MM AQ-4 presents various GHG-reducing measures that will
also result in criteria pollutant reduction co -benefits through improved energy
efficiency and decreased motor vehicle travel.
Table 3.2-12. 2030 Mitigated Operational Emissions for Existing and 75% Project Buildout
Maximum Daily Emissions (pounds)
ROG
NO„
CO
SOX
PM10
PM2.5
CO2
Total with Project
Area Sources
336.86
44.19
277.28
0.47
35.45
34.14
59,217
Vehicular Sources
226.21
253.90
2340.18
7.18
1172.12
227.15
708,224
Total
563.07
298.09
2617.46
7.65
1207.57
261.29
767,441
Total for Existing
Area Sources
104.94
24.69
195.97
0.52
28.43
27.37
30,981
Vehicular Sources
111.83
123.70
1070.22
2.92
571.79
110.81
312,349
Total
216.77
148.39
1266.19
3.44
600.22
138.18
343,331
Net Change with Project
+346.30
+149.39
+1,278.09
+3.62
+607.32
+123.10
+390,829
Significance Threshold
75
250
550
250
100
55
--
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Maximum Daily Emissions (pounds)
ROG
NO,
CO
SOX
PM10
PM2.5
CO2
Significant?
Yes
No
Yes
No
Yes
Yes
--
After mitigation, the proposed project would still exceed SDAPCD operational
emission thresholds. This impact would be significant and unavoidable.
Residual Impacts
The mitigation measures shown in MM AQ-la are required for any construction
activity. However, given the lack of specifics regarding construction activities,
construction -related emissions related to Impact AQ-la would remain
significant and unavoidable. With implementation of mitigation measure MM-
AQ-lb, operational -related impacts related to Impact AQ-lb would be reduced,
but would remain significant and unavoidable.
Threshold AQ-3: Would the proposed project result in a
cumulatively considerable net increase of any criteria pollutant
for which the project region is in nonattainment status under
an applicable federal or state ambient air quality standard
(including the release of emissions that exceed quantitative
thresholds for ozone precursors)?
As shown in Table 3.2-11 and 3.2-12, buildout of the proposed project would
result in a net increase in emissions of criteria pollutants that the SDAB is
currently in nonattainment or maintenance status. The net changes in the
emissions from project buildout would exceed project -level emission thresholds
established by the SDAPCD for ROG, CO, PM10, and PM2.5. The project
would intensify development which will increase vehicle trips and energy
consumption within the plan area. Therefore, both area and mobile source
emissions would increase.
Impact Determination
Impact AQ-2: The proposed project would result in a cumulatively considerable
net increase in emissions of criteria pollutants for which the SDAB is currently in
nonattainment or maintenance. Therefore, this impact would be significant.
Mitigation Measures
Implementation of MM AQ-la and MM AQ-lb would reduce the net increase
in criteria pollutants for which the SDAB is currently in non -attainment status.
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Residual Impacts
Long-term impacts related to Impact AQ-2 would be significant and
unavoidable.
Threshold AQ-4: Would the proposed project expose sensitive
receptors to substantial pollutant concentrations?
Traffic -Related CO Concentrations (CO Hot Spot Analysis)
Project -generated vehicle trips would increase traffic volumes at roadway
intersections in the plan area once the project became operational. During
periods of near -calm winds, heavily congested intersections can produce elevated
levels of CO that could potentially impact nearby sensitive receptors. Therefore,
a CO hot spot analysis was conducted to determine whether the proposed project
would contribute to a violation of the ambient air quality standards for CO at any
local intersections.
The Transportation Project -Level Carbon Monoxide Protocol (protocol; Garza et
al. 1997) was used to determine whether a CO hot spot is likely to form due to
project -generated traffic. In accordance with the protocol, CO hot spots are
typically evaluated when (1) the LOS of an intersection decreases to LOS E or
worse; (2) signalization and/or channelization is added to an intersection; and (3)
sensitive receptors such as residences, commercial developments, schools,
hospitals, etc. are located in the vicinity of the affected intersection. In general,
CO hot spots would be anticipated near affected intersections because operation
of vehicles in the vicinity of congested intersections involves vehicle stopping
and idling for extended periods.
Intersection(s) with LOS E or F and having high AM and PM peak hour volumes
under the 2030 With Project conditions were modeled for CO impacts because
that scenario represents the worst -case conditions (LLG 2009). To provide a
worst -case analysis, CO concentrations were modeled at sidewalk locations
adjacent to the following study intersections:
• I-5 Southbound Ramps and Bay Marina Avenue
• I-5 Northbound Ramps and Mile of Cars Way
• Wilson Avenue and Mile of Cars Way
• Wilson Avenue and W 18`h Street
The analysis was conducted using the CALINE4 line source dispersion model.
Input parameters required for the CALINE4 model include traffic volumes, CO
emission factors, receptor locations, meteorological conditions, and background
concentrations. Both AM and PM peak traffic volumes were modeled. The
EMFAC2007 emission rate program was used to estimate CO emission factors in
2030. EMFAC2007 model outputs are presented in Appendix C.
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Meteorological inputs to the CALINE4 model were determined using
methodology recommended in the CO protocol (Garza et al. 1997). The
meteorological conditions used in the modeling represent a calm winter period.
The worst -case wind angles option was used to determine a worst -case
concentration for each receptor.
A background concentration of 5.3 ppm was added to the modeled 1-hour values
to account for sources of CO not included in the modeling. Also, 8-hour
modeled values were calculated from the 1-hour values using a persistence factor
of 0.7. A background concentration of 3.27 ppm was added to the modeled 8-
hour values. Background concentration data were taken from the highest of the
three recent years of monitoring data provided by CARB (CARB 2009a) and
EPA (EPA 2009). Table 3.2-13 presents maximum 1- and 8-hour CO
concentrations predicted at locations 3 meters from the edge of the intersection in
all directions. The CALINE4 model outputs are presented in Appendix C.
Table 3.2-13. Existing and 2030 CO Modeling Concentrations (in parts per million)
Intersection
Maximum Modeled Impact
2008 (existing) Conditions
Maximum Modeled Impact
2030 No Project
Maximum Modeled Impact
2030 With Project
AM
PM
AM
PM
AM
PM
1 hr
8 hr
1 hr
8 hr
1 hr
8 hr
1 hr
8 hr
1 hr
8 hr
1 hr
8 hr
I-5 South Ramps and
Bay Marina Avenue
6.1
3.83
7.2
4.6
5.6
3.48
5.9
3.69
5.7
3.55
6.0
3.76
I-5 North Ramps and
Mile of Cars Way
6.5
4.11
6.7
4.25
5.8
3.62
5.9
3.69
5.8
3.62
5.9
3.69
Wilson Avenue and
Mile of Cars Way
6.2
3.9
6.5
4.11
5.7
3.55
5.8
3.62
5.8
3.62
5.9
3.69
Wilson Avenue and W
18th Street
5.6
3.48
5.7
3.55
5.4
3.34
5.5
3.41
5.6
3.48
5.7
3.55
Significance
Threshold
20.0
9.0
20.0
9.0
20.0
9.0
20.0
9.0
20.0
9.0
20.0
9.0
Exceedance?
No
No
No
No
No
No
No
No
No
No
No
No
Results indicate that the state 1- and 8-hour standards of 20 and 9 ppm,
respectively, would not be exceeded at any of the four intersections. Therefore,
the Proposed Project is not anticipated to significantly contribute to CO ambient
concentration impacts. This impact is considered less than significant.
Impacts from Exposure to Freeway Emissions
The proposed project would place new residents near potential sources of
pollution, including I-5 and the existing industrial activities near the plan area;
however, the project would also remove many pollution sources from the plan
area. The impacts of these actions are discussed below.
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CARB's Air Quality and Land Use Handbook: A Community Health Perspective
(April 2005) provides CARB recommendations for the siting of new sensitive
land uses (including residents) near freeways. CARB has performed several air
pollution studies, many focused on children. A number of studies identify an
association between adverse non -cancer health effects and living or attending
school near heavily traveled roadways. In terms of vehicle traffic, there are three
carcinogenic TACs that constitute the majority of the known health risk—DPM
from trucks, and benzene and 1,3-butadiene from passenger vehicles. On a
typical urban freeway (truck traffic of 10,000 to 20,000 per day), DPM represents
about 70% of the potential cancer risk from the vehicle traffic. Therefore, DPM
will be the focus of the health risk evaluation.
The proposed project would place sensitive receptors within 500 feet of I-5,
which runs north -south immediately west (upwind) of the Westside
neighborhood. Daily traffic volume is approximately 188,000 average annual
daily traffic (AADT), with truck traffic comprising approximately 9,000 of these
daily trips (Caltrans 2008). Peak hourly traffic is 15,400 trips.
A screening level HRA was conducted to assess the potential health impacts
caused by inhalation of DPM emissions and to determine the appropriate distance
for siting the new sensitive receptors within the Westside area. DPM estimates
were taken from the 2008 Toxic Emissions Inventory (CARB 2008c). A risk
assessment uses mathematical models to evaluate the health impacts from
exposures to certain chemicals or toxic air pollutants released from a facility or
found in the air.
The screening -level analysis utilized HRA protocol from the Sacramento
Metropolitan Air Quality Management District's (SMAQMD) recently
developed Recommended Protocol for Evaluating the Location of Sensitive Land
Uses Adjacent to Major Roadways (SMAQMD 2008). The purpose of the
SMAQMD's protocol is to assist local land use agencies in assessing the
potential cancer risk of siting sensitive land uses adjacent to major roadways.
Cancer risk is defined as the lifetime probability (chance) of developing cancer
from exposure to a carcinogen, typically expressed as the increased chance in 1
million. In the risk assessments, risk is expressed as the number of chances in a
population of 1 million people who might be expected to get cancer by living
within the project for 24 hours per day over a 70-year lifetime.
SMAQMD provided the risk versus distances from the roadway in its screening
table, which will allow local land use officials to decide whether and how to
approve the project. The approximate relative DPM cancer risk for the project is
shown in Table 3.2-14 for various distances from the roadway and peak hourly
traffic volumes.
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Table 3.2-14. Predicted DPM Cancer Risk Range (risk per one million) with
Distance from Roadway
Peak Hour
Traffic
(Veh/Hr)
Receptor Distance from Roadway Edge (feet)
10
25
50
100
200
300
400
500
Incremental Cancer Risk Per Million: East (downwind)
4,000
261
223
178
124
80
57
48
38
8,000
522
445
353
248
159
118
92
76
12,000
782
671
531
375
239
178
140
118
16,000
1043
894
709
499
318
293
188
156
20,000
1304
1116
884
623
398
293
235
194
24,000
1561
1339
1062
747
477
353
280
232
Incremental Cancer Risk Per Million: West (upwind)
4,000
165
130
95
64
41
29
22
19
8,000
331
261
191
130
83
60
48
35
12,000
496
391
286
197
124
89
70
57
16,000
661
522
385
261
162
121
95
76
20,000
827
652
480
328
204
149
118
95
24,000
989
782
576
391
245
178
140
114
Source: SMAQMD 2008.
While the screening distances in the SMAQMD protocol are based on
Sacramento -specific vehicle fleets, emission factors, and meteorology, they do
provide a rough estimation of the potential health risks associated with siting
sensitive land uses near major roadways. If the potential health risks are near the
threshold, then a project -specific evaluation would be required.
Based on information from the California Department of Transportation
(Caltrans), traffic volume for I-5 at the 24th Street Interchange is 15,400
maximum hourly trips (Caltrans 2008). The closest residences within the
Westside area would be approximately 400 feet from the edge of the freeway.
Residents within the Westside area would have a risk of approximately 188 per 1
million as that level of risk corresponding to the highest predicted risk at 400 feet
from the edge of the nearest travel lane to the nearest receptor for the highest
peak traffic volume (i.e., 16,000 vehicle per hour) considered downwind (east) of
I-5. This highest risk of 188 per 1 million represents a significant health risk
impact when compared to the SDAPCD threshold of 10 per 1 million.
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Given the lack of specifics in terms of future development within the plan area, it
is impossible to perform a site -specific analysis at this point. Future projects
within the plan area would be required to perform an analysis to determine the
health risk associated with placing sensitive receptors near the freeway. Thus,
the proposed project would be required to perform a screening -level health risk
analysis. If it was determined that potential exists to exceed the 10 in 1 million
threshold, then a site -specific HRA would be required.
Impacts from Exposure to Marine Shipyards Emissions
In addition, the proposed project would move residents close to the existing port
activities along San Diego Bay. Facilities along the bay consist of ship building,
ship repair, and manufacturing land uses immediately west (up -wind) of the
proposed project. Port activities are a major source of DPM, representing 70% of
the known cancer risk for toxics in California. CARB recommends avoiding
siting new sensitive land uses immediately downwind of the most heavily
impacted zones.
Impacts from Exposure to Local Industrial Source Emissions
Implementation of the proposed project would remove many land uses within the
Westside area that currently pose a health risk to nearby residents. CARB
acknowledges that avoiding incompatible land uses can be a challenge in the
context of mixed -use land use zoning. For a number of reasons, government
agencies have encouraged the proximity of housing to employment, retail, and
transit corridors in an effort to reduce vehicle trips. Generally, communities are
designed to provide adequate space between incompatible land uses and sensitive
land uses, such as residents and schools. However, residential areas of the
Westside area are mixed with industrial and commercial businesses that emit
TACs.
As specified in the Westside Specific Plan, the intent of the project is to reduce
public exposure to hazardous materials (including TACs) and address the current
conflict over incompatible residential and industrial land uses. The City must
consider many issues when addressing whether to remove the incompatible land
uses, including the health and safety of its residents as well as community
desires. However, any efforts to remove toxic emitters from the area will reduce
the impact these emitters currently have on residents within the plan area and
those nearby.
Impact Determination
Impact AQ-3: The project would allow residential development to occur
approximately 400 feet from I-5. At this distance, the cancer risk is estimated to
be 188 in 1 million. This exceeds the SDAPCD's threshold of 10 in 1 million.
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Mitigation Measures
MM AQ-3: Building Design Measures to Reduce Exposure of Residents to
Pollutant Emissions. Mitigation measures to reduce pollutant emissions for the
proposed multi -family dwelling units in close proximity (i.e., within 500 feet) of
I-5 shall include:
• providing the facility with individual heating, ventilation, and air
conditioning (HVAC) systems in order to allow adequate ventilation with
windows closed;
• locating air intake systems for HVAC systems as far away from the existing
air pollution sources as possible;
• using high efficiency particulate air (HEPA) air filters in the HVAC system
and developing a maintenance plan to ensure the filtering system is properly
maintained; and
• utilizing only fixed windows next to any existing sources of pollution.
Residual Impacts
Implementation of the above mitigation measures for each future project within
the plan area will help to reduce the health risk associated with proximity to the
roadway. However, the screening level analysis shows that the potential exists
for a significant impact due to proximity to I-5. Mitigation measure MM AQ-3
will not reduce health risk to a level below SDAPCD threshold. Therefore this
impact is considered to be significant and unavoidable.
Threshold AQ-5: Would the proposed project create
objectionable odors affecting a substantial number of people?
The project would expose people within and nearby the Westside neighborhood
to objectionable odors during project construction and operations. Construction
would stagger over a 20-year period. However, no specific construction is
proposed at this time and a construction schedule cannot be estimated.
Implementation of construction mitigation measures outlined in mitigation
measure MM AQ-1 above would minimize exposure to odors.
The project would also place receptors near the 22nd Street transit station, which
sees a number of bus trips throughout the day. The Metropolitan Transit Service
(MTS) of San Diego County is currently in CARB's Alternative Fuel Bus Path
Program. In compliance with the program, most of the MTS buses will be fueled
with alternative fuels, including natural gas and natural gas/hybrid engines.
While residents within the neighborhood would potentially be exposed to odors
generated at the transit station, this impact would be minimal and would not be
considered significant.
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Impact Determination
The project would expose people to odors generated during project construction
and operation. Construction would be staggered, and the schedule is unknown.
Operational odors would be related to the 22nd Street transit station and MTS
buses; however, these odors would be minor. Therefore, this impact would be
less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold AQ-5 would be less than significant.
Threshold AQ-6: Would the project would conflict with or
obstruct applicable climate change regulations and/or
substantially increase exposure to the potential adverse
effects of climate change?
Greenhouse gas emissions and their contribution to climate change are widely
recognized as a global problem, and the State of California has recently
acknowledged this phenomenon as a State concern, as well, as AB 32 states, in
part, that "global warming poses a serious threat to the economic well-being,
public health, natural resources, and the environment of California." Greenhouse
gas emissions are a cumulative impact —resulting from past, current, and future
projects —and would all likely contribute to this widespread cumulative impact.
On a state level, AB 32 identified that an acceptable level of GHG emissions in
California in 2020 is 427 million metric tons of carbon dioxide equivalent
(CO2e), which is the same as the 1990 GHG emissions level, is approximately
12% less than current (480 million metric tons CO2e in 2004) GHG emissions,
and is approximately 28% less than 2020 "business as usual" (BAU) conditions
(596 million metric tons CO2e). To achieve these GHG reductions, there will
have to be widespread reductions of GHG emissions across the California
economy, including within the City of National City. Some of those reductions
will need to come in the form of changes in vehicle emissions and mileage,
changes in the sources of electricity, and increases in energy efficiency by
existing facilities as well as other measures. The remainder of the necessary
GHG reductions will need to come from requiring new facility development to
have lower carbon intensity than BAU conditions.
Given the overwhelming scope of global climate change, it is not anticipated that
a single development project would have an individually discernable effect on
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global climate change (i.e., that any increase in global temperature or sea level
could be attributed to the emissions resulting from a single project). Rather, it is
more appropriate to conclude the substantial proposed project GHG emissions
will combine with emissions across California, the U.S., and the globe to
cumulatively contribute to global climate change. This amounts to a significant
cumulative air quality impact.
The Governor's Office of Planning and Research (OPR) is developing, and the
California Resources Agency (Resources Agency) will certify and adopt
amendments to the CEQA Guidelines on or before January 1, 2010, pursuant to
Senate Bill 97 (Dutton, 2007). These new CEQA Guidelines will provide
regulatory guidance on the analysis and mitigation of GHG emissions in CEQA
documents.
In the interim, OPR has released a technical advisory (CEQA and Climate
Change: Addressing Climate Change through California Environmental Quality
Act (CEQA) Review, Office of Planning and Research, June 19, 2008). OPR
offers informal guidance regarding the steps lead agencies should take to address
climate change in their CEQA documents. This guidance was developed in
cooperation with the Resources Agency, the California Environmental Protection
Agency (Cal/EPA), and the CARB. The technical advisory provides the
following guidance regarding significance determination:
• "When assessing a project's GHG emissions, lead agencies must describe the
existing environmental conditions or setting, without the project, which
normally constitutes the baseline physical conditions for determining
whether a project's impacts are significant.
• As with any environmental impact, lead agencies must determine what
constitutes a significant impact. In the absence of regulatory standards for
GHG emissions or other scientific data to clearly define what constitutes a
"significant impact", individual lead agencies may undertake a project -by -
project analysis, consistent with available guidance and current CEQA
practice.
• The potential effects of a project may be individually limited but
cumulatively considerable. Lead agencies should not dismiss a proposed
project's direct and/or indirect climate change impacts without careful
consideration, supported by substantial evidence. Documentation of available
information and analysis should be provided for any project that may
significantly contribute new GHG emissions, either individually or
cumulatively, directly or indirectly (e.g., transportation impacts).
• Although climate change is ultimately a cumulative impact, not every
individual project that emits GHGs must necessarily be found to contribute to
a significant cumulative impact on the environment. CEQA authorizes
reliance on previously approved plans and mitigation programs that have
adequately analyzed and mitigated GHG emissions to a less than significant
level as a means to avoid or substantially reduce the cumulative impact of a
project."
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CEQA currently has no thresholds for GHG emissions. As described by the OPR
technical advisory, in absence of regulatory guidance or standards, lead agencies
must undertake a project -by -project analysis, consistent with available guidance
and current CEQA practice.
In order to achieve these GHG reductions, there will have to be widespread
reductions of GHG emissions from sources in many various sectors across the
California economy including in the City of National City. Some of those
reductions will need to come from the existing sources of emissions in the form
of changes in vehicle emissions and mileage, changes in the sources of
electricity, and increases in energy efficiency by existing residential and
commercial development as well as other measures. Most of these reductions will
come as the result of state and federal mandates. The remainder of the necessary
GHG reductions will need to come from requiring new development to have
lower carbon intensity than BAU conditions. City land use discretion can
substantially influence the GHG emissions from new development.
Scientific studies (as best represented by the IPCC's periodic reports)
demonstrate that climate change is already occurring due to past GHG emissions.
Forecasting of future growth and related GHG emissions under "business as
usual" (BAU) conditions indicates large increases in those GHG emissions
accompanied by an increasing severity of changes in global climate. For
purposes of analysis, "Business as usual" (BAU) conditions are defined as
current (2008) building practices, average vehicle emissions, and current
electricity energy conditions. BAU conditions presume no improvements in
energy efficiency, fuel efficiency or renewable energy generation beyond that
existing today. Specifically, BAU conditions do not include the currently adopted
(AB 1493, SB 1078/SB 107) mandates nor do they include GHG reduction
measures included in the CARB Scoping Plan (December 2008) which are not
yet enacted in statute. This is consistent with the way in which CARB estimated
BAU emissions for 2020. Thus, the best scientific evidence concludes that global
emissions must be reduced below current levels.
For purposes of analysis, the approach presented below follows the CARB
definition of BAU. For this analysis, business -as -usual (BAU) is considered
existing land uses operating under existing traffic conditions. This approach
assumes that existing land uses will remain the same into the future with no
change in land uses or ADT's or energy consumption due to population or land
use changes in the future.
Project construction will result in GHG emissions from the following
construction -related sources: (1) construction equipment emissions and (2)
emissions from workers' vehicles traveling to and from the construction sites.
The primary emissions occur as CO2 from gasoline and diesel combustion, with
more limited vehicle tailpipe emissions of nitrous oxide and methane as well as
other GHG emissions related to vehicle cooling systems. However, because there
is no construction timeline, construction emissions are not estimated at this time.
Although GHG emissions such as carbon dioxide can persist in the atmosphere
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for decades, construction emissions are a one-time event. Thus, the one-time
emissions associated with construction are limited in comparison to ongoing
GHG sources.
Operation of the both existing land uses and the proposed project would result in
GHG emissions from mobile sources (motor vehicle traffic), area sources
(landscaping and building energy use), and from indirect electricity consumption.
Area and mobile source emissions were estimated using the URBEMIS 2007
model for the project. Methane (CH4) and nitrous oxide (N2O) emissions were
calculated using emission factors from the California Climate Action Registry
General Reporting Protocol (2009). Indirect electricity emissions were estimated
using emission factors from the California Climate Action Registry General
Reporting Protocol (2009). CO2equivilant (CO2e) was calculated using the
methodology also found in the California Climate Action Registry General
Reporting Protocol (2009).
Other more limited sources of operational GHG emissions would include use of
commercial refrigerants (especially hydrofluorocarbon compounds), indirect
emissions associated with the energy associated with water delivery and
wastewater treatment, and landfill methane emissions associated with solid waste
disposal. These sources were not quantified because they are expected to be
minor portions of the GHG emissions associated with the project.
Table 3.2-15 presents GHG emissions for the existing (2008), BAU (2030) and
proposed project (2030) scenarios. As shown in Table 3.2-15, the proposed
project would result in an increase in GHG emissions as the proposed project
would create more motor vehicle trips and increased energy consumption from
within the project area. The majority of project -related GHG emissions would be
from motor vehicles (76%) and stationary sources (18%), with area sources
comprising the remainder (6%).
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Table 3.2-15. Estimate of Project -Related Greenhouse Gas Emissions (metric tons per year)
CO2e b
Existing (2008) Emissions
Mobile Source 44,742
Area Source 3,811
Stationary Source 18,014
Total 66,566
No Project (BAU 2030) Emissions
Mobile Source 44,219
Area Source 3,811
Stationary Source 18,014
Total 66,043
Proposed Project (2030) Emissions
Mobile Source 87,991
Area Source 7,087
Stationary Source 20,683
Total 115,760
a Global Warming Potential is 1 for CO2, 21 for CH4,and 310 for N20, General Reporting
Protocol, California Climate Action Registry, January 2009. Calculation: CO2e = (CO2 x
1)+(CH4x21)+(N2Ox310).
URBEMIS 2007 output and GHG emission calculation worksheets are provided in the
Appendix C.
Implementation of the proposed project would result in a net increase in local
GHG emissions from within the Westside area over existing conditions, as more
residents and commercial and office space would result in more vehicle trips and
energy consumption within the plan area. Assuming 75% buildout in 2030, the
proposed project would result in approximate 115,760 metric tons of CO2e per
year. This would represent an approximately 49,718 metric ton per year increase
over BAU conditions. This would result in a significant impact and mitigation is
required.
To put project-buildout GHG emissions into context, California as a whole is
responsible for almost 50 million metric tons of GHG emissions, which
represents approximately 2% of global GHG emissions. San Diego County itself
is responsible for approximately 34 million metric tons of GHG emissions
(Anders et al. 2008). Project buildout would result in emissions that are
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approximately 0.02% of California's emissions and approximately 0.34% of San
Diego County's emissions.
The extent of this net -increase may or may not be completely accurate. For
example, trip distance assumptions may be conservative, thereby over -estimating
GHG emissions from vehicular sources. As stated earlier, transit -oriented and
mixed -use neighborhoods lead to reduced vehicle trip lengths, a point may or
may not be accounted for in current traffic impact studies and/or URBEMIS
model runs. Further, older buildings within the plan area would be replaced by
newer, more energy efficient buildings, consistent with California's Energy
Efficiency Standards for Residential and Nonresidential Buildings (Title 24).
This would help to reduce energy consumption and reduce emissions from area
and stationary sources.
In the absence of formally adopted quantitative emission thresholds, consistency
with adopted programs and policies can be used to examine the significance of a
project's impact. The California Climate Action Team (CAT, established by
Executive Order S-3-05), the California Air Pollution Control Officers
Association (CAPCOA), and the California Attorney General's Office have
recommended strategies to reduce project -related climate change impacts and
meet the goals of AB 32. The report by the California Attorney General's office,
"The California Environmental Quality Act: Addressing Global Warming at the
Local Agency Level", identifies various example measures to reduce the GHG
emissions at the project level. These measures from the Attorney General's
Office were identified as examples of potential measures reducing measure for
the proposed project. Not every measure may be appropriate for every project
within the Westside Area, just as the list is not meant to be an exhaustive list.
Therefore, measures are to be included in future projects at the discretion of the
lead agency.
As mentioned before, the project incorporates features that help achieve the
underlying goals of both AB 32, which is to reduce GHG emissions by reducing
vehicle trips and miles traveled, and SB 375, which aims to achieve this goal by
increasing urban density, particularly near mass transit facilities. The project
design incorporates many of the features outlined in the Attorney General's list
of GHG-reducing measures. For example, the project proposes redevelopment to
remove incompatible land uses. Also, the proposed project promotes infill, higher
density, and mixed -use development near an existing transit center while
preserving existing open space. In terms of determining whether GHG emissions
within the Westside Specific Plan Area will be cumulatively considerable, one
has to evaluate whether Specific Plan would help to achieve the goals of AB 32.
Although the AB 32 Scoping Plan does not outline a plan to reduce GHG levels
through land use practices, it does state strong support for in -fill, transit -oriented,
and mix -use developments. The Scoping Plan states the following:
While improved vehicle technology and lower carbon fuels provide most of
the transportation reductions in 2020, additional reductions can be achieved
by making the connection between transportation and land use. This
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scenario reflects an increased emphasis on urban infill development: more
mixed use communities, improved mobility options, and better designed
suburban environments (CARB 2008c).
As mentioned above, consistency with adopted plans and/or programs can be
used to examine the significance of a project's impact. Since the project design
reduces GHG emissions from mobile sources (by reducing trips), only project
design features that the deal with reducing GHG emissions from electricity and
natural gas consumption are included below. Ultimately, which measures are to
be incorporated into future project design is up to the City and/or future project
applicants to decide.
GHG emissions generated from the proposed project would not, by themselves,
cause climate change to occur. Climate change is a global phenomenon and is
therefore cumulative in nature. The cumulative contribution to climate change is
discussed is in Chapter 6, Cumulative and Growth Inducing Impacts.
Impact Determination
Impact AQ-4: The proposed project would contribute 49,718 metric tons of
CO,c per year at buildout over BAU. This impact is considered significant.
Mitigation Measures
MM AQ-4: Project Design Features to Reduce Project Contribution to
Climate Change. There are a number of project design features that could be
included in the proposed project that will help to reduce future GHG emissions.
Below is a list of potential design features that should be incorporated, as
feasible, into future projects to ensure consistency with adopted State-wide plans
and programs. The measures outlined below are not meant to be exhaustive, but
are meant to provide a sample list of measures that could be incorporated into
future project design.
Energy Efficiency
• Design buildings to be energy efficient.
• Install efficient lighting and lighting control systems. Site and design
building to take advantage of daylight.
• Use trees, landscaping and sun screens on west and south exterior building
walls to reduce energy use.
• Install light colored "cool" roofs and cool pavements.
• Provide information on energy management services for large energy users.
• Install energy efficient heating and cooling systems, appliances and
equipment, and control systems.
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• Install light emitting diodes (LEDs) for traffic, street and other outdoor
lighting.
• Limit the hours of operation of outdoor lighting.
• Use solar heating, automatic covers, and efficient pumps and motors for
pools and spas.
• Provide education on energy efficiency.
Renewable Energy
• Install solar or wind power systems and solar hot water heaters. Educate
consumers about existing incentives.
• Install solar panels on carports and over parking areas.
• Use combined heat and power in appropriate applications.
Water Conservation and Efficiency
• Create water -efficient landscapes.
• Install water -efficient irrigation systems and devices, such as soil moisture -
based irrigation controls.
• Use reclaimed water for landscape irrigation in new developments and on
public property. Install the infrastructure to deliver and use reclaimed water.
• Design buildings to be water -efficient. Install water -efficient fixtures and
appliances.
• Use of graywater (or untreated household waste water from bathtubs,
showers, bathroom wash basins, and water from clothes washing machines).
For example, install dual plumbing in all new development allowing
graywater to be used for landscape irrigation.
• Restrict watering methods (e.g., prohibit systems that apply water to non -
vegetated surfaces) and control runoff.
• Restrict the use of water for cleaning outdoor surfaces and vehicles.
• Implement low -impact development practices that maintain the existing
hydrologic character of the site to manage storm water and protect the
environment. (Retaining storm water runoff on -site can drastically reduce the
need for energy -intensive imported water at the site).
• Devise a comprehensive water conservation strategy appropriate for the
project and location. The strategy may include many of the specific items
listed above, plus other innovative measures that are appropriate to the
specific project.
• Provide education about water conservation and available programs and
incentives.
Solid Waste Measures
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• Reuse and recycle construction and demolition waste (including, but not
limited to, soil, vegetation, concrete, lumber, metal, and cardboard).
• Provide interior and exterior storage areas for recyclables and green waste
and adequate recycling containers located in public areas.
• Recover by-product methane to generate electricity.
• Provide education and publicity about reducing waste and available recycling
services.
Transportation and Motor Vehicles
• Limit idling time for commercial vehicles, including delivery and
construction vehicles.
• Use low or zero -emission vehicles, including construction vehicles.
• Promote ride sharing programs e.g., by designating a certain percentage of
parking spaces for ride sharing vehicles, designating adequate passenger
loading and unloading and waiting areas for ride sharing vehicles, and
providing a web site or message board for coordinating rides.
• Create car sharing programs. Accommodations for such programs include
providing parking spaces for the car share vehicles at convenient locations
accessible by public transportation.
• Create local "light vehicle" networks, such as neighborhood electric vehicle
(NEV) systems.
• Provide the necessary facilities and infrastructure to encourage the use of low
or zero -emission vehicles (e.g., electric vehicle charging facilities and
conveniently located alternative fueling stations).
• Increase the cost of driving and parking private vehicles by, e.g., imposing
tolls and parking fees.
• Institute a low -carbon fuel vehicle incentive program.
• Provide shuttle service to public transit.
• Provide public transit incentives such as free or low-cost monthly transit
passes.
• Promote "least polluting" ways to connect people and goods to their
destinations.
• Incorporate bicycle lanes and routes into street systems, new subdivisions,
and large developments.
• Incorporate bicycle -friendly intersections into street design.
• For commercial projects, provide adequate bicycle parking near building
entrances to promote cyclist safety, security, and convenience. For large
employers, provide facilities that encourage bicycle commuting, including,
e.g., locked bicycle storage or covered or indoor bicycle parking.
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• Create bicycle lanes and walking paths directed to the location of schools,
parks and other destination points.
• Work with the school district to restore or expand school bus services.
• Institute a telecommute and/or flexible work hours program. Provide
information, training, and incentives to encourage participation. Provide
incentives for equipment purchases to allow high -quality teleconferences.
• Provide information on all options for individuals and businesses to reduce
transportation -related emissions. Provide education and information about
public transportation.
Further, the Attorney General's Office has identified a non -exhaustive list of
measures to reduce GHG emissions at the general plan level. While these are
intended to be incorporated at the general plan level, the City could incorporate
many of these into future development within the Specific Plan area. These
measures include, but are not limited to, the following:
• Strengthen building codes within the Westside Area for new construction and
renovation to require a higher level of energy efficiency.
• Require that all new government buildings, and all major renovations and
additions, meet identified green building standards.
• Ensure availability of funds to support enforcement of code and permitting
requirements.
• Adopt a "Green Building Program" to require or encourage green building
practices and materials. The program could be implemented through, e.g., a
set of green building ordinances.
• Require orientation of buildings to maximize passive solar heating during
cool seasons, avoid solar heat gain during hot periods, enhance natural
ventilation, and promote effective use of daylight. Building orientation,
wiring, and plumbing should optimize and facilitate opportunities for on -site
solar generation and heating.
• Provide permitting -related and other incentives for energy efficient building
projects, e.g., by giving green projects priority in plan review, processing and
field inspection services.
• Conduct energy efficiency audits of existing buildings by checking,
repairing, and readjusting heating, ventilation, air conditioning, lighting,
water heating equipment, insulation and weatherization. Offer financial
incentives for adoption of identified efficiency measures.
• Partner with community services agencies to fund energy efficiency projects,
including heating, ventilation, air conditioning, lighting, water heating
equipment, insulation and weatherization, for low income residents.
• Target local funds, including redevelopment and Community Development
Block Grant resources, to assist affordable housing developers in
incorporating energy efficient designs and features.
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• Provide innovative, low -interest financing for energy efficiency and
alternative energy projects. For example, allow property owners to pay for
energy efficiency improvements and solar system installation through long-
term assessments on individual property tax bills.
• Fund incentives to encourage the use of energy efficient vehicles, equipment
and lighting. Provide financial incentives for adoption of identified efficiency
measures.
• Require environmentally responsible government purchasing. Require or give
preference to products that reduce or eliminate indirect greenhouse gas
emissions, e.g., by giving preference to recycled products over those made
from virgin materials.
• Require that government contractors take action to minimize greenhouse gas
emissions, e.g., by using low or zero -emission vehicles and equipment.
• Adopt a "heat island" mitigation plan that requires cool roofs, cool
pavements, and strategically placed shade trees. (Darker colored roofs,
pavement, and lack of trees may cause temperatures in urban environments
to increase by as much as 6-8 degrees Fahrenheit as compared to surrounding
areas.) Adopt a program of building permit enforcement for re -roofing to
ensure compliance with existing state building requirements for cool roofs on
non-residential buildings.
• Adopt a comprehensive water conservation strategy. The strategy may
include, but not be limited to, imposing restrictions on the time of watering,
requiring water -efficient irrigation equipment, and requiring new
construction to offset demand so that there is no net increase in water use.
Include enforcement strategies, such as citations for wasting water.
• Adopt water conservation pricing, e.g., tiered rate structures, to encourage
efficient water use.
• Adopt fees structures that reflect higher costs of services for outlying areas.
• Adopt water -efficient landscape ordinances.
• Strengthen local building codes for new construction and implement a
program to renovate existing buildings to require a higher level of water
efficiency.
• Adopt ordinances requiring energy and water efficiency upgrades as a
condition of issuing permits for renovations or additions, and on the sale of
residences and buildings.
• Provide individualized water audits to identify conservation opportunities.
Provide financial incentives for adopting identified efficiency measures.
• Provide water audits for large landscape accounts. Provide financial
incentives for efficient irrigation controls and other efficiency measures.
• Require water efficiency training and certification for irrigation designers
and installers, and property managers.
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• Implement or expand city or county -wide recycling and composting
programs for residents and businesses. Require commercial and industrial
recycling.
• Extend the types of recycling services offered (e.g., to include food and green
waste recycling).
• Establish methane recovery in local landfills and wastewater treatment plants
to generate electricity.
• Implement Community Choice Aggregation (CCA) for renewable electricity
generation. (CCA allows cities and counties, or groups of them, to aggregate
the electric loads of customers within their jurisdictions for purposes of
procuring electrical services. CCA allows the community to choose what
resources will serve their loads and can significantly increase renewable
energy.)
• Preserve existing conservation areas (e.g., forested areas, agricultural lands,
wildlife habitat and corridors, wetlands, watersheds, and groundwater
recharge areas) that provide carbon sequestration benefits.
• Establish a mitigation program for development of conservation areas.
Impose mitigation fees on development of such lands and use funds
generated to protect existing, or create replacement, conservation areas.
• Provide public education and information about options for reducing
greenhouse gas emissions through responsible purchasing, conservation, and
recycling.
In addition, it is recommended that the City develop a Climate Action Plan or
Policy. A Climate Action Plan or Policy includes a comprehensive climate
change action plan that includes: a baseline inventory of greenhouse gas
emissions from all sources; greenhouse gas emissions reduction targets and
deadlines; and enforceable greenhouse gas emissions reduction measures.
Adoption of the measures cited above when fully incorporated into the Westside
Specific Plan area will lessen GHG emissions from within the project area and
potentially achieve a reduction target of 29% below BAU, as stated in AB32. Of
particular efficacy, the requirements for energy -efficient buildings are likely to
be the largest source of GHG emissions reductions of all the measures described
above. It is also important to note that future state actions taken pursuant to AB
32 including requirements for lower carbon -content in motor vehicle fuels,
improved vehicle mileage standards (provided California is not barred due to
federal action), and an increased share of renewable energy in electricity
generation will also serve, in time, to further reduce GHG emissions related to
this project. However, without a quantitative analysis of GHG emissions from
specific construction and operations proposed, it is not possible to know if the
above listed measures would indeed achieve that target.
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As discussed earlier, climate change discussions are
cumulative by nature. Therefore, the projects contribution
is, by itself, less than significant with mitigation. However,
the cumulative contribution of the project to climate
change is discussed is in Chapter 6, Cumulative and
Growth Inducing Impacts. Residual Impacts
Project -related impacts related to Impact AQ-4 would be less than significant.
Significant and Unavoidable Adverse Impacts
The project would promote development, resulting in more traffic and area -
source emissions of criteria pollutants within the plan area. Mitigation is
proposed to reduce operational emissions of criteria pollutants; however, even
with mitigation, impacts would remain significant and unavoidable.
Additionally, the proposed project would result in a cumulatively considerable
net increase in emissions of criteria pollutants for which the SDAB is currently in
nonattainment or maintenance. Implementation of the identified mitigation
measures would reduce the cumulative impact, but impacts would remain
significant and unavoidable.
Finally, the project would allow residential development to occur approximately
400 feet from I-5. At this distance, the cancer risk is estimated to be 188 in 1
million. This exceeds the SDAPCD's threshold of 10 in 1 million and
development of residential units within 400 feet of the I-5 would be considered a
significant impact on human health. Mitigation is proposed to reduce the impact,
however, the impact would remain significant and unavoidable.
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Section 3.3
Noise
Section 3.3
Noise
Introduction
This section describes the noise impacts that would result from increases in
population, traffic, and construction activities that could occur as a result of the
proposed project. The analysis focuses on the noise impacts between existing
land uses and future development that would be proposed under the Westside
Specific Plan.
Noise terminology, existing noise conditions, and relevant regulations are
described, followed by the impact analysis. The impact analysis includes a list of
the relevant thresholds of significance, the Project impact discussion and
mitigation measures to reduce significant impacts.
Noise Terminology
Noise is generally defined as unwanted sound. It may be loud, unpleasant,
unexpected, or undesired sound typically associated with human activity that
interferes with or disrupts the normal noise -sensitive ongoing activities of others.
Although exposure to high noise levels has been demonstrated to cause hearing
loss, the principal human response to environmental noise is annoyance. The
response of individuals to similar noise events is diverse and influenced by the
type of noise, the perceived importance and suitability of the noise in a particular
setting, the time of day and type of activity during which the noise occurs, and
the sensitivity of the individual. The response to vibration is similar: first, the
vibration needs to be of sufficient magnitude to be perceived, and, second, it
typically would have to interfere with a desirable activity to cause annoyance.
Sound is a physical phenomenon consisting of minute vibrations that travel
through a medium such as air that are sensed by the human ear. Sound is
generally characterized by frequency and intensity. Frequency describes the
sound's pitch and is measured in hertz (Hz); intensity describes the sound's level,
volume, or loudness and is measured in decibels (dB). Sound frequency is a
measure of how many times each second the crest of a sound pressure wave
passes a fixed point. For example, when a drummer beats a drum, the skin of the
drum vibrates at a certain number of times per second. Vibration of the drum
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skin at a rate of 100 times (or cycles) per second generates a sound pressure wave
that is said to be oscillating at 100 Hz, and this pressure oscillation is perceived
as a tonal pitch of 100 Hz. Sound frequencies between 20 Hz and 20,000 Hz are
within the range of sensitivity of the best human ear.
Sound from a tuning fork contains a single frequency and may therefore be
referred to as a pure tone. However, most sounds heard in the environment do
not consist of a single frequency but rather a broad band of frequencies differing
in individual sound levels. The method commonly used to quantify
environmental sounds consists of evaluating all the frequencies of a sound
according to a weighting system that reflects that human hearing is less sensitive
at low frequencies and extremely high frequencies than at the mid -range
frequencies. This frequency -dependent modification is called A -weighting, and
the decibel level measured is called the A -weighted sound level (dBA). In
practice, the level of a noise source is conveniently measured using a sound level
meter that includes a filter corresponding to the dBA curve.
For informational purposes, typical community sound levels are presented in
Table 3.3-1. A sound level of 0 dBA is approximately the threshold of human
hearing and is barely audible under extremely quiet listening conditions. Normal
speech has a sound level of approximately 60 dBA. Sound levels above about
120 dBA begin to be felt inside the human ear as discomfort and eventually pain
at still higher levels.
The minimum change in the sound level of individual events considered barely
detectable in a community environment is approximately 3 dBA. A change of 5
dBA is more readily perceptible, while a change in sound level of 10 dBA is
usually perceived by the average person as a doubling (or halving) of the sound's
loudness; this relation holds true for both loud and quiet sounds. Because of the
logarithmic scale of the decibel unit, sound levels cannot be added or subtracted
arithmetically and are somewhat cumbersome to handle mathematically.
However, a simple rule of thumb is useful in dealing with sound levels: if a
sound's physical intensity is doubled, the sound level increases by 3 dB,
regardless of the initial sound level. For example, 60 dB plus 60 dB equals 63
dB, and 80 dB plus 80 dB equals 83 dB. As mentioned earlier, however, a
perception of doubling of sound level requires about a 10-dB increase.
Although the A -weighted sound level may adequately indicate the level of
environmental noise at any instant in time, community noise levels vary
continuously. Most environmental noise includes a mixture of noise from distant
sources that create a relatively steady background noise in which no particular source
is identifiable. A single descriptor called the Leg (equivalent sound level) is used to
describe the average acoustical energy in a time -varying sound. Leg is the energy -
mean A -weighted sound level present or predicted to occur during a specified
interval. It is the "equivalent" constant sound level that a given source would need to
produce to equal the fluctuating level of measured sound. It is often desirable to also
know the range of acoustic levels of the noise source being measured. This is
accomplished through the L,,,ax and L,,,;,, noise descriptors. They represent the root-
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mean -square maximum and minimum obtainable noise levels measured during the
monitoring interval. The L,,,;,, value obtained for a particular monitoring location
represents the quietest moment occurring during the measurement period and is often
called the acoustic floor for that location. Likewise, the loudest momentary sound
during the measurement is represented by L.
Table 3.3-1. Typical Community Sound Levels
(.._ AIM( )N (aUTDUOR
ACTIVITIES
NOISE LEVEL
dBA
COMMON INDOOR
ACTIVITIES
---110---
Rock Band
Jet Fly -over at 300 m (1000 ft)
---100---
Gas Lawn Mower at 1 m (3 ft)
---90---
Diesel Truck at 15 rn (50 ft).
Food Blender at 1 m (3 ft)
at 80 km/hr (50 mph)
---80---
Garbage Disposal at 1 m (3 ft)
Noisy Urban Area, Daytime
Gas Lawn Mower, 30 m (100 ft)
---70---
Vacuum Cleaner at 3 m (10 ft)
Commercial Area
Normal Speech at 1 rn (3 ft)
Heavy Traffic. at 90 m (300 ft)
---60---
Large Business Office
Quiet Urban Daytime
---50---
Dishwasher Next Room
Quiet Urban Nighttime
---40---
Theater, Large Conference
Quiet Suburban Nighttime
Room (Background)
---30---
Library
Quiet Rural Nighttime
---20---
Bedroom at Night, Concert
Hall (Background)
Broadcast/Recording Studio
—10--
Lowest Threshold of Human
---0---
Lowest Threshold of Human
Hearing
Hearing
Source: Caltrans 1998.
To describe the time -varying character of environmental noise, the statistical
noise descriptors L10, L50, and L90 (or other percentile values) may be used.
These are the noise levels equaled or exceeded 10, 50, and 90%, respectively, of
the time during the measured interval. The percentile descriptors are most
commonly found in nuisance noise ordinances to allow for different noise levels
for various portions of an hour. For example, the L50 value would represent
30 minutes of an hour period, L25 would be associated with 15 minutes of an
hour, and so on.
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Of particular interest in this analysis are other descriptors of noise that are
commonly used to help determine noise/land use compatibility and to predict an
average community reaction to adverse effects of environmental noise, including
traffic -generated and industrial noise. One of the most universal descriptors is
the Day -Night Average Sound Level (DNL or Ldn). As recommended by the
state health department and state planning law, many planning agencies use this
descriptor. The Ld„ noise metric represents a 24-hour period and applies a time -
weighted factor designed to penalize noise events that occur during nighttime
hours, when relaxation and sleep disturbance is of more concern than during
daytime hours. Noise occurring during the daytime hours between 7:00 a.m. and
10:00 p.m. receives no penalty. Noise occurring between 10:00 p.m. and 7:00
a.m. is penalized by adding 10 dB to the measured level. In California, the use of
the Community Noise Equivalent Level (CNEL) descriptor is permitted. CNEL
is similar to Ldn except CNEL adds a 5 dB penalty for noise occurring during
evening hours between 7:00 p.m. and 10:00 p.m.
Existing Conditions
Noise -sensitive land uses are generally defined as locations where people reside
or where the presence of unwanted sound could adversely affect the use of the
land. Ambient traffic noise in the plan area is generated by traffic on I-5, the
local street network that includes Civic Center Drive and National City
Boulevard, and other local streets. Other noise sources include local industrial
land uses in and around the plan area. Noise -sensitive land uses typically include
residences, hospitals, schools, guest lodging, libraries, and certain types of
passive recreational uses. Sensitive land uses in the plan area include single- and
multifamily residences and schools.'
The noise environment in the plan area is dominated by noise from vehicular
traffic on surrounding roadways. Noise monitoring was conducted at noise -
sensitive receptors adjacent to the plan area on October 2, 2008, to quantify
existing conditions (field data sheets are included as Appendix D). Table 3.3-2
summarizes the noise monitoring results.
Noise conditions generated by vehicular traffic on roadway segments
surrounding the plan area were modeled using the Federal Highway
Administration (FHWA) highway traffic noise prediction model (FHWA TNM),
assuming the standard vehicle mix for San Diego County (87% automobiles, 4%
medium trucks, and 9% heavy trucks). Table 3.3-2 shows measured existing
noise levels at selected sensitive receptors in the plan area. Noise levels
generated by vehicular traffic are generally high along all major transportation
corridors in the vicinity of the project and lower along residential streets.
' Sensitive land uses were identified from a site reconnaissance conducted on October 2, 2008, by Peter Hardie of
ICF Jones & Stokes and a review of aerial photos.
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Table 3.3-2. Existing Ambient Noise Measurement Results
Site Measurement
ID Location
Measurement
Period
Start Duration
Time (mm:ss)
Noise Sources
Measurement Results (dBA)
Leq x ma n Lmi L90 L50 L10
ST-1 126 Plaza
Boulevard
ST-2 230 Civic Center
Drive
ST-3 Kimball School, 11:35 15:00
302 West 18th
Street
ST-4 Perry Ford 12:25 15:00
9:50 15:00 Traffic along Plaza 62.5 73.8 54.2 57.5 60.4 65.5
Boulevard and I-5
10:19 15:00 Traffic along Civic Center 64.3 81.7 49.7 52.0 56.1 65.5
Drive and ambient noise
including car auto body shop
Traffic along 18th Street and 61.1 71.6 55.9 57.6 59.7 63.0
I- 5
Traffic along National City 59.6 73.3 51.6 53.6 56.7 61.7
Boulevard, auto body shops
surrounding the plan are
Source: ICF, Jones and Stokes, October 2008.
Regulatory Setting
Federal
Many government agencies have established noise standards and guidelines to
reduce or prevent adverse physiological and social effects associated with noise.
Relevant governmental agency policies are summarized below.
Among other guidance, the Noise Control Act of 1972 directed the EPA to
develop noise level guidelines that would protect the population from the adverse
effects of environmental noise. The EPA published a guideline (EPA 1974)
containing recommendations of 55 dBA La„ outdoors and 45 dBA Ldn indoors as
a goal for residential land uses. The agency is careful to stress that the
recommendations contain a factor of safety and do not consider technical or
economic feasibility issues, and therefore should not be construed as standards or
regulations.
The Department of Housing and Urban Development (HUD) standards define Ldn
levels below 65 dBA outdoors as acceptable for residential use. Outdoor levels
up to 75 dBA Ldn may be made acceptable through the use of insulation in
buildings. Additionally, OSHA regulates the exposure of workers to
occupational noise.
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State
The pertinent State of California regulations are contained in the California Code
of Regulations (CCR). Title 24, "Noise Insulation Standards," establishes the
acceptable interior environmental noise level (45 dBA Ld„) for multifamily
dwellings (that may be extended by local legislative action to include single-
family dwellings). Section 65302(f) of the CCR establishes the requirement that
local land use planning jurisdictions prepare a General Plan. The Noise Element
is a mandatory component of the General Plan, and may include general
community noise guidelines developed by the California Department of Health
Services and specific planning guidelines for noise/land use compatibility
developed by the local jurisdiction. The state guidelines also recommend that the
local jurisdiction consider adopting a local nuisance noise control ordinance. The
California Department of Health Services has developed guidelines (1987) for
community noise acceptability for use by local agencies. Selected relevant levels
are the following (La„/DNL may be considered nearly equal to CNEL):
• CNEL below 60 dBA—normally acceptable for low -density residential use
• CNEL of 55 to 70 dBA—conditionally acceptable for low -density
residential use
• CNEL below 65 dBA—normally acceptable for high -density residential use
• CNEL of 60 to 70 dBA—conditionally acceptable for high -density
residential, transient lodging, churches, educational and medical facilities
• CNEL below 70 dBA—normally acceptable for playgrounds, neighborhood
parks
"Normally acceptable" is defined as satisfactory for the specified land use,
assuming that normal conventional construction is used in buildings.
"Conditionally acceptable" may require some additional noise attenuation or
special study. Under most of these land use categories, overlapping ranges of
acceptability and unacceptability are presented, leaving some ambiguity in areas
where noise levels fall within the overlapping range.
The State of California additionally regulates the noise emission levels of
licensed motor vehicles traveling on public thoroughfares, sets noise emission
limits for certain off -road vehicles and watercraft, and sets required sound levels
for light -rail transit vehicle warning signals. The extensive state regulations
pertaining to worker noise exposure are for the most part applicable only to the
construction phase of any project (for example Cal/OSHA Occupational Noise
Exposure Regulations [8 CCR, General Industrial Safety Orders, Article 105,
Control of Noise Exposure, § 5095, et seq.]) or for workers in a "central plant"
and/or a maintenance facility, or involved in the use of landscape maintenance
equipment or heavy machinery.
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Local
The City of National City has adopted local guidelines within the City's General
Plan and Municipal Codes to govern noise levels within the City. The Noise
Ordinance of National City (National City Municipal Code, Title XII) sets exterior
noise limits based on zoning district. These levels are listed in Table 3.3-3.
Table 3.3-3. Exterior Environmental Noise Limits
Receiving Land Use Category
Allowable Noise Level (dBA)
10 p.m. to 7 a.m. 7 a.m. to 10 p.m.
All residential (less than 9 dwelling units) 45 55
Multi -unit residential (Consisting of 9 50 60
dwelling units or more and Public Space)
Commercial 60 65
Light Industry (Industry east of I-5) 70 70
Heavy Industry (Industry west of I-5) 80 80
Source: National City Noise Ordinance, January 2009.
The Noise Ordinance of National City (National City Municipal Code, Title XII)
also sets construction noise limits and confines construction noise —based
acceptable hours of operation. These levels and hours are listed in Table 3.3-4.
A. Except as provided in Section 12.10.160 A, it is unlawful to operate or to
allow or cause the operation of any tools or equipment used in construction,
drilling, repair, alteration, or demolition work between weekday hours of
seven p.m. and seven a.m., or at any time on weekends or holidays, such that
the sound therefrom creates a noise across a residential or commercial real
property line that violates the provisions of section 12.06.020.
B. Subsection A shall not apply to: emergency work performed by public
service utilities; work on private property that is necessary for fire and life
safety; work permitted pursuant to Chapter 12.16; or, to the use of domestic
power tools as allowed in Section 12.10.300.
C. Noise from construction demolition activities shall not exceed the maximum
noise levels at or within the boundaries of affected properties listed in the
following schedule at all other times.
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Table 3.3-4. Noise Ordinance Construction Noise Levels and Hours of Operation
Type I Areas
Residential
Type II Areas Semi-
Residential/Commercial
Mobile Equipment:
Maximum Noise Levels for Nonscheduled, Intermittent, Short -Term Operation (-10 days)
Daily, except Sundays and legal holidays,
between 7 a.m. and 7 p.m.
75 dBA 85 dBA
Stationary Equipment:
Maximum Noise Levels for Repetitively Scheduled and Relatively Long -Term Operation (10+ days)
Daily, except Sundays and legal holidays,
between 7 a.m. and 7 p.m.
60 dBA 70 dBA
Note: Construction noise is not permitted Sundays, legal holidays, and between 7 p.m. and 7 a.m.
Vibration
It is unlawful to operate or permit the operation of any device that creates a
vibration that exceeds the vibration perception threshold at or beyond the
property boundary of the source if it originates on private property, or at a
distance of 150 or more from the source if it originates from a location on a
public space or public right-of-way. Vibration that occurs as an incidental result
of sound generation would not be governed by this regulation only, but also by
the prohibitions or restrictions applicable to the source of the sound.
Impact Analysis
Thresholds of Significance
Criteria for determining the significance of impacts related to noise were based
on Appendix G of the State CEQA Guidelines (14 CCR 15000 et seq.). An
impact related to noise was considered significant if it would result in any of the
conditions listed below.
NOI-1: expose persons to or generation of noise levels in excess of standards
established in the local general plan or noise ordinance, or applicable standards
of the other agencies;
NOI-2: expose persons to or generation of excessive groundborne vibrations or
groundborne noise levels;
NOI-3: result in a substantial permanent increase in ambient noise levels in the
project vicinity above levels existing without the project;
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NOI-4: result in a substantial temporary or periodic increase in ambient noise
levels in the project vicinity above levels existing without the project;
NOI-5: expose people residing or working in the project area to excessive noise
levels from airport operations; or
NOI-6: expose people residing or working in the project area to excessive noise
levels from private airstrip operations.
Methodology
This section addresses the methods used to analyze noise and vibration effects
associated with construction and operational activities that could affect future
development within the proposed project area.
Construction Noise
Construction noise could occur as a result of demolition and construction of
future structures. The magnitude of the increases would depend on the type of
construction activity, the noise level generated by various pieces of construction
equipment, site geometry (i.e., shielding from intervening terrain or other
structures), and the distance between the noise source and receiver. Construction
noise levels are based on an EPA study that measured average noise levels during
construction stages.
Operational Noise
Existing and future residences and other existing or new noise -sensitive land uses
would be exposed to noise from traffic on nearby arterial roads and I-5. Potential
project -related noise effects from traffic were analyzed using FHWA's Traffic
Noise Model® (TNM®) lookup tables. The existing trolley line was also analyzed
to quantify the potential impact on future noise -sensitive land uses using the
Federal Transit Administration's (FTA's) Rail Noise Model.
The TNM lookup tables are based on the FHWA's model for highway traffic
noise prediction and analysis. The parameters used to estimate vehicular traffic
noise were the typical distance between roadway centerline and receiver; typical
average daily traffic (ADT) volumes and posted speed limits; and percentages of
automobiles, medium trucks, buses, motorcycles, and heavy trucks. (Federal
Highway Administration 2004)
Noise from existing and future motor vehicle traffic was analyzed using the data
from the National City Westside Specific Plan traffic study (Linscott Law &
Greenspan 2009). ADT volumes for the "existing," "2030 without project," and
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City of National City 3.3 Noise
"2030 with project" scenarios were used to predict the 65 dBA CNEL noise
contour for each scenario at selected roadway segments. Changes to the 65 dBA
CNEL contour were analyzed for the roadway segments within the project area to
determine any potential impacts associated with the proposed project. The 65
dBA contour was also derived for I-5, which approaches the western boundary of
the proposed project site. Other roads included in the analysis are National City
Boulevard, Plaza Boulevard, Civic Center Drive, Wilson Avenue, and 24th Street.
Rail noise from the existing trolley line located along the western boundary of
the proposed project site was quantified using the rail noise model based on the
FTA general transit noise assessment. The model uses characteristics of rail
vehicles such as type and number of locomotives, number of cars, speed,
distance, and track characteristics to determine the hourly Leg at specific
distances.
Impacts and Mitigation Measures
Threshold NOI-1: Would the proposed project expose persons
to or generate noise levels in excess of standards established
in the local general plan or noise ordinance, or applicable
standards of the other agencies?
Construction Noise
The proposed project would not directly result in new construction within the
plan area. However, construction associated with future projects proposed under
the project would create noise from activities such as ground clearing, grading,
hauling materials to the site, constructing foundations and structures, and
finishing work. The magnitude of the increases would depend on the type of
construction activity, the noise level generated by various pieces of construction
equipment, site geometry (i.e., shielding from intervening terrain or other
structures), and the distance between the noise source and receiver.
Table 3.3-5 shows typical noise levels produced by construction projects during
specific phases of typical project construction. Overall average noise levels
generated on a construction site are estimated to be 89 dBA at a distance of 50
feet during the loudest phases (excavation and finishing). These noise levels are
derived from the noise produced by the combination of equipment types used
during the construction process.
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Table 3.3-5. Typical Noise Levels from Construction Activities for Large
Commercial Projects
Average Sound Level Standard
Construction Activity at 50 feet (dBA Ley) a Deviation (dB)
Ground Clearing 84 7
Excavation 89 6
Foundations 78 3
Erection 87 6
Finishing 89 7
a Sound level with all pertinent equipment operating.
Source: EPA 1971.
Noise levels of this magnitude would be temporary in nature and would cease
once construction was completed. The City's noise ordinance exempts
construction activities from the noise standard (providing that such activities take
place between the hours of 7:00 a.m. and 7:00 p.m. Monday through Friday) but
limits construction noise to no more than 75 dBA at type 1 residential properties
and 85 dBA at type 2 residential/commercial properties. Construction noise
dependent on location from the closest sensitive receptor could exceed these
noise levels and would require mitigation measures to reduce noise levels to the
greatest extent practicable (mitigation measures are presented below). However,
even with the inclusion of mitigation measures, construction noise could still
exceed the City's construction thresholds. Therefore, potential impacts would be
considered significant and unavoidable.
Operational Noise
The proposed General Plan Amendment, Rezone, and Specific Plan would guide
the future development of the Westside neighborhood. As a result of the
proposed project, truck and passenger vehicle trips from future development
could expose existing and future noise -sensitive land uses to increased noise
levels.
Traffic noise levels at existing and future noise -sensitive receptors were predicted
using the FHWA's TNM lookup tables. The following segments were modeled
in the traffic and noise analysis.
• National City Boulevard from
u 30th to 22nd Streets,
❑ 22"d to 17th Streets,
❑ 17th to 12th Streets, and
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City of National City 3.3 Noise
❑ 12th to 8th Street.
• Plaza Boulevard from
❑ Roosevelt to Coolidge Avenues.
• Civic Center Drive from
❑ Roosevelt to Wilson Avenues.
• Wilson Avenue from
❑ 24th to 20th Streets,
❑ 20th to 18th Streets,
❑ 18th to 15th Streets, and
❑ 15th Street to Civic Center Boulevard.
• 24th Street/Mile of Cars from
❑ Hoover to Wilson Avenues.
• Interstate 5 from
❑ 24th to 8th Streets.
The existing modeled 65 dBA CNEL contours were modeled for the roadway
network and are listed in Table 3.3-6.
Table 3.3-6. Modeled 65 dBA CNEL Contours
Roadway
Segment
0
4144
0
National City Boulevard
Plaza Boulevard
Civic Center Drive
Wilson Avenue
24th Street/Mile of Cars
Interstate 5
30th to 8th Streets 120
Roosevelt to Coolidge Avenues a
Roosevelt to Wilson Avenues 50
24th to 20th Streets
Hoover to Wilson Avenues 170
24`h to 8th Streets 900
190 210
100 120
60 70
90
280 330
1,200 1,200
90 20
120 20
20 10
90 90
160 50
300 0
-- noise levels did not exceed 65 dBA CNEL
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Existing CNEL contours associated with the existing roadway infrastructure
range from approximately 50 feet from the roadway centerline for Civic Center
Drive to 900 feet from centerline for I-5. Future 2030 without and with project
traffic is predicted to increase the width of the 65 dBA CNEL contours. Under
the with project scenario, 65 dBA CNEL noise contours are predicted to increase
by approximately 20 to 160 feet over the existing contour widths on the local
roadway network.
With implementation of the proposed project the 65 dBA CNEL contour is
predicted to increase as much as 90 feet from the without project location on the
local roadway network. The 65 dBA CNEL contour associated with I-5 is
predicted to increase approximately 300 feet from the existing location in both
the without and with project scenarios.
Noise levels associated with traffic on the local roadway network and I-5 were
modeled at a reference distance of 50 feet. The noise levels for existing, future
without project and future with project conditions are presented in Table 3.3-7.
Table 3.3-7. Modeled Noise Levels at 50 Feet
0
W Mom c� 6 'o
U ^ 5 s.
5
uUt WI. et a o a p WW Ela wO O
zz�a c Ca au G.) U ie u Q
Roadway Segment - a � / kj Ua . VWik �~
� w'wo I: ; — o 4, w
,-,v, - ,- �d "d.z 'o� .�
.v zs �, •a o 0.1 to y >r
;y 0 y n a y Q, .o 0 `� o a ea 3 g
. . = •n. i- co W So of
�.1 •3 a o-i ,°', o •'�a z o o
3w wNwU 4gLtd
National City 30th to 8th Streets 68 70 71 3 1
Boulevard
Plaza Boulevard Roosevelt to Coolidge Avenues 63 67 68 5 1
Civic Center Drive Roosevelt to Wilson Avenues 64 65 66 2 1
Wilson Avenue 24"' to 20th Streets 60 62 67 7 5
24th Street/ Mile of Hoover to Wilson Avenues 69 72 73 4 1
Cars
Interstate 5 24"' Street to 8th Streets 84 86 86 2 0
Existing traffic noise levels at a reference distance of 50 feet could be expected to
range between 60 and 69 dBA CNEL for the local roadway network and 84 dBA
CNEL along I-5. Future without project noise levels could be expected to
increase 1 to 4 dBA CNEL over existing noise levels along the local roadway
network and 2 dBA CNEL over existing noise levels along I-5. Future with
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City of National City 3.3 Noise
project noise levels could be expected to increase from 2 to 7 dBA CNEL over
the existing noise levels and 1 to 5 dBA CNEL over future with project noise
levels along the local roadway network. Future with project noise levels along I-
5 would not increase over future without project noise levels. An increase of 3
dBA in noise level is considered barely detectable in a community environment.
Therefore noise increases of 1 dBA would not be considered perceptible. Wilson
Avenue would experience a 5 dBA increase, which would be readily perceptible.
The City's General Plan references Title 12 of the City's Municipal Code with
respect to exterior noise levels. Title 12 Chapter 12.06.040 sets maximum noise
levels for land uses within the City. However, Title 12 Chapter 12.12.060
exempts automotive noise generally (providing that vehicles comply with the
state vehicle code regarding noise) from the Municipal Code. Therefore,
increases in the 65 dBA contour associated with an increase in traffic from the
proposed project would not be considered a significant impact.
Rail Noise
Rail noise was calculated using the FTA's Rail Noise Model using existing
schedules for the San Diego Metropolitan Transit System's (MTS) Blue line
Trolley schedule (San Diego MTS 2007). Based on this modeling, new
residential developments within approximately 150 feet of the rail line
experience an exterior noise level of 55 dBA Ley or higher. This noise level
would exceed the City's thresholds for exterior noise levels implicit. Therefore,
impacts would be potentially significant and unavoidable, and mitigation
measures would have to be included to reduce noise levels at sensitive receptors.
Impact Determination
Construction Noise
Impact NOI-1: Construction noise would likely exceed noise thresholds for any
future project developed under the proposed project. Therefore, impacts from
construction would be potentially significant and unavoidable, and mitigation
measures would have to be implemented to reduce noise levels to the greatest
extent practicable.
Operational Noise
The proposed project would create new sources of traffic that would increase
traffic -related noise on the local roadway system. However, the City's Municipal
Codes exempt traffic noise from the exterior noise standards; therefore,
operational traffic noise impacts are less than significant.
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Impact NOI-2: The proposed project would potentially expose new noise
sensitive receptors to rail noise that would exceed the exterior thresholds set forth
by the City's Municipal Code. This impact would be considered potentially
significant and would require mitigation to reduce noise levels to the greatest
extent practicable.
Mitigation Measures
Construction noise is unavoidable and could adversely affect nearby residents
during construction. However, the noise would be temporary and limited to the
duration of the construction. The following measures should be incorporated into
the project contract specifications to minimize construction noise impacts.
Construction Mitigation Measures
MM NOI-1: Implement Construction Noise Reduction Measures. Mitigation
measures MM NOI-1.1 through MM NOI-1.8 shall be implemented as applicable
to future projects proposed within the Westside Specific Plan area.
MM NOI-1.1: Equipment Sound Attenuation. All noise -producing
construction equipment and vehicles using internal combustion engines shall
be equipped with mufflers, air -inlet silencers where appropriate, and any
other shrouds, shields, or other noise -reducing features in good operating
condition that meet or exceed original factory specification. Mobile or fixed
"package" equipment (e.g., arc -welders, air compressors) shall be equipped
with shrouds and noise control features that are readily available for that type
of equipment.
MM NOI-1.2: Use of Electrical Equipment. Electrically powered
equipment shall be used instead of pneumatic or internal combustion
powered equipment, where feasible.
MM NOI-1.3: Distance from Sensitive Receptors. Material stockpiles
and mobile equipment staging, parking, and maintenance areas shall be
located as far as practicable from noise -sensitive receptors.
MM NOI-1.4: Construction Traffic Speeds. Construction site and access
road speed limits shall be established and enforced during the construction
period.
MM NOI-1.5: Hours of Construction. Construction operations shall not
occur between 7:00 p.m. and 7:00 a.m. Monday through Friday, or at any
time on weekends or holidays. The hours of construction, including noisy
maintenance activities and all spoils and material transport, shall be restricted
to the periods and days permitted by the local noise or other applicable
ordinance. Noise -producing construction activity shall comply with, or in
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special circumstances obtain exemptions from, local noise control regulations
affecting construction activity.
MM NOI-1.6: Use of Noise -Producing Signals. The use of noise -
producing signals, including horns, whistles, alarms, and bells, shall be for
safety warning purposes only.
MM NOI-1.7: Use of Public Address or Music Systems. No project -
related public address or music system shall be audible at any adjacent
sensitive receptor.
MM NOI-1.8: Noise Complaint Process. The onsite construction
supervisor shall have the responsibility and authority to receive and resolve
noise complaints. A clear appeal process to the owner shall be established
prior to construction commencement that will allow for resolution of noise
problems that cannot be immediately solved by the site supervisor.
Operational Mitigation Measures
MM NOI-2: Trolley Line Noise Study. Prior to approval of final site design,
any project located within 300 feet of or with direct line of sight to the existing
MTS Trolley Line shall perform a noise study conducted by a qualified noise
consultant to determine potential impacts on noise -sensitive land uses.
Residual Impacts
Impacts related to Impact NOI-1 and NOI-2 would remain potentially significant
and unavoidable after implementation of mitigation measures MM NOI-1 and
MM NOI-2.
Threshold NOI-2: Would the proposed project expose persons
to or generate excessive groundborne vibrations or
groundborne noise levels?
The proposed project would not directly result in any specific, known, or
projected development projects; therefore, groundborne vibration or noise
impacts on sensitive receptors (i.e., residences, schools, parks, etc.) would not
occur as a direct result of the proposed project. However, individual projects
could occur as an indirect result of the proposed project within the plan area,
which in some cases may require demolition or construction of new structures
that would potentially result in a temporary increase in vibration and noise levels.
The City's Municipal Code Title 12 Chapter 12.10.180 sets vibration thresholds
that could be exceeded as a result of future construction or future projects.
Therefore, vibration impacts are considered potentially significant and
unavoidable.
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M
Impact Determination
Impact NOI-3: Construction vibration would likely exceed vibration thresholds
for any future project developed under the proposed project.
Mitigation Measures
MM NOI-3: Vibration Study. Prior to approval of final site design, any
project proponent that would propose driving pilings or performing an action that
could cause substantial vibrations shall perform a vibration study conducted by a
qualified vibration consultant to determine potential impacts on surrounding
vibration -sensitive land uses and identify mitigation measures as appropriate.
Residual Impacts
Impacts related to Impact NOI-3 would remain potentially significant and
unavoidable after implementation of mitigation measure MM NOI-3.
Threshold NOI-3: Would the proposed project result in a
substantial permanent increase in ambient noise levels in the
project vicinity above levels existing without the project?
As stated in Threshold NOI-1, the proposed project would result in an increase to
the future 65 dBA CNEL contour on the local roadway network. Although future
project design would ensure interior noise levels do not exceed interior noise
standards, portions of sites that abut major roadways would experience
significant noise at locations adjacent to major streets. For projects that may
experience substantial noise where the project abuts streets, mitigation may be
proposed at the project level. However, at the program level, no mitigation is
feasible. With the proposed project, traffic noise would result in a substantial
permanent increase in ambient noise levels within the project vicinity and this
increase would be significant.
The proposed project would potentially expose future noise -sensitive uses to
noise levels from the existing MTS Trolley Line in excess of the exterior noise
standard set forth in the City's Municipal Code. Therefore, impacts would be
potentially significant and unavoidable, and mitigation measures would have to
be included to reduce noise levels at any sensitive receptors.
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Impact Determination
Impact NOI-4: The proposed project would result in an increase to the future 65
dBA CNEL contour on the local roadway network. The increase in traffic noise
would result in a substantial permanent increase in ambient noise levels within
the project vicinity.
Impact NOI-2 above identifies impacts on noise -sensitive receptors from rail
noise. This impact would be considered potentially significant and would require
mitigation to reduce noise levels to the greatest extent practicable.
Mitigation Measures
MM NOI-4: Traffic Noise Study. For noise sensitive projects within 100 feet
of the centerline of Civic Center Drive and Wilson Drive, within 150 feet of the
centerline of Plaza Boulevard, within 250 feet of the centerline of National Coty
Boulevard, within 350 feet of Mile of Cars Way/24`h Street, or within 1,200 feet
of Interstate 5, a noise study shall be prepared to determine the estimated noise
levels on -site and to identify any feasible project -level mitigation measures to
reduce noise impacts to a level less than significant.
Implementation of mitigation measure MM NOI-2 would reduce noise levels
associated with the existing rail line.
Residual Impacts
Impacts related to Impact NOI-2 and NOI-4 would remain potentially significant
and unavoidable.
Threshold NOI-4: Would the proposed project result in a
substantial temporary or periodic increase in ambient noise
levels in the project vicinity above levels existing without the
project?
The proposed project would not directly result in any specific, known, or
projected development projects; therefore, temporary or periodic noise impacts
on sensitive receptors (i.e., residences, schools, parks, etc.) would not occur as a
direct result of the proposed project. However, individual projects could occur as
an indirect result of the proposed project within the plan area, which in some
cases may require demolition or construction of new structures that would
potentially result in a temporary increase in noise levels. Dependent on location,
projects could exceed the City's noise thresholds presented in the City's
Municipal Code Chapter 12.10.160 and would require mitigation measures to
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City of National City 3.3 Noise
reduce noise levels to the greatest extent practicable. However, even with the
inclusion of mitigation measures, construction noise could still exceed the City's
noise ordinance. Therefore, impacts are considered potentially significant and
unavoidable.
Impact Determination
As stated above under Impact NOI-1, construction noise would likely exceed
noise thresholds for any future project developed under the proposed project.
Therefore, impacts from construction would be potentially significant and
unavoidable and would require mitigation to reduce noise levels to the greatest
extent practicable.
Mitigation Measures
Implementation of mitigation measures MM NOI-1.1 through MM NOI-1.8
would reduce impacts to the greatest extent practicable.
Residual Impacts
Impacts related to Impact NOI-1 would remain potentially significant and
unavoidable.
Threshold NOI-5: Would implementation of the proposed
project expose people residing or working in the project area
to excessive noise levels from airport operations?
The closest airport is San Diego International Airport located approximately 5
miles north of the plan area, which is too far from the plan area to contribute
excessive noise levels. Therefore, the proposed project would not expose people
residing or working in the plan area to excessive noise levels from airport
operations. No impact would occur.
Impact Determination
Because there are no airports located in the vicinity of the plan area, no impacts
related to Threshold NOI-5 would occur.
Mitigation Measures
No mitigation is required.
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Residual Impacts
No impacts related to Threshold NOI-5 would occur.
Threshold NOI-6: Would implementation of the proposed
project expose people residing or working in the project area
to excessive noise levels from a private airstrip?
There are no private airstrips in the vicinity of the plan area. Therefore, no
impact would occur associated with noise levels from nearby airports.
Impact Determination
Because there are no private airstrips in the vicinity of the plan area, there would
be no impacts related to Threshold NOI-6.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold NOI-6 would occur.
Significant and Unavoidable Adverse Impacts
As discussed above, the proposed project would result in significant and
unavoidable operational and construction noise impacts. Impacts could result
from construction noise levels dependent on the proximity to existing or future
noise -sensitive land uses. These noise impacts would be temporary in nature and
would cease upon completion of construction. Mitigation measures are presented
to reduce impacts to the greatest extent practicable; however, impacts would still
be significant and unavoidable.
Operational significant and unavoidable impacts could result from noise -sensitive
land uses located along the existing major streets and MTS trolley line on the
eastern portion of the project site. Vibration impacts could be associated with
construction -related activities in proximity to vibration -sensitive land uses.
These impacts would require mitigation in the form of future analysis to reduce
their levels of significance at the project level. However, impacts from traffic
and rail noise as well as vibration would remain significant and unavoidable.
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Section 3.4
Cultural Resources
Section 3.4
Cultural Resources
Introduction
This section describes the cultural resources and federal, state, and local
regulations pertinent to the project. An impact analysis is then provided to
identify the impacts that would result if the project is implemented and propose
mitigation measures that would reduce impacts to less -than -significant levels.
This section first describes the prehistoric and historic setting of the surrounding
region, thus providing context for the discussion of existing conditions within the
plan area.
Prehistoric and Historical Context
Prehistory of the San Diego Region
Prior to modern development, the plan area would have been characterized by
transitional freshwater/saltwater marshland and eroded beach terraces. The
native plant community would most likely have been Coastal Sage Scrub that
would have included Salicornia, saltbush, sea fig, and grasses in the marshlands;
while flattop buckwheat, California sage, and laurel sumac would have been
prevalent in the other areas (Pryde 2004:40).
The earliest documented occupation of the San Diego County region is the
Paleoindian culture of the San Dieguito Complex (circa [c.] 8500-6000 BC).
The artifactual repertoire of this complex suggests a nomadic hunting culture, as
evidenced by the variety of flaked stone scrapers, choppers, bifaces, large
projectile points, and crescentics found. The San Dieguito culture evolved into,
or alternatively was replaced by, a new cultural pattern in which the emphasis
seems to have shifted to the collection of plant resources with less dependence on
hunting game. In coastal areas this is referred to as the La Jolla Complex (c.
6000-1 BC) and is characterized by stone grinding tools for processing food,
extensive utilization of littoral resources, simple cobble -based lithic technology,
and flexed human burials. A coeval inland Pauma Complex has been defined
based on similar ground stone technology, the presence of Elko Series dart
points, and the absence of artifacts associated with later cultures. The artifacts
that distinguish this later Cuyamaca Complex (c. AD 1-1769) from the La Jolla
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and Pauma complexes include smaller projectile points associated with bow -and -
arrow technology, the addition of bedrock milling technology, a shift from
inhumation to cremation for disposal of the dead, and, sometime after roughly
AD 800, the addition of ceramic technology. The Cuyamaca Complex is the
material manifestation of the Kumeyaay culture that persists today, although in a
highly modified form.
History of the San Diego Region
The Kumeyaay people appear to have been little affected by Juan Rodriguez
Cabrillo's arrival in San Diego Bay in 1542, nor by Sebastian Vizcaino's in
1602. However, the subsequent Spanish colonization of Alta California,
beginning in 1769, resulted in massive native population displacement and
decline. The Spanish sphere of control spread outward from the Royal Presidio
and the Mission San Diego de Alcala, northward along the Camino Real as well
as inland up the major river valleys. To help support the garrison at the Presidio,
a large tract of the South Bay was set aside and named Rancho del Rey (Ranch of
the King). By the early 1820s any threat of native resistance along the coast was
nonexistent and the Presidio commandant had granted small house and garden
plots to both retired and active -duty soldiers, forming the settlement now known
as Old Town.
Shortly after Mexico gained its independence in 1821, Rancho del Rey was
renamed Rancho de la Nacion (Ranch of the Nation) but continued to support the
garrison at the Presidio. During this same period, Mexican foreign policy was
changed to allow and encourage trade with other countries. The principal exports
were cowhides and tallow, which in turn fueled a demand by local citizens for
land grants upon which to raise cattle. Secularization of mission lands in 1833
made tracts available for redistribution as land grants, while new grants were
made from inland territories still occupied by the Kumeyaay, forcing them to
acculturate or move away. Conversely, the Presidio declined throughout the
1820s and was abandoned by the mid-1830s. In 1845 Pio Pico, the Mexican
Governor of California, granted the title to Rancho de la Nacion to his brother-in-
law, John Forster.
The Hispanic era of San Diego ended with the Mexican -American War of 1846-
1848. The transfer to American control under the Treaty of Guadaloupe-Hidalgo
had little immediate effect on San Diego. Rancho de la Nacion passed through
several more hands, and ultimately the 26,631-acre tract was purchased by Frank
A. and Warren C. Kimball on June 18, 1868, for $30,000.
Early History of National City
The Kimballs immediately laid out a town site next to the Bay and named it
National City in recognition of its Rancho heritage. For the next dozen years the
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City grew in spurts as successive attempts by Frank Kimball to bring a railroad to
the region met with failure. Finally, in October of 1880, Kimball saw his efforts
bear fruit with the formation of the California Southern Railway, a subsidiary of
the Santa Fe. Not only would the South Bay be linked to the transcontinental
system via a line to Colton, but the Santa Fe would also establish a 225-acre
terminal and repair facilities in National City.
The cost of this success was high: the Kimball brothers transferred the majority
of their National Ranch holdings to the railroad syndicate, and Frank Kimball
spent much of his personal fortune upholding his part of the agreement. The
syndicate, in the form of the California Southern Railway and the San Diego
Land & Town Company (Phillips 1959:16-17), almost immediately began
reneging on their pledges. Equipment and material was diverted to other Santa
Fe projects (Phillips 1956:48-49). Even when materials were available the
workmanship was shoddy and overly expensive (Phillips 1956:44-45), while a
promised extension of the National City wharf to the deep water channel was
simply ignored, forcing cargo to be transferred to syndicate -owned lighters to go
between ship and shore (Phillips 1959:19).
Other pledges made by the syndicate were honored only when it suited their
purposes. Upon completion of the transcontinental connection in November of
1885, the region underwent a major land boom that saw National City's
population rise to over 2,000, a rise that in many cases was dependent upon the
continued success of the railroad industry. The syndicate moved forward on two
pledges that would have long-term effects on the region: the Sweetwater Dam
and the National City & Otay Motor Road (NC&O), a rail system that would
service National City, the Sweetwater Valley, Chula Vista, and the South Bay.
Track was laid out past the dam construction site to La Presa. The NC&O hauled
construction materials for the dam and returned with quarried rock that was used
for the breakwater at the Hotel del Coronado as well as for the roadbed of "D"
Street in San Diego, later renamed Broadway. With this boom, residents
petitioned to incorporate National City, and the vote for incorporation was
conducted on September 10th, 1887, resulting in 190 votes in favor and 19
opposing (Union Title Insurance and Trust Company 1954:7).
On April 19, 1888, 16 months after the start of construction, Sweetwater Dam's
completion was celebrated by thousands of revelers in front of the International
Hotel in National City (Trook 1988:3,7). All day long the NC&O ran cars filled
with tourists out to see this engineering marvel, and, according to Irene Phillips,
"a moment before the train came in viewing distance of the dam, the engineer
blew the whistle which was the signal for the care -taker at the Dam to open the
weirs so the tourist had an impressive view of cascading water" (1959:50).
Within weeks of this climatic event, the boom went bust. Almost overnight the
population of San Diego fell from roughly 35,000 to barely 16,000, while
National City's dropped to less than 1,000.
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By the mid-1890s the 225-acre terminal and maintenance facilities, briefly the
largest in the nation, had been reduced to merely a depot on a spur line as Santa
Fe relocated shops and most of its personnel to a new terminal in San
Bernardino. The final blow was dealt when flooding in Temecula Canyon
permanently destroyed the route to Colton.
Despite these setbacks, the presence of the Sweetwater Dam and the NC&O
transportation system meant that farmers and ranchers in National City, Chula
Vista, and the Sweetwater Valley had a reliable source of water and a better
means to get their products to market than any other area of San Diego County.
Farms and ranches affiliated with the Town & Land Company paid less to ship
their goods than did independents who sometimes found their products left on the
sidings because the NC&O cars were allegedly full. Similarly, the Water
Division established by the Town & Land Company arbitrarily doubled water
rates from $3.50 to $7.00 per 35,000 gallons in 1895. Residents of Chula Vista, a
Town & Land development, refused to pay the higher rate and sued because the
$3.50 rate was stipulated in their purchase contracts. The company response was
to simply shut off the water at the dam, cutting off users in National City and the
Sweetwater Valley as well as Chula Vista. The court ordered the company to
turn the water back on until a judgment could be reached (Phillips 1959:95-96).
On October 2, 1897, the San Diego County Board of Supervisors fixed the rate at
$3.50, stating that the company must honor their agreements with property
owners. The company appealed and won a reversal that was ultimately
confirmed by the U.S. Supreme Court on March 24, 1900 (Phillips
1959:100,104).
The victory was short-lived, for on August 29, 1901, it was announced that water
from the Otay reservoir was being piped to the Bonita area at the rate of
4,000,000 gallons per day, breaking the Sweetwater Water Company monopoly.
Phillips noted that "the orchards of National City and Chula Vista had been saved
..." and that "orchard plantings continued with this new source of water as the
demand for lemons increased...." (1959:105).
Recent History of National City
Agriculture continued to be the main industry for National City in the early
decades of the twentieth century with celery becoming a major crop (Union Title
Insurance and Trust Company 1954:10). Meanwhile, attempts to develop the
tidelands were stymied by the railroad interests, and National City benefitted
only peripherally from the more than three million people who visited San
Diego's Panama —Pan Pacific Expositions of 1915 and 1916. While the 1920s
saw San Diego transformed into a Navy town (Linder 2001), National City
persisted into the 1930s as primarily an agricultural and residential community.
This rapidly changed in the years just prior to and through the Second World
War. The 1940 U.S. Census recorded more than 10,000 residents compared to
less than 7,000 in 1930. Then growth during the war, coupled with the post-war
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City of National City 3.4 Cultural Resources
boom, saw the population of National City double by 1950 to roughly 21,000,
and by 1954 the population was estimated at more than 30,000 (Union Title
Insurance and Trust Company 1954:6).
The population surge of the late 1930s strained the local National School
District's resources leading the school board to seek federal Works Project
Administration (WPA) funds in 1939 to help construct a new elementary school.
The WPA provided $54,000 of the projected $110,000 construction costs, and
ground was broken for the school on June 4, 1940. Completed in 1941, it was
initially called the West 18th Street School, but was formally christened Kimball
Elementary School in 1943 (David 1989). Located in the central portion of the
plan area, Kimball Elementary continues to be an active educational and
community resource to the present day.
The drastic changes in land use patterns that occurred during this time were even
more significant than the population increases. Commercial and industrial
ventures were developed on former farmland or were intermixed in existing
residential neighborhoods. This trend became especially pronounced within the
plan area, and the incompatibility between these various kinds of land use is one
of the principal issues addressed by the proposed project.
National City became a trend-setter in 1954 when the dedication of the South
Bay Plaza shopping center signaled the beginning of the end for stores and shops
that lined the Main Streets and Broadways of America. The concentration of
retail outlets proved very enticing to consumers, many of whom drove in from
outside communities. This, in turn, stimulated another sector of National City's
economy, the famous "Mile of Cars."
The 1920s saw the first Ford and Chevrolet dealerships established on National
Avenue (later renamed National City Boulevard). By 1955 there were six new
car dealerships as well as used car dealers lining the self-proclaimed Mile of
Cars. In 1970 Mayor Kile Morgan led a campaign to reclaim wetlands formed
by Paradise Creek and the Sweetwater River in order to expand the Mile of Cars.
With federal assistance the project was completed in the mid 1970s, making
much of the land between 18th and 24th Streets, and Roosevelt and Wilson
Avenues available for a new wave of automobile dealerships (Mile of Cars
Association 2008).
The last half of the 1970s found the nation's bicentennial celebrated in National
City by the formation of Heritage Square, a redevelopment project centered on
"Brick Row," a Philadelphia -style row house originally built to house California
Southern railroad executives that is listed on the National Register of Historic
Places (NRHP). Heritage Square also features the homes of prominent National
City pioneers, most notably the Frank A. Kimball House, but also the Rice -
Proctor House and the Elizur Steele, Crandall -Ennis House (Jacques 1980).
Three other buildings are listed in the NRHP—Granger Music Hall, the Santa Fe
Rail Depot, and St. Matthews Episcopal Church. However, none of these are
located within the plan area.
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3
Existing Conditions
The plan area is located in the incorporated limits of National City, California,
comprising the 100-acre Westside neighborhood (previously referred to as Old
Town). There are 458 legal parcels within the plan area comprising 421
residential (single and multi -family), 17 commercial, and 142 industrial uses.
Potentially Historic Buildings
Based on tax assessor records, 164 of these parcels list a date of construction
between 1909 and 1962 and, in accordance with CEQA, may be eligible for
listing on the California Register of Historical Resources (CRHR). An additional
184 parcels have no information regarding construction date. The vast majority
of this latter group is assumed to pre -date 1909 based on a windshield survey of
the plan area, but some no -date parcels represent reclaimed land adjacent to the
channelized Paradise Creek. Further complicating the identification of potential
historic structures is the group of parcels that list building dates between 1963
and the present. It is entirely possible that some or most of these represent major
additions to, or remodels of, older houses rather than new construction from the
building date.
Based on the available records and a field reconnaissance performed by ICF
Jones & Stokes, there are an estimated 325 to 350 parcels with buildings and
structures that are more than 45 years old, which are thus potentially significant
historic resources. However, no national, state, or locally designated buildings
are located within the plan area (City of National City 2008b).
Archaeological Sites
A site records and literature search was conducted at the South Coast Information
Center (SCIC) to determine if prehistoric or historic archaeological resources had
been previously recorded on or within a 1-mile radius of the plan area. This
review also listed all cultural resource studies on file that have been conducted
within the plan area. The results of this archival study are contained in Appendix
E.
No archaeological sites or historic properties have been recorded at SCIC within
the plan area. At least 56 separate studies, ranging from EIRs to Phase I surveys
and Phase II test and evaluations, are on file at SCIC. The most extensively
studied areas are in the southern and southeastern portions of the plan area along
the Sweetwater River channel, and the northwestern sector within the 32nd Street
Naval Base.
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Regulatory Setting
Federal
National Historic Preservation Act
3
The National Historic Preservation Act (NHPA) of 1966, as amended, is the
primary set of federal laws governing projects that may affect cultural resources.
Section 106 of the NHPA requires that all federal agencies review and evaluate
how their actions or undertakings may affect historic properties. Historic
properties may include those that are already listed on the National Register or
those that are eligible but not yet listed. The regulations implementing Section
106 are codified at Code of Federal Regulations (CFR), title 36, part 800 (2001).
The Section 106 review process involves four -steps:
1. Initiate the Section 106 process by establishing the undertaking, developing a
plan for public involvement, and identifying other consulting parties.
2. Identify historic properties by determining the scope of efforts, identifying
cultural resources, and evaluating their eligibility for inclusion in the NRHP.
3. Assess adverse effects by applying the criteria of adverse effects to historic
properties (resources that are eligible for inclusion in the NRHP).
4. Resolve adverse effects by consulting with the State Historic Preservation
Officer (SHPO) and other consulting agencies, including the Advisory
Council if necessary, to develop an agreement that addresses the treatment of
historic properties.
To determine whether an undertaking may affect NRHP-eligible properties,
cultural resources (including archaeological, historical, and architectural
properties) must be inventoried and evaluated for eligibility to be listed on the
NRHP. Criteria considers the quality of significance in American history,
architecture, archeology, engineering, and culture is present in districts, sites,
buildings, structures, and objects that possess integrity of location, design,
setting, materials, workmanship, feeling, and association and must meet one of
the following:
A. Associated with events that have made a significant contribution to the broad
patterns of our history (Criterion A); or
B. Associated with the lives of persons significant in our past (Criterion B); or
C. Embody distinctive characteristics of a type, period, or method of
construction, or that represent the work of a master, or that possess high
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artistic values, or that represent a significant and distinguishable entity whose
components may lack individual distinction (Criterion C); or
D. Have yielded, or may be likely to yield, information important in prehistory
or history (Criterion D).
State
California Environmental Quality Act
CEQA is the primary state law that may affect cultural resources. Other laws
governing cultural resources include California Public Resources Code (PRC)
5097.9 et seq. and Health and Human Safety Code 7050.5 et seq. Records about
Native American graves, cemeteries, and sacred places, as well as information
about the location of archaeological sites must not be disclosed to the public
(California Government Code 6254.10). Such information is considered
sensitive and confidential and should not be contained in any public document.
CEQA mandates that local agencies consider potential significant environmental
impacts on cultural resources as a result of proposed projects. Significant
resources are those that are listed in or considered eligible for listing in the
CRHR. However, the fact that a resource or property is not listed on the CRHR
does not preclude it from being significant and does not make it exempt from
CEQA evaluation.
CEQA Guidelines define three ways that a property may qualify as a historical
resource for the purposes of CEQA review:
1. The resource is listed in or determined eligible for listing on the CRHR.
2. The resource is included in a local register of historical resources, as defined
in Section 5020.1(k) of the Public Resources Code or identified as significant
in a historical resource survey that meets the requirements of Section
5024.1(g) of the Public Resources Code, unless the preponderance of
evidence demonstrates that it is not historically or culturally significant.
3. The lead agency determines the resource to be significant as supported by
substantial evidence in light of the whole record.
These three conditions are related to the eligibility criteria for inclusion in the
CRHR. A cultural resource may be eligible for inclusion in the CRHR for the
same criteria listed for the NRHP. The criteria are summarized as follows:
1. Associated with events that have made a significant contribution to the broad
patterns of local or regional history or the cultural heritage of California or
the United States (Criterion 1).
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2. Associated with the lives of persons important to local, California or national
history (Criterion 2).
3. Embodies the distinctive characteristics of a type, period, region or method
of construction or represents the work of a master or possesses high artistic
values (Criterion 3).
4. Has yielded, or has the potential to yield, information important to the
prehistory or history of the local area, California or the nation (Criterion 4).
In addition, properties that are listed on or eligible for listing on the NRHP are
considered eligible for listing on the CRHR, and thus are significant historical
resources for the purposes of CEQA.
CEQA states that a unique archaeological resource is an archaeological artifact,
object, or site about which it can be clearly demonstrated that, without merely
adding to the current body of knowledge, there is a high probability that the
resource:
• contains information needed to answer important scientific research
questions and that there is a demonstrable public interest in that information;
or
• has a special and particular quality such as being the oldest of its type or the
best available example of its type; or
• is directly associated with a scientifically recognized important prehistoric or
historic event or person.
Senate Bill 18
Senate Bill (SB) 18 requires city and county governments to notify California
Native American tribes prior to the adoption of, or any amendment to, a general
plan or specific plan. The intent of the bill is to provide the tribes an opportunity
to participate in local land use decisions at an early stage for the purpose of
protecting or mitigating impacts on cultural places. As defined in California
Public Resources Code Sections 5097.9 and 5097.995, California Native
American Cultural Places include:
• Native American sanctified cemetery, places of worship, religious or
ceremonial site, or sacred shrine; and
• Native American historic, cultural, or sacred site, that is listed or may be
eligible for listing on the California Register of Historic Resources, including
any historic or prehistoric ruins, any burial ground, and any archaeological or
historic site.
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Impact Analysis
Although specific development is not proposed under the project, changes in land
uses and zoning regulations associated with the implementation of the Westside
Specific Plan would allow for future development that may impact cultural
resources at an unknown, later date. Potential impacts on cultural resources from
the implementation of the proposed project were evaluated by determining
whether it is reasonably foreseeable that future demolition or ground disturbance
activities allowed by the proposed project would affect areas that contain or
could contain any archaeological or historical sites listed in or eligible for listing
in the NRHP or the CRHR, that are designated as a local historic property, or that
are otherwise considered a unique or important archaeological resource under
CEQA.
A project that follows the Secretary of the Interior's Standards for the Treatment
of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring,
and Reconstructing Historic Buildings or the Secretary of the Interior's
Standards for Rehabilitation and Guidelines for Rehabilitating Historic
Buildings (Weeks and Grimmer 1995) would be considered as mitigated to a
level of less than significant. Impacts on paleontological resources were
evaluated similar to buried archaeological resources, that is, by determining
whether reasonably foreseeable future ground disturbance activities would affect
areas that contain or could contain a unique paleontological resource or site, or a
unique geologic feature.
Furthermore, the impact analysis assumes that implementation of future
development projects under the proposed project would comply with all
applicable local, state, and federal laws, including those discussed above
("Regulatory Setting").
Thresholds of Significance
Criteria for determining the significance of impacts related to cultural resources
are based on Appendix G of the State CEQA Guidelines (CCR title 14, sections
15000 et seq.).
An impact on a cultural resource is considered significant if it would result in any
of the conditions listed below.
CUL-1: cause a substantial adverse change in the significance of a historical
resource as defined in § 15064.5;
CUL-2: cause a substantial adverse change in the significance of an
archaeological resource pursuant to § 15064.5;
CUL-3: directly or indirectly destroy a unique paleontological resource or
site or unique geologic feature; or
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City of National City 3.4 Cultural Resources
CUL-4: disturb any human remains, including those interred outside of
formal cemeteries.
Impacts and Mitigation Measures
Threshold CUL-1: Would the proposed project cause a
substantial adverse change in the significance of a historical
resource as defined in § 15064.5?
Two of the principal objectives of the project have immediate ramifications for
all buildings and structures within plan area. The first is to allow new residential
development that is compatible with the neighborhood's traditional architecture,
scale, and massing; the second is to reduce co -location of housing and businesses
that use, store, or generate hazardous materials.
To achieve either objective, existing residential, commercial, or industrial
buildings/structures may have to be demolished to make way for the new
development. In accordance with the California Office of Historic Preservation
(OHP), buildings and structures more than 45 years old that would be adversely
impacted by a specific project must be regarded as potentially historic resources
until they are formally evaluated. The minimum age of 45 years reflects the
OHPs recognition that the process of evaluating and nominating properties for
inclusion onto the CRHR may take 5 years, at which time the resource would be
50 years old.
As previously discussed, there may be as many as 325 to 350 parcels within the
project site that contain buildings or structures that are more than 45 years old.
The current study is not intended to create a comprehensive inventory of
potential historic resources but rather to characterize their variety, relative
frequency, and distribution, and to identify where potential impacts may occur.
The relative frequency and distribution of potentially historic resources present in
the plan area is depicted in Figure 3.4-1 and is based on tax assessor parcel
information maintained by the City of National City. The blue parcels represent
properties listing a building date between 1909 and 1963; green parcels represent
those with no building date listed. As the figure shows, the blue parcels are
concentrated between West Plaza Boulevard and 18th Street. The majority of the
small green parcels are also located in the northern portion of the plan area, and
structures on these properties most likely were constructed prior to 1909.
Records south of 18th Street are spotty. City records do not list a building date
for Kimball Elementary School, located south of 18th Street between Harding and
Hoover Avenues, despite the fact that it was constructed in 1941 (Figure 3.4-2a).
Other large green parcels are adjacent to the northeast —southwest trending
Paradise Creek that was channelized during the 1970s (Figure 3.4-2b); these
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City of National City 3.4 Cultural Resources
parcels represent reclaimed marshland, which explains why no building dates are
listed.
A wide variety of potential historic resources are present within the plan area
including public, commercial, and residential buildings. In addition to Kimball
Elementary School, public buildings are represented by several churches,
including one of National City's oldest, now referred to as the First Christian
Spiritualist Church located at 1206 Coolidge Avenue (Figures 3.4-3a and b).
Whereas residential properties typically have at least a small front yard,
commercial properties are often set close to the sidewalk to optimize store size
and customer convenience. The examples in Figure 3.4-4a, b, and c illustrate
some of the architectural styles and construction materials used on older
commercial buildings in the plan area. The degree to which these commercial
buildings were intermixed in residential neighborhoods is particularly dramatic in
Figure 3.4-4c where the white commercial building at 1238`/z Roosevelt Avenue
is attached to the residence at 1238 with construction having cut off part of the
veranda.
Residential structures are by far the most numerous potential historic resources
present in the plan area and the most variable. Some properties have probably
always been rentals, such as the re -adapted motor lodge depicted in Figure 3.4-
5a, but most appear to have at least started as owner built and occupied single-
family residences. These range from larger stylistically distinct late Victorian
period residences like the vernacular sideboard house at 1932 Harding Avenue
(Figure 3.4-5b) to the numerous modest Craftsman bungalows of the early
twentieth century (Figure 3.4-5c and d). The context and integrity of these
residences is also highly variable with some appearing to be in near original
condition, others having additions or remodels that are more than 45 years old
(Figure 3.4-5c), and some having been drastically altered in more recent times
(Figure 3.4-5d).
Impact Determination
Impact CUL-1: There are potentially historic buildings and structures within
the plan area. Future development, as permitted under the development
standards proposed in Westside Specific Plan, would significantly impact
potentially historic buildings and structures.
Mitigation Measures
MM CUL-I: Historic Building/Structure Evaluation. Prior to future project
approval and the issuance of any construction permit within the Westside
Specific Plan area, including but not limited to a demolition or building permit, if
research indicates that the onsite building(s) or structure(s) is 45 years or older,
the applicant shall be required to conduct an evaluation of the onsite building(s)
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Lot Line
• Figure Reference
Structure Age
1964 - Present
1909 - 1963
No Date
Existing Land Use
Undeveloped/Vacant
ICF
Jones &
Stokes
an ICF International Company
Kimball Park
Figure 3.4-1
Building Dates in Plan Area
Westside Specific Plan EIR
a. Kimball Elementary School - 302 W. 18th Street
b. Channelized Paradise Creek, view northeast
I CF
Jones &
Stokes
an ICE International Company
Figure 3.4-2
Land Use Examples
Westside Specific Plan EIR
a. Gothic church - 1206 Coolidge Avenue
b. Modified church - 410 West 18th Street
ICFJoncs &
Stokes
an ICF Intematronal Company
Figure 3.4-3
Church Examples
Westside Specific Plan EIR
a. Commercial - 1818 Wilson Avenue
b. Market - 1643 Wilson Avenue
c. Mixed use - 1238 and 1238 '/ W. Roosevelt Avenue
IcFj0nes& Figure 3.4-4
Stokes Commercial Structures
an ICF International Company Westside Specific Plan EIR
ICF
a. Former motor lodge - 1414 W. Roosevelt Avenue
c. Cottage add -on - 1836 Wilson Avenue
Jones &
Stokes
an ICF International Company
b. Vernacular - 1932 Harding Avenue
d. Remodeled cottage - 1225 Coolidge Avenue
Figure 3.4-5
Residential Structures
Westside Specific Plan EIR
City of National City 3.4 Cultural Resources
or structure(s) to determine if it is eligible for inclusion in the state or local
historical registers. The evaluation shall be performed by a historian or
architectural historian who meets the Secretary of Interior's Professional
Qualification Standards for Historic Preservation Professionals. The potentially
historic building/structure shall be evaluated according to the NRHP and CRHR
criteria A-D. The historian/architectural historian shall consult appropriate
archives and repositories in an effort to identify the original and subsequent
owners as well as the architect and the builder to establish whether any of these
individuals played important roles in local or regional history (criterion B).
Additionally the physical characteristics and condition of the building or
structure shall be evaluated under criterion C, and those judged to possess "the
distinctive characteristics of a type, period, region, or method of construction"
shall be further assessed for integrity and context.
The results of the archival research and field assessment shall be documented in
an evaluation report. This report will explicitly state whether the resource is
eligible for either state or local historical registers and shall also make specific
recommendations as appropriate. The historian/architectural historian shall
complete the necessary California Department of Parks and Recreation (DPR)
site forms (minimally Primary Record and Building/Structure/Object Record;
others as required) and include as an attachment to the report. Copies of the DPR
site forms shall be submitted to the California Historical Resource Information
System via the SCIC, an auxiliary of San Diego State University.
Residual Impacts
After implementing mitigation measure MM CUL-1, impacts related to Impact
CUL-1 would be less than significant.
Threshold CUL-2: Would the proposed project cause a
substantial adverse change in the significance of an
archaeological resource pursuant to § 15064.5?
Cultural resources include archaeological sites, those places occupied or utilized
by prehistoric or historic human populations. Examples of prehistoric sites
include temporary campsites, village sites, quarries, flake scatters, and bedrock
milling stations. Typical historic sites might include wells/cisterns, trash pits,
privy pits/septic systems, or basements/cellars associated with residential or
commercial activities; as well as special features associated with specific
industries, e.g., slag from foundries, heavy foundations with mounts for
machinery, etc. Archaeological sites usually, but not always, have a surface and
a subsurface component.
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3
Prehistoric Archaeological Resources
As noted in "Existing conditions," above, no prehistoric archaeological sites have
been recorded at SCIC within the plan area. The most extensively studied areas
are in the southern and southeastern portions along the Sweetwater River channel
and in the northwestern sector within the 32°a Street Naval Base.
However, the presence of the freshwater Paradise Creek would have been
attractive to prehistoric populations, and temporary campsites and/or resource
extraction sites would be expected near this water course. The virtual absence of
Phase I or II archaeological studies within the plan area is due to the fact that
relatively few of the parcels have undergone substantive development since the
implementation of CEQA. However, the absence of recorded prehistoric or
historic sites does not mean that cultural resources are not present within the plan
area.
Historic Archaeological Resources
There are no known historic archaeological resources on site; however, building
dates are unavailable for 184 parcels, and it is likely that most or all of these pre-
date 1909 (the earliest year for which a building date is given). While it is
unlikely that all 184 parcels had dwellings built on them prior to 1909, those that
did must have relied on wells or cisterns for their water supply. And there were
limited waste disposal options in the late 1800s and early 1900s; these included
privy pits and septic systems as well as trash pits or simply discarding trash in
vacant lots or canyons. Then, when piped water and sewerage systems were
brought into these neighborhoods, the abandoned wells and cisterns were
frequently used as convenient places for trash disposal. Such deposits represent
brief glimpses into the lifestyles of the early pioneers who developed National
City.
Current research was unable to determine exactly when municipal water and
sewer systems became available within the plan area, but it may have been as late
as the 1920s. Based on this analysis, many of the parcels within the plan area
may contain potentially significant subsurface archaeological resources.
Impact Determination
Impact CUL-2: The presence of the freshwater Paradise Creek would have been
attractive to prehistoric populations, and temporary campsites and/or resource
extraction sites would be expected near this water course and generally within the
plan area. Furthermore, there is no building data for 184 parcels, and it is likely
that most or all of this group pre -dates 1909. While it is unlikely that all 184
parcels had dwellings built on them prior to 1909, those that did would have left
behind historical artifacts in wells and cisterns used as disposal sites. Impacts on
such resources, resulting from construction, would be significant.
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Mitigation Measures
MM CUL-2: Archaeological Letter Report. Prior to future project approvals
and the issuance of any construction permits including but not limited to a
grading permit, future construction projects within the Westside Specific Plan
area shall obtain a qualified archaeologist to conduct a pedestrian survey and
records search to determine the potential for the plan area containing significant
archaeological resources. A qualified archaeologist shall be a registered
professional archaeologist and possess an advanced degree in archaeology,
history, or a related discipline. The findings from the pedestrian survey and
records search shall be included in a brief archaeological letter report. The report
shall conclude if the site has a low, moderate, or high potential to contain
prehistoric and historic archaeological resources. Sites characterized with a low
potential shall not be required to perform any additional investigative work nor
implement any mitigation related to archaeological resources. Sites with a
moderate to high potential shall undergo test and evaluation to determine if
potentially significant archaeological resources are on site. If a resource is
discovered on site and is determined significant based on the evaluation, the site
shall be avoided or the qualified archaeologist shall prepare a data recovery plan
and require archaeological monitoring during excavation activities, as determined
necessary. The details of the data recovery plan or mitigation monitoring shall be
tailored to the specific circumstances at the site and shall be designed to reduce
project -level impacts on archaeological resources to a level less than significant.
Residual Impacts
After implementation of mitigation measure MM CUL-2, impacts related to
Impact CUL-2 would be less than significant.
Threshold CUL-3: Would the proposed project directly or
indirectly destroy a unique paleontological resource or site or
unique geologic feature?
The study area is mapped as primarily underlain by Pleistocene -age nearshore
marine deposits of the Bay Point Formation. Exceptions include the area along
Paradise Creek drainage and the low-lying area west of Coolidge Avenue and
generally north of West 17`h Street. These two areas are mapped as underlain by
modern alluvial and colluvial deposits (Kennedy and Tan 1977). Based on
previous paleontological work in the Barrio Logan and Logan Heights areas of
the City of San Diego, as well as the Las Palmas area of National City, the Bay
Point Formation in this portion of the coastal plain is considered to have a
moderate to high potential for yielding significant paleontological resources.
Specific projects that would excavate more than 10 feet deep or disturb more
than 1,000 cubic yards of matrix would be considered to have a potential adverse
impact on paleontological resources.
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Impact Determination
Impact CUL-3: Specific projects that would excavate more than 10 feet deep or
disturb more than 1,000 cubic yards of matrix would be considered to have a
potentially significant adverse impact on paleontological resources.
Mitigation Measures
MM CUL-3: Paleontological Letter Report. Prior to future project approvals
and the issuance of any construction permits including but not limited to a
grading permit, future construction projects within the Westside Specific Plan
area proposing a cut depth greater than 10 feet and 1,000 cubic yards shall obtain
a qualified paleontologist to review the proposed construction and grading
information to determine if the project would have a moderate to high potential
of encountering paleontological resources. A qualified paleontologist shall
possess an advanced degree in geology, paleontology, or a related discipline, and
shall state his/her professional opinion in a brief paleontological letter report.
The report shall include a recommendation as to whether paleontological
mitigation monitoring shall be required and provide feasible mitigation at the
project level to ensure a significant impact on paleontological resources would
not result from future development projects proposed under the Westside
Specific Plan.
Residual Impacts
After implementation of mitigation measure MM CUL-3, impacts related to
Impact CUL-3 would be less than significant.
Threshold CUL-4: Would the proposed project disturb any
human remains, including those interred outside of formal
cemeteries?
As discussed previously, the site records search conducted at SCIC determined
that no subsurface cultural resources have been recorded within the plan area. It
was noted, however, that 10 resources were recorded within 1 mile of the project
boundary. Furthermore, the Westside neighborhood is an older section of
National City that has undergone relatively little development/redevelopment
since CEQA was enacted, and therefore few archaeological studies have been
undertaken. Given this lack of information, the possibility of unexpected human
remains being present within the plan area cannot be categorically excluded.
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Impact Determination
3
Impact CUL-4: The lack of information combined with appropriate prehistoric
conditions means the possibility of unexpected human remains being present
within the plan area cannot be categorically excluded. A significant impact
related to Threshold CUL-4 would occur without mitigation.
Mitigation Measures
Implement mitigation measure MM CUL-2.
Residual Impacts
After implementation of mitigation measure MM CUL-2, impacts related to
Impact CUL-4 would be less than significant.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts would result from the
implementation of the proposed project.
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Section 3.5
Biological Resources
Section 3.5
Biological Resources
Introduction
This section describes the existing conditions and regulatory setting for
biological resources. It also analyzes the impacts on biological resources that
would result from implementation of the project, and identifies mitigation
measures that would reduce these impacts to less -than -significant levels.
The existing conditions and analysis presented in this section is based on the
findings presented in the Wetland Delineation of Paradise Creek in the Westside
Specific Plan Area, National City, California, prepared by Nordby Biological
Consulting (2008) (included as Appendix F) and a review of recent aerial
photographs of the plan area (see Figure 3.5-1).
Existing Conditions
The biological study area covers the 100-acre Westside community of National
City. A few undeveloped areas occur within the plan area, most notably Paradise
Creek, a tributary to San Diego Bay that runs diagonally through the southern
portion of the plan area. The Creek is contained within narrow, steep banks and
flows above ground, northeast -to -southwest from Highland Avenue to East 16`h
Street, where it is contained within a conduit. The creek daylights again at West
Avenue and remains above ground until West 24th Street, where it again is
contained in a culvert as it passes beneath I-5 before its connection with south
San Diego Bay. Other undeveloped areas are limited to small in -fill parcels that
likely support little or no native or naturalized vegetation (Figure 3.5-1).
Paradise Creek
A wetland delineation of Paradise Creek conducted by Nordby Biological
Consulting determined that resources regulated by the U.S. Army Corps of
Engineers (USACE), California Department of Fish and Game (CDFG), and/or
the Regional Water Quality Control Board (RWQCB) would be limited primarily
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City of National City 3.5 Biological Resources
to the areas contained within the relatively steep, manufactured banks of Paradise
Creek. A small area located on the southwest side of the channel southwest of
the Paradise Creek Educational Park, which was devoid of wetland vegetation,
was also determined to be jurisdictional due to evidence of the tide having over-
topped the channel banks (Nordby Biological Consulting 2008).
Narrow bands of coastal salt marsh habitat occur on either side of the Creek's
open water on two terraces: a lower terrace approximately 0.5 meter above the
channel dominated by California cordgrass (Spartina foliosa) and fleshy jaumea
(Jaumea carnosa); and an upper terrace approximately 1.5 meters above the
channel dominated by sea lavender (Limonium californicum), glasswort (Batis
maritima), and bush seepweed (Suaeda moquinii).
Soils associated with Paradise Creek in the plan area are described as Made Land
(Md), defined by smooth, level areas that have been filled with excavated and
transported soils, paving material, and soil dredged from lagoons, bays, and
harbors (Bowman 1973). Made Land areas are used frequently for building sites.
The current configuration of Paradise Creek —a straight-line diagonal channel for
much of its length —suggests that the channel is man-made and was excavated
after the area was filled for development.
Biological Habitat
A search of the California Natural Diversity Data Base (CNDDB), a
computerized inventory of endangered, threatened, or rare species occurrences
maintained by CDFG, was conducted by Nordby Environmental Consulting to
identify sensitive species previously detected or with potential to occur in the
plan area. The search of the CNDDB revealed the potential occurrence of eight
bird species, six plant species, and one invertebrate species (Table 3.5-1). A
habitat assessment was conducted during the wetland delineation and determined
that potential habitat occurs in the plan area for Belding's savannah sparrow
(Passerculus sandwichensis beldingi), light-footed clapper rail (Rallus
longirostris levipes), and salt marsh bird's beak (Cordylanthus maritima ssp.)
(Nordby Biological Consulting 2008). In addition, although the plan area lacks
the habitats required for breeding by California least tern (Sterna antillarum
browni), it is possible that this species could forage in the channel of Paradise
Creek.
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City of National City
3.5 Biological Resources
Table 3.5-1. Threatened, Endangered, or Rare Species Potentially Occurring on the Paradise Creek
Portion of the Westside Specific Plan Area
Species
Status
Habitat
Presence/Descriptione
Birds
Western snowy plover
(Charadrius alexandrines
nivosus)
FT,
SSC
Sandy dunes or mud
flats
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
Western yellow -billed cuckoo
(Coccyzus americanus
occidentalis)
FC, SE
Dense lowland
riparian woodland
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
California black rail
(Laterallus jamaicensis)
SE
Dense coastal and
inland marsh habitat
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
Belding's savannah sparrow
(Passerculus sandwichensis
beldingi)
SE
Coastal salt marsh
Not detected; moderate potential for
occurrence, appropriate habitat occurs in
plan area.
Coastal California gnatcatcher
(Polioptila californica
californica)
FT,
SSC
Coastal sage scrub
Not detected; low potential for occurrence;
appropriate habitat does not occur in plan
area.
Light-footed clapper rail
(Rallus longirostris levipes)
FE, SE
Coastal salt marshes
Not detected; moderate potential for
occurrence; appropriate habitat occurs in
plan area.
California least tern
(Sterna antillarum browni)
FE, SE
Sandy beaches,
airports, and landfills
adjacent to the ocean
or bay
Not detected; low potential for occurrence;
appropriate foraging habitat occurs in the
plan area; however, appropriate breeding
habitat does not occur in plan area.
Least Bell's vireo
(Vireo bellii pusillus)
FE, SE
Dense willow
woodland/scrub
Not detected; low potential for occurrence;
appropriate habitat does not occur in plan
area.
Plants
San Diego thorn -mint
(Acanthomintha ilicifolia)
FT, SE
Clay soils in grassy
openings in coastal
sage scrub or
chaparral; associated
with vernal pools
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
San Diego ambrosia
(Ambrosia pumila)
FE
Chaparral, coastal
scrub, valley and
foothill grassland, and
vernal pools
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
Salt marsh bird's beak
(Cordylanthus maritima ssp.
maritima)
FE, SE
Coastal salt marsh and
coastal dunes
Not detected; moderate potential for
occurrence; appropriate habitat occurs in
the plan area.
Otay tarplant
(Deinandra conjugens)
FT, SE
Clay coastal scrub,
valley and foothill
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
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3.5 Biological Resources
Species
Status
Habitat
Presence/Descriptiona
grassland
plan area.
Otay Mesa mint
(Pogogyne nudiuscula)
FE, SE
Vernal pools
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
San Diego button celery
(Eryngium aristulatum var.
parishii)
FE, SE
Coastal scrub, valley
and foothill grassland,
vernal pools
Not detected; low potential for occurrence;
appropriate habitat does not occur in the
plan area.
Invertebrates
San Diego fairy shrimp
(Branchinecta sandiegonensis)
FE
Vernal pools
Not detected; low potential for occurrence;
appropriate habitat does not occur in plan
area.
FT = federally threatened; FE - federally endangered; FC = federal candidate species; ST = state threatened; SE = state
endangered; SSC = state special concern species.
a Species identified as having a "low potential" for occurrence are considered to be very unlikely due to lack of suitable
habitat. Species identified as having a "moderate potential" for occurrence could be present within the plan area as potentially
suitable habitat appears.
Regulatory Setting
Federal
Endangered Species Act
The federal Endangered Species Act (ESA) was enacted in 1973 to provide
protection to threatened and endangered species and their associated ecosystems.
"Take" of a listed species is prohibited except when authorization has been
granted through a permit under Sections 4(d), 7, or 10(a) of ESA. Take is
defined as harassing, harming, shooting, wounding, killing, trapping, capturing,
or collecting, or attempting to engage in any of these activities without a permit.
No species listed as threatened or endangered were detected during the habitat
assessment; however, the plan area provides potentially suitable habitat for the
federally endangered light-footed clapper rail, California least tern, and salt
marsh bird's beak.
Migratory Bird Treaty Act
The Migratory Bird Treaty Act (MBTA) was enacted in 1918. Its purpose is to
prohibit the kill or transport of native migratory birds, or any part, nest, or egg of
any such bird unless allowed by another regulation adopted in accordance with
the MBTA. The U.S. Fish and Wildlife Service (USFWS) maintains a list of
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State
migratory birds that are protected by this Act. The plan area provides suitable
nesting habitat for birds protected by the MBTA.
Clean Water Act
In 1948, Congress first passed the Federal Water Pollution Control Act, which
was amended in 1972, becoming known as the Clean Water Act (CWA). The
Act regulates the discharge of pollutants into waters of the U.S. Under Section
404, permits need to be obtained from the USACE for discharge of dredge or fill
material into waters of the U.S. Under Section 401, Water Quality Certification
from the RWQCB needs to be obtained if there are to be any impacts on waters
of the U.S. Paradise Creek would be regulated as a water of the U.S.
California Environmental Quality Act
CEQA requires that biological resources be considered when assessing the
environmental impacts resulting from proposed actions. CEQA does not
specifically define what constitutes an "adverse effect" on a biological resource.
Instead, lead agencies are charged with determining what specifically should be
considered an impact.
California Fish and Game Code
California Endangered Species Act
The California Endangered Species Act (CESA) prohibits the take of any species
that the California Fish and Game Commission determine to be a threatened or
endangered species and is administered by CDFG. Incidental take of listed
species can be approved by the CDFG. No species listed as threatened or
endangered were detected during the habitat assessment; however, the plan area
provides potentially suitable habitat for the state endangered Belding's savannah
sparrow.
Lake and Streambed Alteration Program
The Lake and Streambed Alteration Program is administered by CDFG and is
found in Section 1600 et seq. of the California Fish and Game Code. CDFG is to
be notified if a project will affect lake or streambed resources. Paradise Creek
would be regulated by the CDFG.
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Porter -Cologne Water Quality Control Act
This act is the California equivalent of the federal CWA, and provides for
statewide coordination of water quality regulations through the establishment of
the California State Water Resources Control Board (SWRCB) and nine separate
RWQCBs that oversee water quality on a day-to-day basis at the regional/local
level. Paradise Creek would be regulated by RWQCB Region #9.
Construction General Permit
Pursuant to CWA Section 402(p)(3)(A), which requires regulations for
permitting of certain stormwater discharges, the SWRCB has issued a statewide
general National Pollutant Discharge Elimination System (NPDES) permit for
stormwater discharges from construction sites (NPDES No. CAS000002,
SWRCB Resolution No. 2001-046; Modification of Water Quality Order 99-08-
DWQ, SWRCB NPDES General Permit for Stormwater Discharges Associated
with Construction Activity, adopted by the SWRCB on April 26, 2001; known as
a Construction General Permit).
Dischargers whose projects disturb 1 or more acres of soil or whose projects
disturb less than 1 acre but are part of a larger common plan of development that
in total disturbs 1 or more acres, are required to obtain coverage under the
Construction General Permit. Construction activity subject to this permit
includes clearing, grading and disturbances to the ground such as stockpiling, or
excavation, but does not include regular maintenance activities performed to
restore the original line, grade, or capacity of the facility.
The Construction General Permit requires the development and implementation
of a Storm Water Pollution Prevention Plan (SWPPP). The SWPPP should
contain a site map(s) which shows the construction site perimeter; existing and
proposed buildings, lots, roadways, stormwater collection and discharge points;
general topography both before and after construction; and drainage patterns
across the project. The SWPPP must list Best Management Practices (BMPs) the
discharger will use to protect stormwater runoff and identify the placement of
those BMPs. Additionally, the SWPPP must contain a visual monitoring
program, a chemical monitoring program for "non -visible" pollutants to be
implemented if there is a failure of BMPs, and a sediment monitoring plan if the
site discharges directly to a water body listed on the 303(d) list for sediment.
Section A of the Construction General Permit describes the elements that must be
contained in a SWPPP (SWQCB 2008a).
MS4 Permit
The MS4 permit requires the discharger to develop and implement a Storm Water
Management Plan/Program with the goal of reducing the discharge of pollutants
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Local
to the maximum extent practicable (MEP). MEP is the performance standard
specified in Section 402(p) of the CWA. These management programs specify
what BMPs will be used to address certain program areas such as public
education and outreach, illicit discharge detection and elimination, construction
and post -construction, and good housekeeping for municipal operations
(SWQCB 2008b). Water quality measures associated with the MS4 permit are
implemented through local regulations.
The proposed Westside Specific Plan interfaces with the following City of
National City documents that direct and regulate land use and development: the
General Plan, Land Use Code, and Redevelopment Plan for the National City
Redevelopment Project. At the time of the adoption of the proposed Westside
Specific Plan, an amendment to the General Plan and Rezone are proposed to be
concurrently processed.
Impact Analysis
Analysis of impacts associated with the proposed project, as well as associated
mitigation measures, where applicable, were developed based on the review of
the June 2008 Wetland Delineation Report prepared by Nordby Environmental
Consulting (Appendix F) and a review of recent aerial photographs. The
potential for direct, indirect, cumulative, temporary, and permanent impacts is
considered in this analysis.
Terminology
Direct impacts occur when biological resources are altered, disturbed, or
destroyed during project implementation. Examples include clearing vegetation,
encroaching into wetland buffers, diverting surface water flows, and the loss of
individual species and/or their habitats.
Indirect impacts occur when project -related activities affect biological resources
in a manner that is not direct and not always as obvious. Examples include
elevated noise and dust levels, increased human activity, decreased water quality,
and the introduction of invasive wildlife (domestic cats and dogs) and plants.
Cumulative impacts occur when biological resources are either directly or
indirectly impacted to a minor extent as a result of a specific project, but the
project -related impacts are part of a larger pattern of similar minor impacts. The
overall result of these multiple minor impacts from separate projects is
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considered a cumulative impact on biological resources. Analysis of cumulative
impacts is provided in Chapter 6.
Temporary impacts can be direct or indirect and are considered reversible.
Examples include trimming vegetation to provide access to a site that will regrow
on its own once access is no longer needed, elevated noise levels, and/or
increased levels of dust, typically associated with project construction practices.
Permanent impacts can be direct or indirect and are not considered reversible.
Examples include the removal of vegetation from areas that will have permanent
structures placed on them or landscaping an area with nonnative plant species.
Thresholds of Significance
Criteria for determining the significance of impacts related to biological
resources were based on Appendix G of the State CEQA Guidelines (14 CCR
15000 et seq.). An impact related to biological resources was considered
significant if it would result in any of the conditions listed below:
BIO-1: have a substantial adverse effect, either directly or through habitat
modification, on any species identified as a candidate, sensitive, or special -status
species in local or regional plans, policies, or regulations, or by CDFG or
USFWS;
BIO-2: have a substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional plans, policies, or
regulations, or by CDFG or USFWS;
BIO-3: have a substantial adverse effect on federally protected wetlands, as
defined by CWA Section 404 (including, but not limited to, marshes and vernal
pools) through direct removal, filling, hydrological interruption, or other means;
BIO-4: interfere substantially with the movement of any native resident or
migratory fish or wildlife species or with established native resident or migratory
wildlife corridors, or impede the use of native wildlife nursery sites;
BIO-5: conflict with any local policies or ordinances protecting biological
resources, such as a tree preservation policy or ordinance; or
BIO-6: conflict with the provisions of an adopted Habitat Conservation Plan,
Natural Community Conservation Plan, or other approved local, regional, or state
habitat conservation plan.
The proposed project has the potential to result in significant impacts under the
first three thresholds listed above; they are therefore discussed in depth below,
and mitigation measures are identified. Significant impacts under the last three
thresholds would not occur as a result of the proposed project because (BIO-4)
wildlife corridors and/or wildlife nursery sites do not occur within the plan area
(Paradise Creek likely provides a corridor for wildlife movement; however,
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minimum buffers will be provided between the creek and any proposed
development as part of the project's land use restrictions that will need to be
reviewed and accepted by CDFG as a condition of approval and prior to the
issuance of a streambed alteration agreement), (BIO-5) applicable local policies
or ordinances protecting biological resources do not exist, and (BIO-6) the plan
area is not within or immediately adjacent to a Habitat Conservation Plan or a
Natural Community Conservation Plan.
Impacts and Mitigation
Threshold BIO-1: Would the proposed project have a
substantial adverse effect, either directly or through habitat
modification, on any species identified as a candidate,
sensitive, or special -status species in local or regional plans,
policies, or regulations, or by CDFG or USFWS?
Special -Status Species
Although no special -status species were observed during the wetland delineation
and habitat assessment, potentially suitable habitat is present within the plan area
for the following special -status species: Belding's savannah sparrow, light-
footed clapper rail, California least tern (foraging), and salt marsh bird's beak.
Nesting Bird/Raptor Habitat
The plan area provides suitable nesting habitat for birds and raptors protected
under the MBTA. Direct impacts (through loss of habitat) and indirect impacts
(through increased noise and dust during construction) on nesting birds/raptors
resulting from the implementation of specific development projects within the
proposed plan area would be considered significant.
Impact Determination
Impact BIO-1: Specific development projects proposed within the plan area
would potentially result in impacts on special -status species, if present. Based on
the presence of suitable habitat, impacts on special -status species would be
significant.
Impact BIO-2: Direct impacts and indirect on nesting birds/raptors resulting
from the implementation of specific development projects within the proposed
plan area would be considered significant.
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Mitigation Measures
MM BIO-1: Focused Surveys. Prior to the issuance of any grading, building,
or other construction permit within the undeveloped parcels within the proposed
plan area, a habitat assessment shall be conducted for the parcel to determine
whether the potential exists for special -status species to occur. If the habitat
assessment identifies potentially suitable habitat for special -status species, a
focused survey shall be conducted by a qualified biologist to determine whether
special -status species occur within the plan area. If no species are observed or
detected during focused surveys, additional mitigation shall not be required.
However, if special -status species are observed/detected, project -specific
mitigation measures shall be required to mitigate impacts on special -status
species to below a level of significance. Coordination/consultation with the
USFWS under ESA and the CDFG under CESA shall be required for any
proposed impacts on federally listed and/or state listed species, respectively.
MM BIO-2: Preconstruction Nesting Bird Surveys. If construction activities
occur between January 15 and August 31, a preconstruction survey (within three
days prior to construction activities) shall be conducted by a qualified biologist to
determine if active nests are present within or adjacent to the plan area proposed
for development in order to avoid the nesting activities of breeding birds/raptors.
If nesting activities within 200 feet of the proposed work area are not detected,
construction activities may proceed. If nesting activities are confirmed,
construction activities shall be delayed within an appropriate buffer from the
active nest until the young birds have fledged and left the nest or until the nest is
no longer active as determined by a qualified biologist. The size of the
appropriate buffer shall be determined by a qualified biologist, but shall be at
least 25 feet.
Residual Impacts
After implementation of mitigation measures MM BIO-1 and MM BIO-2,
impacts related to Impacts BIO-1 and BIO-2 would be less than significant.
Threshold BIO-2: Would the proposed project have a
substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional
plans, policies, or regulations, or by CDFG or USFWS?
Natural Habitat
The plan area is primarily developed but supports some undeveloped areas, most
notably Paradise Creek, which supports southern coastal salt marsh (a riparian
habitat). The Specific Plan includes requirements that all new development be
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set back from Paradise Creek in coordination with CDFG to protect against
impacts on the Creek and its associated riparian habitat. Once specific
development is proposed, the provided buffers would be reviewed by the City
and CDFG to ensure a significant impact does not occur to Paradise Creek.
Similarly, the Specific Plan also allows for restoration/revegetation efforts within
and adjacent to Paradise Creek, which have the potential to result in significant
impacts on riparian habitat. In addition, specific development projects within
other undeveloped areas of the Plan area could result in impacts on sensitive
natural communities.
Water Quality
The proposed project would result in an increase in impervious surfaces that
would potentially result in indirect water quality impacts on Paradise Creek.
Individual development projects would be subject to existing laws, policies, and
ordinances related to water quality, including complying with construction and
permanent BMPs required by Construction General Permits. MS4 permit
compliance (NPDES) enforced through the National City Municipal Code and
stormwater requirements of the CBC would be implemented. Therefore, the
project would not result in a significant indirect impact on Paradise Creek's water
quality.
Impact Determination
Impact BIO-3: Implementation of restoration/revegetation efforts within and
adjacent to Paradise Creek have the potential to result in significant impacts on
riparian habitat. In addition, specific development projects within other
undeveloped areas of the proposed plan area could result in impacts on sensitive
natural communities.
Mitigation Measures
MM BIO-3: Resource Agency Permits/Approvals. If restoration/revegetation
efforts are proposed that would result in impacts on riparian vegetation,
permits/approvals would be required from one or more of the following agencies:
USACE, CDFG, and RWQCB. Prior to implementation of individual
restoration/revegetation projects, permits/approvals shall be obtained from the
resource agencies, or documentation shall be obtained from these agencies
indicating that permits/approvals are not required.
MM BIO-4: Habitat Assessment/Biology Report. Prior to the initiation of
specific development projects within the undeveloped portions of the Plan area, a
habitat assessment shall be conducted within the project area to determine
whether sensitive natural communities (including riparian vegetation) occur. If
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the habitat assessment identifies sensitive natural communities, a biological
report shall be prepared to address impacts on sensitive natural communities
resulting from the proposed project. This report shall identify mitigation
measures to reduce all significant impacts to below a level of significance. If no
sensitive natural communities are observed during the habitat assessment,
additional mitigation shall not be required.
Residual Impacts
After implementation of mitigation measures MM BIO-3 and MM BIO-4,
impacts related to Impact BIO-3 would be less than significant.
Threshold B1O-3: Would the proposed project have a
substantial adverse effect on federally protected wetlands, as
defined by CWA Section 404 (including, but not limited to,
marshes and vernal pools) through direct removal, filling,
hydrological interruption, or other means?
As noted above, the plan area is primarily developed but supports some
undeveloped areas, most notably Paradise Creek. Any impacts on the Creek
would be regulated by USACE, CDFG, and RWQCB. The Specific Plan
includes requirements that all new development be buffered from Paradise Creek
to protect against impacts on the Creek. However, the Specific Plan also allows
for restoration/revegetation efforts within and adjacent to Paradise Creek, which
have the potential to result in significant impacts on jurisdictional
wetlands/waters.
Impact Determination
Impact BIO-4: Implementation of restoration/revegetation efforts within and
adjacent to Paradise Creek would result in significant impacts on jurisdictional
wetlands/waters.
Mitigation Measures
Implement MM BIO-3.
Residual Impacts
After implementation of mitigation measure MM BIO-3, impacts related to
Impact BIO-4 would be less than significant.
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Significant and Unavoidable Adverse Impacts
The project would not result in any significant and unavoidable adverse impacts
on biological resources.
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Section 3.6
Community Character and Aesthetics
Section 3.6
Community Character and Aesthetics
Introduction
Community character and aesthetic features are defined by the existing
developed and natural environment of an area, and are based largely on
topography, general land use patterns, scale, form, and the presence of natural
areas. The analysis below describes the existing conditions for the plan area and
addresses the project's potential to substantially degrade the existing character
and/or visual quality of the plan area. This section also describes the regulatory
setting for the project.
Existing Conditions
The community character and aesthetics study area comprises the approximately
100-acre Westside neighborhood, which extends south of downtown National
City within the incorporated limits of the City of National City. The
neighborhood dates back to the early 1900s, making it one of the oldest
neighborhoods of National City. The plan area is almost fully developed, with
land uses that are predominantly urban in nature. It is characterized by such
features as a traditional grid street network; small -lot single- and multi -family
residential developments mixed with small-scale commercial and industrial uses;
scattered public and institutional structures, including a school, a youth center,
and several churches; the 24th Street trolley station; a variety of underutilized
parcels; and a few vacant parcels. The plan area also includes a functioning
water course —Paradise Creek. Visual characteristics of both the urban
environment of the neighborhood and Paradise Creek are discussed in detail
below.
Community Character and Visual Characteristics
Residential and Industrial Uses
The plan area currently functions as a residential neighborhood with a variety of
small-scale industrial and commercial uses interspersed throughout the
community. Although some businesses are clustered near I-5, National City
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Boulevard, and the "Mile of Cars" commercial corridors, the distinctive character
of the plan area stems from a mix of low-rise single- and multi -family residential
units with small-scale industrial and commercial uses. The residential areas in
the plan area include mainly modest, older homes built on small lots, some as
small as 3,000 square feet. Many homes are single story and have small fenced
yards that surround the property. The industrial and commercial uses that are
mixed together with these residences include small auto service shops (including
repair, paint, and body work), manufacturing and fabrication operations, and
warehousing businesses. These industrial uses are typically low-rise garage -type
structures, and some include large fenced yards for vehicle parking. Throughout
the neighborhood it is common for these contrasting land uses to share a property
line.
Community Centers
The plan area also includes neighborhood -oriented institutional uses such as
Kimball School, St. Anthony's Church, and Manuel Portillo Youth Center. With
its central location, Kimball School is referred to by the community as "the heart
of the neighborhood." St. Anthony's Church has a long-time historic presence in
the community and offers important after -school activities in addition to other
community and religious programs. Manuel Portillo Youth Center offers adult
education and parenting programs in addition to activities for the elderly. These
institutional uses help strengthen the community's character by providing places
for recreation, cultural life, and community interactions.
Paradise Creek
Paradise Creek flows northeast to southwest through the southeastern portion of
the plan area. Its connection to Paradise Marsh and San Diego Bay make it a
valuable resource with respect to water quality, wildlife habitat, and aesthetics;
and it has been recognized as a valuable wetland resource by the City. It was
designated the Paradise Creek Educational Park in 2007 to help protect the creek
and educate students and visitors about the environment. As part of the project,
Paradise Creek would be preserved within an open space easement for its entire
length in the plan area.
Visual characteristics of the creek include an enhanced and expanded coastal salt
marsh habitat that provides substantial views of open water, wetland marsh areas,
native plants, and migratory wildlife. Views of the creek are available from an
interpretive trail system that the park incorporated, including elevated
boardwalks over the wetland areas. The park also provides programs that
promote bird watching and bike trips to let the public take full advantage of the
creek's unique visual resources.
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Circulation and Parking
The existing circulation and parking arrangement within the plan area includes a
traditional street grid system, freeway access, and transit facilities. Typically, the
traditional street grid is conducive to pleasant and safe walking because of the
small size of the blocks, the choice of multiple routes to a single location, and the
regular north —south and east —west orientation of intersecting streets; however,
the current street grid system of the plan area creates potential conflicts between
pedestrians and automobile traffic. This is due to uncontrolled intersections, cut -
through and industrial traffic, and excessive street parking.
Regulatory Setting
Federal
State
Local
There are no federal regulations related to aesthetics and neighborhood character
that are applicable to this project.
State Scenic Highway Program
The California Department of Transportation (Caltrans) manages the State Scenic
Highway Program. This program was created in 1963 by the California
legislature to preserve and protect scenic highway corridors from changes that
would diminish the aesthetic value of lands adjacent to highways. The State
Scenic Highway Program includes a list of highways that are eligible for
designation as scenic highways or have been designated. A highway may be
designated as scenic depending upon how much of the natural landscape can be
seen by travelers, the scenic quality of the landscape, and the extent to which
development intrudes on the traveler's enjoyment of the view (Caltrans 2009).
National City General Plan
The National City General Plan (General Plan) was adopted by the City Council
on September 10, 1996, and last amended on October 18, 2005 (City of National
City 2005). The General Plan establishes a citywide "blueprint" for future
growth and development. The General Plan sets forth land use designations and
policies in the areas of urban development, housing, economic development, and
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public services and facilities within National City. The land use designations
within the plan area reflect the existing mix of single-family residences and
industrial uses.
Overall Urban Framework
The General Plan includes an Overall Urban Framework Element to address how
the City will look and function in the future. This element focuses on both
physical development and societal changes the City may experience, including
the amount of construction that may occur, which would obviously affect the
City's appearance, and the potential for transition in the uses of existing
buildings. The following implementation actions are included under the Overall
Urban Framework Element in the General Plan to help preserve and enhance the
plan area's appearance and the overall future identity of the community:
4. Encourage the preparation and implementation of specific plans to guide
development in areas that have particular importance due to their location,
characteristics, or potential for new development. An example includes the
block in the Manufacturing Light/Residential Zone between 18`h and 19th
Streets, east of Harding Avenue and west of Wilson Avenue, required by
adopted ordinance for commercial or industrial building (St. Anthony's
Church site); and
8. The City should encourage and participate in efforts to remove or relocate
uses that are incompatible with surrounding properties.
Natural Setting Element
Although National City is nearly fully developed, with land uses that are
predominantly urban in nature, the General Plan includes a Natural Setting
Element to address the few areas of the City that provide limited habitat and
scenic value. These areas include Paradise Marsh, the old course of the
Sweetwater River, and the hillside north of the historic Wellington Estate. Some
developed or modified areas in the City that may also provide habitat and visual
resources include the Sweetwater River flood control channel and a man-made
pond within the Bella Bonita development on Sweetwater Road. The following
Natural Setting Element policies are included in the General Plan to help
preserve and enhance the City's visual resources:
G. The City will preserve open space areas as necessary and desirable to
conserve natural resources, to provide adequate recreation, and to protect
public health and safety;
J. The City will support efforts by the U.S. Fish and Wildlife Service and the
California Department of Fish and Game, as well as the Coastal Commission
and Army Corps of Engineers related to preserving valuable natural habitats
in the Paradise Marsh and Sweetwater River areas; and
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K. Coastal resources, including natural wetlands as well as visual resources, will
be protected in accordance with the City's Local Coastal Program.
Housing Element
Housing elements are prepared by all localities in California to attain the state-
wide goal of decent housing and a suitable living environment for every family.
The Housing Element of the General Plan includes policies and programs that
address preserving National City's community character. The following Housing
Element policies are included in the General Plan to help preserve and enhance
the City's community character:
A. The City shall maintain its identity as a district community by promoting a
high quality urban environmental with stable residential neighborhoods and
healthy business districts;
B. Neighborhood rehabilitation and beautification activities will continue to be
encouraged and assisted, using both private and public resources; and
G. The City will protect established single-family residential neighborhoods
from inappropriate higher density residential or non-residential development
which might affect the stability of the neighborhood and quality of life.
National City Downtown Specific Plan
The National City Downtown Specific Plan (Downtown Specific Plan) was
approved by the National City Planning Commission on November 1, 2004, and
adopted by the City Council on February 1, 2005. The Downtown Specific Plan
provides a complete analysis of downtown as well as recommended development
standards and guidelines for future development and redevelopment efforts in
downtown National City. The purpose of the plan is to equip project applicants,
landowners, decision -making bodies, funding bodies, and interested citizens with
guidance for assessing the quality of urban design in downtown redevelopment
areas (Downtown Specific Plan Environmental Impact Report [EIR] 2004). Prior
to project approval, all projects are to be reviewed by the Council for consistency
with the design guidelines of the Downtown Specific Plan. Although this project
does not fall within the jurisdictional boundaries of the plan, the plan was
reviewed as part of this EIR to ensure that the project is consistent in character
with its surrounding planning areas.
National City Redevelopment Plan
The National City Redevelopment Plan (Redevelopment Plan) was adopted by
the Community Development Commission on July 18, 1995, and last amended
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on July 17, 2007 (National City 2007b). The Redevelopment Plan establishes a
process and framework for implementation of redevelopment projects within
National City. The plan lists redevelopment goals for the City, and of these
goals, the following is most relevant to preserving the community character and
aesthetics within the plan area:
Section V. (500) Redevelopment Actions
• Implement design and use standards to assure high aesthetic and
environmental quality and provide unity and integrity to developments within
the plan area.
National City Land Use Code
Chapter 18 of the National City Municipal Code (referred to as the National City
Land Use Code, or NCLUC) sets forth the specific use and development
regulations for properties within the City (National City 2009). These
regulations address what types of uses are permitted in particular zones,
minimum lot sizes, height restrictions, building setbacks, parking requirements,
wall heights, sign criteria, and other standards. The Planning Division reviews
all submitted plans and then endorses if it determines that the project is consistent
with the National City Land Use Code regulations. To help with the design
review of all submitted project plans, the City created its own design guidelines,
as discussed below.
Outdoor Lighting and Glare Control Requirements
Chapter 18 of the National City Municipal Code includes specific outdoor
lighting and glare control requirements to ensure that projects do not adversely
affect daytime or nighttime views in the area. Chapter 18.60.010, Outdoor
Lighting Requirements, and Chapter 18.102.240, Glare Control Requirements, of
the City's Municipal Code include the following standards for lighting and glare:
Chapter 18.60.010, Outdoor Lighting Requirements
(1)
In all zones throughout the City, all outdoor lighting shall be shaded and
adjusted so that the light is directed to fall only on the same premises upon
which the light source is located. The use of permanently fixed circulating
beacon spotlights is prohibited; and
(2) In all multiple residence, commercial, or industrial developments, all sites
shall be well lighted so as to provide safe pedestrian and vehicular access and
to eliminate dark areas.
Chapter 18.102.240, Glare Control Requirement
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(1) Any operation or activity producing glare shall be conducted or shielded so
as not to cause illumination in residential districts in excess of five -tenths
footcandle. Flickering or intrinsically bright sources of illumination shall be
controlled so as not to be a nuisance in residential districts.
National City Design Guidelines
The National City Design Guidelines (Design Guidelines) were adopted by the
City council on February 12, 1991, and last amended on February 6, 1996. The
design guidelines are implementation tools for the Planning Division's review
process. Over recent years, the City has become aware that the exacting rules
established under traditional zoning techniques alone are not sufficient in dealing
effectively with some of the more subtle aspects of development related to
building aesthetics, design quality, or the relationship of new development with
existing buildings or, in some instances, with the character of the community as a
whole. The design guidelines help guide the design review process to ensure that
development is in harmony with the character and quality of the environment that
the City finds desirable to foster. The guidelines are not specifications and do
not preclude alternatives but are the City's preferences regarding what it
considers acceptable (Urban Design Studios 1991).
Impact Analysis
Criteria for determining the significance of impacts related to community
character and aesthetics were based on the environmental checklist form in
Appendix G of the State CEQA Guidelines (14 CCR 15000 et seq.).
Thresholds of Significance
An impact related to community character and aesthetics was considered
significant if it would result in any of the following conditions:
AES-1: have a substantial adverse effect on a scenic vista;
AES-2: substantially damage scenic resources, including, but not limited to,
trees, rock outcroppings, and historic buildings within a state scenic
highway;
AES-3: substantially degrade the existing visual character or quality of the site
and its surroundings; or
AES-4: create a new source of substantial light or glare that would adversely
affect daytime or nighttime views in the area.
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Impacts and Mitigation Measures
Threshold AES-1: Would the proposed project have a
substantial adverse effect on a scenic vista?
Implementation of the project is not anticipated to have a substantial adverse
effect on a scenic vista since the plan area is nearly built out and located within a
highly urbanized environment. The plan area is completely surrounded by
development, with commercial uses to the east, light manufacturing to the south,
medium to heavy manufacturing across I-5 to the west, and light manufacturing
and residential to the north. None of these surrounding land uses offer significant
scenic vistas.
Furthermore, a majority of the plan area is currently developed with a mix of
residential and light -industrial uses. The project proposes to reorganize the plan
area to revitalize its residential orientation. The project would likely enhance the
visual quality of the plan area through goals and policies that focus on phasing
out incompatible land uses and reestablishing the residential character.
Therefore, considering the highly urban nature of the plan area and its
surroundings, implementation of the project would not have a substantial adverse
effect on a scenic vista.
The plan area also includes Paradise Creek, a recognized and valuable wetland
resource that provides natural views of open space marsh habitat and wildlife.
Paradise Creek opened as an educational center in the spring of 2007. The
project proposes to limit uses adjacent to Paradise Creek to restoration, passive
recreation, and open space. These policies of the project would help ensure that
Paradise Creek would maintain its aesthetic value. In addition, the project
would implement appropriate setbacks from the edge of the creek through the
development of the TOD affordable housing project and preserved open space
easements to provide a buffer for restoration efforts and reduce physical
disturbances near the creek. Mitigation measures would be imposed on the TOD
development through consultation with CDFG. Additional mitigation measures
may be required at the project level once specific development information is
available.
Impact Determination
The plan area does not contain significant scenic vistas. Furthermore, the project
would not have substantial adverse effect on a scenic vista because the plan area
is urbanized and surrounded by development. Furthermore, policies would be
provided to protect the aesthetic value of Paradise Creek. Therefore, impacts
related to Threshold AES-1 would be less than significant.
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E
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold AES-1 would be less than significant.
Threshold AES-2: Would the proposed project substantially
damage scenic resources, including, but not limited to, trees,
rock outcroppings, and historic buildings within a state scenic
highway?
The plan area lies directly east of I-5; however, the Caltrans State Scenic
Highway Program does not list this highway as an officially designated state
scenic highway. Moreover, no other highways within the project vicinity are
listed as officially designated state scenic highways. Therefore, implementation
of the project would have no impact related to this issue.
Impact Determination
There are no designated state scenic highways within the plan area. Therefore,
an impact related to Threshold AES-2 would not occur.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold AES-2 would occur.
Threshold AES-3: Would the proposed project substantially
degrade the existing visual character or quality of the site and
its surroundings?
Implementation of the project would not substantially degrade the existing visual
character or quality of the site and its surroundings. Although development
would be expected to occur in accordance with the project, it is anticipated that
the project would not adversely affect neighborhood character through the
development of land uses with incompatible bulk, scale, materials, or style. The
project entails a development plan in response to a community -driven initiative
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to revitalize the plan area's residential orientation and improve its environmental
quality. It incorporates regulations and policies of the General Plan, National
City Land Use Code, Redevelopment Plan, and National City Design Guidelines
to ensure that development within the plan area is consistent with the existing
character and quality of development throughout National City. It is an objective
of the project to consider the design of future projects such that they respect, and
in many cases enhance, the neighborhood's unique character. The project
proposes to enhance neighborhood character through objectives specific to the
existing and proposed land use zones, Paradise Creek Educational Park, and
plans for circulation and parking. Details on these objectives are provided below.
Residential Zones: Objectives for residential zones included in the project focus
on (1) reinforcement of the neighborhood character by keeping streets active and
friendly for pedestrians, (2) preserving the existing fine-grained urban fabric, (3)
ensuring new developments are compatible with scale and character of existing
architecture, (4) requiring new developments to engage the street and public
realm, and (5) preventing new developments from expressing a formulaic,
predictable, and low -quality architecture that negatively affects the image of the
neighborhood. These objectives demonstrate the project's vision to preserve and
enhance the residential characteristics of the existing neighborhood.
Mixed -Use Zones: The objectives included in the project for mixed -use zones
include (1) setting a minimum standard of quality for mixed -use developments
that is compatible with the existing urban fabric and neighborhood character, (2)
balancing residential needs with commercial needs, (3) guiding the design of
streetscape and architecture by the need for a quality pedestrian experience, (4)
ensuring that new developments are compatible with the scale and character of
existing architecture, (5) requiring new developments to engage the street and
public realm, and (6) preventing new developments from expressing a formulaic,
predictable, and low -quality architecture that negatively affects the image of the
neighborhood. These objectives outline the project's overall goal to allow
mixed -uses that increase neighborhood activity and engagement as well as create
a living environment where people can walk for goods, services, recreation, and
transit.
Paradise Creek Educational Park: Planning for the Paradise Creek
Educational Park and the creek corridor within the plan area is guided by the
following goals: (1) supporting continued enhancement and restoration of
Paradise Creek within the plan area in recognition of its environmental and
aesthetic values, (2) maintaining buffers around the creek within the plan area to
protect water quality and natural habitat for wildlife, and (3) exploring
opportunities for expanding visitor and interpretive uses along the creek. The
project recognizes Paradise Creek as in integral feature of the plan area, and these
goals convey how future development near Paradise Creek is planned to remain
consistent with community objectives for the educational park and creek corridor
enhancement.
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Circulation and Parking: Objectives for circulation and parking for the plan
area are centered around four goals: (1) making walking and bicycling safe and
enjoyable by addressing hazard concerns and reinforcing paths between
destinations and centers, (2) improving traffic safety, (3) increasing accessibility
to transit, and (4) synchronizing parking supply with demand. In addition to a
planned circulation and parking system, the project focuses on creating a system
of "Community Corridors" to create a framework for street improvements within
the plan area. This concept includes three key street types, including Residential,
Mixed -Use, and Transit Corridor, that are designed to encourage walking, biking,
and bus use. Development of the Community Corridors system would create a
street network that encourages residents to walk by installing visual
improvements and landscaping and employing traffic -calming measures to
reduce traffic speeds. Improvements proposed for these Community Corridors
would include streetscape, decorative lighting, benches, enhanced crosswalks,
traffic calming, and bikeways. Although all of the roadways throughout the plan
area are targeted for streetscape improvements, these Community Corridors
would form an identity of the plan area and would contain unifying street themes
that include signs for the Westside Community, bus stop benches, and unique
street trees for each roadway. This Community Corridors system is unique to the
project and intends to connect people and places while also serving as a space for
community life.
In addition to the listed objectives, the plan includes specific guidelines for its
residential and mixed -use zones to help preserve the neighborhood's character.
These design guidelines contain regulations regarding the size of blocks, street -
level uses, the length of building frontages, and building masses. These design
guidelines are mandatory to all new development and would be enforced during
site plan review. Conformance with these guidelines would ensure that the
neighborhood's unique character is maintained. Therefore, impacts related to the
degradation of existing visual character or quality of the site and its surroundings
would be less than significant.
Impact Determination
Implementation of the project would not substantially degrade the existing visual
character or quality of the site and its surroundings. The project incorporates
regulations and policies of the General Plan, Land Use Code, Redevelopment
Plan, and Design Guidelines to ensure that development within the plan area is
consistent with the existing character of National City. In addition, all new
development within the plan area would require review by the City to ensure
compliance with the design guidelines of the project. Therefore, impacts related
to Threshold AES-3 would be less than significant.
Mitigation Measures
No mitigation is required.
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Residual Impacts
Impacts related to Threshold AES-3 would be less than significant.
Threshold AES-4: Would the proposed project create a new
source of substantial light or glare that would adversely affect
daytime or nighttime views in the area?
Lighting and glare associated with the project would be controlled by the Land
Use Code, Chapter 18 of the Municipal Code, which requires all light sources to
be directed or shielded to prevent spillover and glare. Lighting plans for each
new project within the plan area require review by City staff, thereby ensuring
that no lighting spills over onto adjacent properties or residential uses.
Compliance with the Municipal Code requirements for lighting and glare would
ensure that future projects proposed under the Westside Specific Plan would not
have significant impacts related to light or glare that would adversely affect
daytime or nighttime views in the area.
Impact Determination
Implementation of the project would not create a new source of substantial light
or glare that would adversely affect daytime or nighttime views in the area. All
projects within the plan area would require review by the City to ensure
compliance with the Municipal Code requirements for lighting and glare.
Therefore, impacts related to Threshold AES-4 would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold AES-4 would be less than significant.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts would result from
implementation of the project.
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Section 3.7
Land Use and Planning
Section 3.7
Land Use and Planning
Introduction
This section provides a discussion of existing and proposed land uses and
applicable planning and regulatory documents. Potentially significant impacts, if
any, along with appropriate mitigation measures, are then identified. Various
sources were used for this analysis, including the General Plan and Land Use
Code, in addition to various state and regional plans addressing land use issues
and policies.
Existing Conditions
National City is adjacent to the San Diego Bay between San Diego and Chula
Vista, the first and second largest cities in San Diego County, respectively. The
Westside Specific Plan area is within a highly urbanized section of National City
that dates back to the early twentieth century and contains a variety of irregular
lot sizes and scattered light industrial and residential uses. The surrounding areas
generally can be summarized as a mix of light and heavy industrial (including the
shipbuilding industrial operations along the Bay), commercial, and residential
uses connected by major highways (i.e., I-5 and I-805, respectively) and the San
Diego Trolley. I-5, the Bay, and the National Steel and Shipbuilding Company
(NASSCO), the only major shipbuilding construction yard in the western United
States, lie to the west of the plan area.
The area east and adjacent to the plan area is commonly known as the "Mile of
Cars," a strip of automotive retail sales lots that generally runs from West 33rd to
West 15th Streets along National City Boulevard. From its beginnings in the first
half of the twentieth century, the National City Mile of Cars grew to become one
of the largest and most successful auto sales associations in the country. East of
National City Boulevard is the City Library, Civic Center, and Kimball Park,
which offers approximately 27 acres of active and passive recreation. Plaza
Bonita, a large regional shopping mall that serves as the major shopping center in
the area, also is located east of the plan area on Sweetwater Road. Directly south
and south of West 24th Street, there are a large shopping center, a bank, and
medical buildings. Light industrial uses occur north of the plan area, with some
general commercial and residential areas.
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Existing Land Uses
The neighborhood consists of a variety of land uses, including single-family
residential, scattered industrial and commercial/office, open space, and
public/institutional uses. Lot sizes within the plan area vary in size, and many
are substandard in size and shape compared to today's standards. The following
discussion identifies and defines the general land uses within and adjacent to the
plan area.
Residential. The original Westside neighborhood was established in the early
1900s as a residential community. A population surge occurred in the late 1930s
as National City's population grew from less than 7,000 residents in 1930, to
10,000 residents by 1940. Current zoning and land use designations permit for a
total of 727 residential units, which would support a population of about 2,519
residents in the built -out condition. There are approximately 421 single- and
multi -family residences within the Westside neighborhood, the majority of which
are single-family residences on average 5,700 square -foot lots.
Industrial. A total of 142 industrial -related uses occur within the plan area.
When zoning was applied to the neighborhood in the 1940s to allow light -
industrial uses, the area was slowly introduced to auto repair, paint, and body
shops to support the automotive retail industry that dominated the National City
Boulevard corridor. Industrial uses generally are dispersed throughout the
Westside neighborhood, with some concentration along the eastern and western
areas, along the railroad tracks to the west and along Hoover Avenue to the east.
Some auto -related light -industrial uses occur adjacent to single-family
residences. Additional light -industrial uses include fabrication operations and
warehouses.
Commercial/Office. Commercial uses are located primarily within the eastern
portion of the plan area along National City Boulevard and Hoover Avenue.
There are a total of 17 commercial uses, including both community- and auto -
serving businesses, within the plan area. While several smaller office lots occur
throughout the community, the majority of existing office uses are concentrated
at the plan area's southern edge, bounded by West 22°d Street to the north,
Hoover Avenue to the east, West 24th Street to the south, and Wilson Avenue to
the west.
Public/Community Facility. Public uses occur primarily in the southern portion
of the plan area along Hoover Avenue and West 22nd Street, including
educational facilities and parks. Kimball School, a public preschool through
sixth grade school established in 1941, is located towards the center of the plan
area on West 18te Street. Additional community facilities include the Manuel
Portillo Youth Center, which offers adult education to parents and the elderly, St.
Anthony's Church, and a cultural neighborhood center that offers recreational
and educational activities. One of the original five transcontinental railroad
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terminus stations of the National City California Southern Railroad Depot is
located in the extreme southeastern portion of the plan area.
Other. Remaining land uses include open space and undeveloped areas.
Paradise Creek, which flows in a southwesterly direction from the central -eastern
to the southwestern portion of the plan area, is a major drainage into south San
Diego Bay located adjacent to and south of Kimball School. Undeveloped and
vacant areas are dispersed within the plan area on both smaller parcels and larger
lots.
Regulatory Setting
State
Regional
California Senate Bill 375
California Senate Bill 375 was signed into law on September 30, 2008, by
Governor Schwarzenegger as a method of achieving the goals and objectives
outlined in Assembly Bill (AB) 32, which requires the state to reduce its
greenhouse gas (GHG) emissions to 1990 levels by the year 2020. Effective
September 2010, SB 375 will require CARB to establish reduction targets for
each Metropolitan Planning Organization (MPO) in the state (i.e. SANDAG).
Each MPO must then prepare a Sustainable Communities Strategy (SCS) that
details how the MPO plans to meet those reduction targets. The SCS will
combine two previously separate documents, the Regional Housing Needs
Assessment (RHNA) and the Regional Transportation Plan (RTP). In this
manner, SB 375 hopes to improve land use planning decisions and policies by
encouraging jurisdictions to locate housing in proximity to jobs, schools, and
public transportation and thereby reduce carbon emissions and GHG emissions.
For a complete summary of SB 375, refer to Section 3.2, "Air Quality."
Regional Comprehensive Plan (RCP)
SANDAG encourages local jurisdictions to address San Diego's housing,
economic, transportation, environmental, and overall quality of life needs
through an RCP. The RCP establishes a planning framework and
implementation actions that encourage sustainable land use planning and
implementation of smart growth practices that promote alternative transportation
methods while minimizing environmental impacts.
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In an effort to encourage regional smart growth and wise decision -making
relative to planning and land use, the RCP aims to reduce the number of
residential uses that are expected to be "exported" from the region by the year
2030. To achieve this goal, the RCP identifies specific areas in the region as
"Smart Growth Opportunity Areas." This designation is intended to provide
guidance to local governments, property owners, and service providers as to
where smart growth development should occur from a regional perspective, and
encourages local jurisdictions to focus attention on these areas as they update
their general plans and redevelopment plans. Once these areas are designated by
local jurisdictions for development types, densities, and intensities consistent
with the goals of the RCP, transportation facility improvements and other
infrastructure to these areas will be prioritized.
The intent of this effort is to capture housing units that are anticipated to be
exported from the greater San Diego region to neighboring regions, such as Baja
California, Riverside County, Orange County, and Imperial County by the year
2030. The RCP would redirect those housing units to areas within the region that
are located along the existing and proposed regional transportation corridors as
well as other locations where compact development is appropriate. A portion of
this redirected development will occur in areas of vacant land, and a portion will
occur with redevelopment and infill development in existing communities.
Regional Transportation Plan (RTP)
"Mobility 2030" is the County of San Diego's RTP, which is intended to be a
blueprint to address the mobility changes created by the region's growth. It is a
long-range plan that contains an integrated set of public policies, strategies, and
investments to maintain, manage, and improve the transportation system in the
San Diego region. Mobility 2030 includes seven policy goals that are aimed at
improving the mobility, accessibility, reliability, and efficiency of the
transportation system, as well as promoting livability of communities,
sustainability, and ensuring equity.
Local Plans
National City General Plan
The General Plan, adopted September 10, 1996, is the guiding document for land
use policy and directs long-range growth and development patterns within the
City. The General Plan sets forth policies and implementation measures to direct
land use policy decisions. A brief synopsis of the General Plan elements is
provided below.
Overall Urban Framework —presents a guide for the City's general physical
development. Policies within the chapter address urban development,
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community design, public involvement, and implementation. A list of overlay
zones is provided to illustrate implementation tools that can help achieve the
City's land use goals.
Natural Setting —addresses three state -required General Plan Elements:
Conservation, Open Space, and Recreation. Policies within the Conservation
Element focus on energy efficiency, water conservation, and the protection of
natural resources including hillsides, visual resources, sensitive habitat, and
coastal areas. The Open Space and Recreation Element policies address the
provision of adequate recreation opportunities and open spaces.
Housing —adopted by the Council in December 2007 and is required by state
law. This element discusses the conservation of existing housing, the production
of new housing, affordable and equal opportunity housing, and energy
conservation. The stability, rehabilitation, and beautification of existing
residential neighborhoods; the affordability of housing; and the conservation of
energy are of particular importance to the City.
Economic Development —provides three basic goals that characterize the
General Plan's primary policies: the preservation and support of existing
commercial and industrial users, the provision of a favorable business climate for
new businesses, and the retention and expansion of employment opportunities.
Commercial and industrial land use categories are broken down and explained by
type, and implementation methods for achieving specific goals are provided.
Public Services and Facilities —addresses recreation, transportation and
circulation, public safety, and other municipal services and facilities. The
recreation section discusses specific opportunities to increase existing and
provide additional recreational opportunities throughout the City. The
transportation and circulation section deals with congestion and the improvement
of air quality and public transportation. Public safety issues include crime and
hazardous materials related to industrial, commercial, and residential uses.
National City Land Use Code
Due to the relatively built -out conditions in National City, General Plan land uses
and zoning districts were combined into a Combined General Plan/Zoning Map
in order to establish a more specific land use map to guide development. The
Land Use Code, Title 18 of the National City Municipal Code (referred to as the
National City Land Use Code or NCLUC), sets forth the specific use and
development regulations for properties within the City. In this way, the Land
Use Code acts to implement the goals and policies detailed within the City's
General Plan by prescribing development regulations that relate to specific areas
and land use types. The plan area has General Plan and zoning designations of
Light Manufacturing Residential (MLR), Light Manufacturing Planned
Development (ML-PD), Heavy Commercial (CH), and Civic Institutional Open
Space (IC OS), which are described below.
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Light Manufacturing Residential (MLR) —applies to a majority of the plan
area. Development within this zone is intended to provide for low intensity
industrial uses that are compatible with adjacent uses. All operations are
required to be housed in enclosed buildings, should limit objectionable odors,
smoke, noise, vibration, fumes, radiation, glare, and other hazards, and should
provide for new residential and institutional development compatible with
industrial development.
Light Manufacturing Planned Development (ML-PD)—applies to the area
south of 22nd Street. This zone is similar to the MLR zone, described above, and
has a Planned Development Overlay, which allows for greater flexibility during
discretionary review.
Heavy Commercial (CH) —applies to areas on either side of West Avenue and
is intended for commercial activities and specialized service establishments
requiring a central location. Development within this zone should be compatible
with residential development.
Civic Institutional Open Space (IC -OS) —applies to areas around Kimball
School and Paradise Creek Educational Park. IC -OS is intended to provide an
open space combining zone to include public school sites, public and private
lands, playgrounds, salt marsh lands, water areas, uninhabited agricultural or
aqua cultural lands, recreational lands, public utility areas, freeway rights -of -
way, railroad rights -of -way, flood control channels, and other scenic and open
space areas.
National City Redevelopment Plan
The National City Redevelopment project area encompasses several areas within
the City, including the plan area. The redevelopment area (approved in 1981 and
most recently amended in 2007) sets forth a framework to achieve specific
redevelopment goals established by the City. This framework includes actions
such as improving public streets, infrastructure and building structures, relocating
displaced residents and business owners, consolidating parcels, and providing
affordable and replacement housing.
Paradise Creek Enhancement Plan
The Paradise Creek Enhancement Plan establishes a vision and planning
framework to restore the biological productivity of a '/z-mile length of Paradise
Creek, which is located within the southern portion of the plan area. The 4-acre
park site is situated along 1,500 feet of Paradise Creek in the heart of an
industrial area and includes a portion of a City public works yard, the creek bed,
and upland areas. The park site is located approximately 1 mile west of the
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Creek's terminus in San Diego Bay. The Plan includes a "recreational park" with
turf play area, picnic tables, and playground equipment.
Impact Analysis
Thresholds of Significance
Criteria for determining the significance of impacts related to land use are based
on Appendix G of the State CEQA Guidelines (14 CCR 15000 et seq.). An
impact related to land use was considered significant if it would result in any of
the following conditions:
LU-1: physically divide an established community;
LU-2: conflict with any applicable land use plan, policy, or regulation of an
agency with jurisdiction over the project (including, but not limited to
the general plan, specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or mitigating an
environmental effect; or
LU-3: conflict with any applicable habitat conservation plan or natural
community conservation plan.
Impacts and Mitigation Measures
Threshold LU-l: Would the proposed project physically divide
an established community?
The proposed project constitutes a land use policy document that would be used
by the City to evaluate discretionary projects within the Westside neighborhood
and does not directly propose any modifications to the physical environment.
Also, the Westside Specific Plan would promote a mix of uses that would
encourage increased neighborhood activity by creating a walkable, more
cohesive community. As such, the proposed project would not physically divide
an established community, and impacts would not occur.
Impact Determination
As identified in the above analysis, the proposed project would not result in
physically dividing an established community, and impacts related to Threshold
LU-1 would not occur.
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Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold LU-1 would occur.
Threshold LU-2: Would the proposed project conflict with any
applicable land use plan, policy, or regulation of an agency
with jurisdiction over the project (including, but not limited to
the general plan, specific plan, local coastal program, or
zoning ordinance) adopted for the purpose of avoiding or
mitigating an environmental effect?
Potential Conflicts with State Regulations
California Senate Bill 375
The proposed project would revitalize an older residential and light -industrial
neighborhood with a variety of mixed -use office, commercial, and multi -family
residential uses, in a highly urbanized area. As such, the Westside Specific Plan
would designate additional single- and multi -family residential land uses in
proximity to jobs, schools, and public transportation, effectively achieving the
primary goal of SB 375, which is to reduce carbon emissions and GHG
emissions, and a conflict would not occur.
Potential Conflicts with Regional Regulations
Regional Comprehensive Plan (RCP)
SANDAG's RCP, as described on Table 3.7-1, provides a point -by -point review
of applicable goals, policies, and implementation measures and their consistency
with the proposed project. As shown, the project would not result in a conflict
with the SANDAG's RCP, and impacts would be less than significant.
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Table 3.7-1. SANDAG RCP Consistency Analysis
SANDAG
Regional Comprehensive Plan
Goals and Objectives
Westside Specific Plan
Consistency Discussion
Consistency
Determination
CHAPTER 4A: URBAN FORM —WHERE AND How SHOULD THE REGION GRow?
Goal 1: Focus future population
and job growth away from rural
areas and closer to existing and
planned job centers and public
facilities to preserve open space
and to make more efficient use of
existing urban infrastructure.
The Westside Specific Plan is located in an older
urbanized area of National City, close to existing
planned job centers and public facilities. Open
space would be preserved along Paradise Creek,
and existing urban infrastructure, such as the I-5
and two San Diego Trolley stations, would be used
more efficiently upon adoption of the proposed
project.
Consistent ✓
Goal 2: Create safe, healthy,
walkable, and vibrant
communities that are designed and
built accessible to people of all
abilities.
The Westside Specific Plan would discourage light -
industrial uses throughout the neighborhood and
prohibit new industrial uses to create a safer,
healthier community. The project would designate
portions of the area for mixed -use
commercial/residential development in proximity to
transit, existing jobs, and shopping opportunities,
which would create a more walkable and vibrant
community that would be accessible to people of all
abilities.
Consistent i
Goal 3: Integrate the development
of land use and transportation,
recognizing their interdependence.
The proposed project is located within walking
distance of two trolley stations and is accessible by
automobile from the I-5 freeway. The Specific
Plan recognizes the interdependence of land use
and transportation and underscores the need to
increase residential density near the trolley and
freeway.
Consistent ✓
Policy Objective 5: Facilitate
redevelopment and infill
development.
The Westside Specific Plan is in a highly urbanized
area and would facilitate the redevelopment of a
mixed residential and light -industrial neighborhood,
and would encourage mixed -use and residential
infill development.
Consistent ✓
Policy Objective 6: Protect public
health and safety by avoiding
and/or mitigating incompatible
land uses.
Hazardous light -industrial uses would be
discouraged during implementation of the Westside
Specific Plan to promote public health and safety
by avoiding the co -location of residential and
hazardous light -industrial uses. Uses such as auto
paint and body shops would be amortized by the
City.
Consistent ✓
CHAPTER 4B: TRANSPORTATION —MOVING PEOPLE AND GOODS
Policy Objective 2: Provide a wide
range of convenient, efficient, and
The proposed project would provide a wide range
of convenient, efficient, and safe travel choices as
Consistent i
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Regional Comprehensive Plan
Goals and Objectives
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Consistency Discussion
Consistency
Determination
safe travel choices.
the project is within a centrally urbanized area and
is adjacent to the I-5 freeway and two trolley
stations.
CHAPTER 4C: HOUSING —PROVIDING HOMES FOR ALL RESIDENTS
Policy Objective 1: Increase the
supply and variety of housing
choices, especially higher density
multifamily housing, for residents
of all ages and income levels.
The proposed project would create approximately
49 acres of mixed -use residential land uses that
would increase the supply and variety of housing
choices, especially higher density multifamily
housing for residents of all ages and income levels.
Consistent ✓
Policy Objective 2: When
developing both vacant land and
redevelopment and infill sites,
integrate housing with jobs,
transit, schools, recreation, and
services, creating more livable
neighborhoods and diverse mixed
use communities to support the
RCP's smart growth objectives.
The Westside Specific Plan would integrate
housing with jobs, transit, schools, recreation, and
services by creating a mix of single- and multi -
family residential, mixed -use
commercial/residential, civic institutional uses and
an open space preserve within walking distance of
two trolley stations within a 100-acre
neighborhood.
Consistent ✓
CHAPTER 4D: HEALTHY ENVIRONMENT —ENHANCING OUR NATURAL HABITATS, AIR, WATER, AND BEACHES
Water Quality
Policy Objective 1: Restore,
protect, and enhance the water
quality and the beneficial uses of
local coastal waters, inland surface
waters, groundwaters, and
wetlands.
The project would create an Open Space Reserve
zone to protect and enhance the water quality and
beneficial uses of Paradise Creek.
Consistent i
Policy Objective 1: Achieve and
maintain federal and state clean air
standards.
The project would achieve and maintain federal and
state clean air standards, as discussed in detail in
Chapter 3.2, "Air Quality."
Consistent i
CHAPTER 4E: ECONOMIC PROSPERITY —CREATING OPPORTUNITIES FOR AN IMPROVING STANDARD OF LIVING
Policy Objective 4: Provide an
adequate supply of housing for our
region's workforce and adequate
sites to accommodate business
expansion and retention.
Additional single- and multi -family housing would
be provided in proximity to public transportation
and commercial/office opportunities in areas
sufficient to accommodate business expansion and
retention.
Consistent ✓
2030 Regional Transportation Plan (RTP)
The 2030 RTP, developed by SANDAG, provides general goals and policy
objectives to achieve better mobility within the San Diego region. The Westside
Specific Plan proposes to increase mixed -use and residential density within an
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Existing/Planned Smart Growth Town Center, NC-1, as identified on
SANDAG's Smart Growth Concept Map and would not conflict with any of the
RTP's seven goals, which pertain to the following topics: Livability, Mobility,
Efficiency, Accessibility, Reliability, Sustainability, and Equity. All topics and
policy objectives were reviewed and no inconsistencies were discovered.
Multiple Species Conservation Plan (MSCP)
National City is not located within an MSCP subregion. For additional
information about conservation and habitat plans, see Chapter 3.5, "Biological
Resources."
Potential Conflicts with Local Regulations
National City General Plan
The proposed project would amend the National City General Plan to adopt the
Westside Specific Plan as the guiding land use and policy document for the
Westside neighborhood. To determine if any conflicts would occur as a result of
implementation of the proposed project, a consistency analysis is presented with
applicable goals, policies, and objectives from the General Plan. Table 3.7-2
provides a detailed summary of the analysis, which demonstrates that the
Westside Specific Plan is consistent with the General Plan and would not conflict
with any applicable General Plan policies. As such, a significant impact would
not occur.
Table 3.7-2. General Plan Consistency Analysis
National City General Plan Policy
Westside Specific Plan
Consistency Discussion
Consistency
Determination
CHAPTER II —OVERALL URBAN FRAMEWORK
Urban Development
Policy B: The City shall maintain its identity
as a distinct community by promoting a high
quality urban environment with stable
residential neighborhoods and healthy
business districts.
The proposed project would update land uses
within the Westside neighborhood to remove
noxious and unhealthy industrial uses and
would re-establish the area as a single-family
residential neighborhood with clean business
uses to support the area.
Consistent ✓
Policy C: The remaining vacant land in
National City, as well as major underutilized
areas, will receive special attention from the
City and will be treated as community assets,
to ensure that their eventual development
provides the optimum benefit to neighboring
areas and the entire City.
The Westside neighborhood is composed of
single-family homes, markets, and churches.
As neighborhood conditions deteriorated, the
neighborhood became underutilized, and, as
such, the City proposed to adopt an updated
land use plan for the neighborhood to assure
that the mix of land uses are safe, appropriate,
and reflect the optimum feasible use.
Consistent ✓
Policy D: The City will encourage new
The Westside Specific Plan would result in an
Consistent ✓
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development and rehabilitation of existing
buildings to improve the transition between
adjacent single-family homes, multi -family
complexes and businesses.
updated land use plan that would encourage
both new development and rehabilitation of
single-family homes and would improve the
transition between residential and non-
residential land uses by concentrating single-
family homes toward the center of the
neighborhood and businesses towards the I-5
freeway and National City Boulevard.
Policy E: Where feasible, the City will
encourage the conversion or relocation of
nonconforming, higher intensity uses in order
to improve the quality of neighborhoods and
business districts.
Approval of the project would encourage the
conversion or relocation of existing non-
conforming light -industrial uses to improve
the quality of neighborhoods and business
districts.
Consistent ✓
Community Design
Policy Q: Landscaping of public parkways
will continue to be encouraged, through both
private and public efforts.
The proposed project would include 5-foot-
wide sidewalks separated by a 7-foot-wide
parkway throughout the entire Westside
Specific Plan Area. Construction would be
funded through CIP funds that would
encourage private funding.
Consistent ✓
Other
Policy AA: The City will encourage greater
citizen input into the planning process,
involving residents from all ethnic groups.
A series of four (4) public workshops were
held between February 2005 and September
2006, complete with Spanish -translated
materials and live Spanish/English translators
to involve residents from various ethnic
groups. These workshops identified
neighborhood issues and opportunities,
developed guiding principles for the project,
and received general input/feedback on the
draft neighborhood planning concept.
CHAPTER III —NATURAL SETTING
Consistent ✓
Conservation and Open Space
Policy G: The City will preserve open space
areas as necessary and desirable to conserve
natural resources, to provide adequate
recreation, and to protect public health and
safety.
The proposed project would preserve open
space areas, such as Paradise Creek, within
the plan area and would enhance areas around
the Creek within the plan area's boundaries to
protect water quality and natural habitat for
wildlife. The proposed project would
encourage continued collaboration with
community members and resource agencies to
explore opportunities for expansion of the
Paradise Creek Education Park. The project
also would implement mechanisms to protect
public health and safety in areas around
Consistent V
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Determination
Paradise Creek, including the application of
specific setback requirements for the Creek
and implementation of the Citywide floodway
overlay.
Noise
Policy M: The City will encourage the
location of sensitive land uses away from
high noise areas, or require mitigation to
control adverse impacts.
The Westside Specific Plan would discourage
high noise light -industrial land uses from the
plan area's boundaries and direct new single-
family residential land uses away from high
noise areas, such as I-5 and National City
Boulevard. Mitigation would be required for
any adverse noise impacts.
Consistent V
CHAPTER IV —HOUSING
Conservation
Policy A: The City shall maintain its identity
as a distinct community by promoting a high
quality urban environment with stable
residential neighborhoods and healthy
business districts.
See consistency analysis above for Chapter
II —Overall Urban Framework, Policy B.
Consistent V
Policy G: The City will protect established
single-family residential neighborhoods from
inappropriate higher density residential or
non-residential development which might
affect the stability of the neighborhood and
quality of life.
The proposed project would re-establish an
older single-family residential neighborhood
by discouraging inappropriate light -industrial
uses and consolidating single-family
residential land uses in a central location
within the Westside neighborhood. Higher
density residential and non-residential
development land uses would be applied to
buffer and transitional areas and would not
affect the stability of the neighborhood or
quality of life.
Consistent V
Policy I: Continue to discourage the
construction of second units in single-family
neighborhoods.
The Westside Specific Plan would create a
mixed -use and residential neighborhood with
single-family homes and mixed -use
commercial/residential and multi -family
residential uses. As such, the construction of
second units in single-family areas would not
be encouraged.
Consistent V
Production
Policy T: Continue to encourage the
construction of residential and mixed use
projects, subject to the Design Guidelines, in
commercially zoned areas.
The Westside Specific Plan would apply two
new mixed -use land uses/zones, Mixed Use
Commercial -Residential (MCR-1) and Mixed
Use Commercial -Residential (Smart Growth
Center, MCR-2), both of which would be
subject to the design guidelines contained
Consistent V
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Consistency
Determination
within the Westside Specific Plan.
Policy U: Continue to protect established
single-family neighborhoods from
inappropriate higher density residential or
non-residential development which might
affect the stability of the neighborhood.
See consistency analysis above for Chapter
IV —Housing, Policy G.
Consistent ✓
Policy V: Provide an adequate supply of land
zoned for residential development to meet the
projected need. Ensure that the development
provides the optimum benefit to neighboring
areas and the entire City.
Adoption of the Westside Specific Plan would
result in the redesignation of land uses that
would ultimately result in an increase in
additional residential units at buildout. This
increase in housing would help the City meet
its projected need. The project also would
restrict storage of noxious and hazardous
materials and activities from the Westside
neighborhood and replace them with a mix of
commercial/residential and multi -family
residential uses within walking distance of
either the 8th Street or 24ih Street trolley
stations. As such, the project would provide
the optimum benefit to neighboring areas and
the entire City by improving health conditions
and encouraging economic development and
use of public transportation.
Consistent ✓
Policy X: In order to promote a higher rate of
homeownership, the infilling of vacant lots
with single-family homes will be encouraged.
Several vacant or undeveloped lots occur
within the Westside neighborhood, which will
be replaced with a mix of uses including
commercial/residential mixed -use, multi-
family residential, and single-family homes.
Consistent ✓
Energy Conservation
Policy AA: It is the policy of the City of
National City that the type, density, and
location of housing approved or rehabilitated
will include emphasis on energy conservation
and access to transit.
The project includes both single- and multi-
family housing in an urbanized area near
downtown National City, the I-5 freeway, and
two trolley stations.
Consistent ✓
Policy CC: It is the policy of National City
that operable windows, appropriate
architectural features, such as overhangs,
awnings or trellises, shade trees, drought
resistant landscaping, energy efficient and
low water volume appliances be utilized
whenever feasible in residential projects.
The Westside Specific Plan includes specific
design guidelines to address architectural
features, landscaping treatments, and building
massing for residential projects.
Consistent ✓
Other
Policy DD: Encourage General Plan
amendments which carry out policies to
maintain or upgrade residential
The proposed project, which includes a
General Plan amendment, would carry out
policies to upgrade the Westside
neighborhood, which was historically a
Consistent ✓
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Consistency
Determination
neighborhoods.
residential community. The project would
discourage existing hazardous materials' users
and prohibit new uses from the residential
portions of the area and replace them with
cleaner, more compatible land uses such as
mixed -use.
Policy FF: The City will maintain high
development standards for both single and
multi -family construction.
Any specific residential project would be
reviewed in compliance with the Design
Elements to ensure quality design.
Consistent ✓
Policy GG: The City will minimize the
disruption and potential hazard to residential
neighborhoods posed by through traffic,
heavy vehicles, hazardous shipments and
excessive noise.
The Westside Specific Plan would minimize
the disruption and potential hazard to
residential neighborhoods posed by through
traffic, heavy vehicles, hazardous shipments,
and excessive noise by restricting new
noxious and hazardous light -industrial uses
and replacing them with mixed -use
commercial/residential, and multi -family
residential, as well as single-family residential
uses.
Consistent ✓
CHAPTER V — ECONOMIC DEVELOPMENT
Policy A: Future business development in
National City will emphasize clean, high -
quality retail, professional and supportive
activities, as well as similar industrial and
related activities, within appropriate business
districts.
The proposed project would apply mixed -use
commercial/residential and single-family
residential zones to emphasize clean high -
quality retail, professional, and supportive
activities, and would support some clean
industrial land uses within appropriate areas
of the Westside neighborhood.
Consistent ✓
Policy C: The City will encourage office
development within appropriate business
districts, as well as high-tech businesses and
tourist -oriented commercial uses, to create a
more rounded economic base and provide
more diverse employment opportunities.
Adoption of the proposed Westside Specific
Plan would apply approximately 26 acres of
Mixed Use Commercial -Residential (MCR-1)
and approximately 23 acres of Mixed Use
Commercial -Residential (Smart Growth
Center, MCR-2), both of which would allow
for mixed -use commercial/residential
development by right, to encourage office
development, as well as high-tech businesses
and tourist -oriented commercial uses, and
designate a Limited Commercial (CL)
corridor bordering I-5 and Wilson Avenue.
The project's central location would create a
more rounded economic base and provide
more diverse employment opportunities.
Consistent ✓
Policy E: The City will encourage private as
well as public efforts to consolidate
properties where larger sites are needed for
Implementation of the proposed project would
typically include the acquisition and
consolidation of several properties to remove
Consistent ✓
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business and employment growth.
existing uses to develop larger, mixed -use
type development for business and
employment growth.
Policy F: Standards to improve the structural
integrity, design, siting, parking, signage,
landscaping and other amenities of both new
and existing development will be
implemented to support compatibility with
adjacent land uses and strengthening of the
overall business environment.
The proposed Westside Specific Plan includes
design guidelines to improve site design,
siting, parking, signage, landscaping, and
other amenities for new development, and will
address compatibility issues with adjacent
land uses in order to strengthen the overall
business environment.
Consistent V
Policy K: The City will encourage
alternatives to small shopping center
development by allowing mixed use
development; i.e., residential combined with
commercial use in the same development as
well as residential infill development within
specific commercial zones.
The proposed project includes adopting three
new zones, two of which include mixed -use
components. The project proposes 26 acres
of Mixed Use Commercial -Residential
(MCR-1) and approximately 23 acres of
Mixed Use Commercial -Residential (Smart
Growth Center, MCR-2). These zones would
allow mixed -use development of multi -family
residential uses combined with commercial
use in the same development. Residential
infill could also be accomplished by this
Specific Plan within the MCR-1, MCR-2, and
RS-4 zones.
Consistent V
Policy P: The City will protect the integrity
and quality of the residential environment by
restricting the type of business activity
allowed in the City's neighborhoods.
The Westside Specific Plan would re-establish
portions of the neighborhood as single-family
residential to improve the quality and integrity
of the area as a single-family neighborhood.
The project also would help implement the
City's Municipal Code section 18.108 and
18.108.100 (Substitution of Non -Conforming
Uses)for any non -conforming uses in order to
restrict unhealthy and hazardous materials'
business activities (i.e., auto body shops) from
occurring within the Westside neighborhood.
Consistent V
CHAPTER VI —
PUBLIC SERVICES AND FACILITIES
Recreation
Policy A: National City will work to improve
the quality and availability of recreation
resources for its residents through the
maintenance and upgrading of existing parks,
the strengthening of recreation programs, and
the increased utilization of school
recreational facilities.
The proposed project would retain
approximately five (5) acres of Open Space
Reserve (OSR) for the Paradise Creek
Educational Park, which offers recreational
opportunities adjacent to Kimball School.
Consistent V
Policy B: The City will strive to maintain or
expand the current ratio of park and open
space land to population, i.e., 3.75 acres per
The proposed project would retain areas for
open space and recreation. Due to existing
development, the project would not meet the
Consistent V
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National City General Plan Policy
Westside Specific Plan
Consistency Discussion
Consistency
Determination
1,000 residents (including local parks,
public -owned wetlands, gold course and
school recreational facilities).
3.75 acres per 1,000 residents ratio; however,
the project would enhance and expand open
space around Paradise Creek, extending past
Hoover Avenue. This would encourage green
space, and active and passive recreation
beyond what is currently present.
Policy J: Efforts for restoration of Paradise
Creek (particularly in the area southwest of
Kimball School) shall be encouraged.
The proposed project would retain open space
for the restoration of Paradise Creek in the
area southwest of Kimball School. The
Westside Specific Plan is also consistent with
the Paradise Creek Enhancement Plan, as
discussed later in this section.
Consistent V
Transportation and Circulation
Policy P: The City will promote better transit
services and encourage closer integration
among the various transit systems, to provide
convenient access to residential, employment
and shopping areas of National City.
The proposed project would promote better
transit services and would encourage closer
integration among various transit systems by
adding residential, employment, and shopping
areas close to the 8th Street and 24th Street
trolley stations, and installing bike lanes along
many streets in Westside.
Consistent V
Public Safety
Policy BB: The presence of hazardous
materials in National City will be monitored
to protect the health and safety of City
residents.
All businesses will be required to submit
documentation that all permits (SDAPCD,
RWQCB, EPA, etc) are current when
renewing a business license to ensure that the
business is complaint with required permits
for handling, storing, and disposing of
hazardous materialin the Westside
neighborhood to eliminate the presence of
hazardous materials in National City to
protect the health and safety of City residents.
Consistent V
SOURCE: National City General Plan
National City Land Use Code
Adoption of the Westside Specific Plan would remove the existing Light
Manufacturing Residential (MLR), General Commercial (CG), Civic Institutional
Open Space (IC -OS), and Light Manufacturing Planned Development (ML-PD)
Combined General Plan/Zones. These zones would be replaced with Open Space
Reserve (OSR), Limited Commercial (CL), Civic Institutional (IC), and three
new zones not currently used by the City: Residential Single -Family (RS-4),
Mixed Use Commercial -Residential (MCR-1), and Mixed Use Commercial -
Residential (Smart Growth Center, MCR-2). The area south of Kimball School
has been designated as a transit oriented development (TOD) to encourage
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development compatible with various modes of public transportation (i.e., bus
and trolley). As evidenced above in Table 3.7-2, the proposed Westside Specific
Plan zones would be consistent with applicable policies contained within the
National City General Plan, and a significant impact would not occur.
National City Redevelopment Plan
To determine if any conflicts would occur as a result of the proposed project, a
consistency analysis was conducted using applicable policies in the City's
Redevelopment Plan. Table 3.7-3 provides a detailed summary of this analysis.
As shown, the project would not conflict with the National City Redevelopment
Plan, and an impact would not occur.
Table 3.7-3. Redevelopment Plan Consistency Analysis
Redevelopment
Plan Policy
Westside Specific Plan Consistency Discussion
Consistency
Determination
Improve public facilities
The Westside Specific Plan includes the following goal and
and infrastructure
implementing policies/strategies regarding public facilities
(including inadequate
and infrastructure:
drainage infrastructure).
Goal 6.1: Adequate infrastructure and utilities to serve
existing and future development and, where possible bring
up the utilities to City standards.
Strategy 6.1: Coordinate infrastructure and public service
planning with envisioned land use changes in the
Westside.
Strategy 6.2: Ensure adequate capacity in infrastructure
and public services to meet the demands of existing and
planned development.
Strategy 6.3: Review new development applications to
ensure that adequate sewer collection facilities will be
available to serve the project. The project applicant shall
construct necessary facilities as determined by the City
Consistent ✓
Engineer prior to the issuance of occupancy permits.
Strategy 6.4: Coordinate with the Sweetwater Authority
on completion of a water service analysis for the
Westside Specific Plan.
Strategy 6.5: Ensure that appropriate Water Utility Plans
for new development are approved by the Sweetwater
Authority to ensure that adequate water service will be
provided.
Strategy 6.6: Underground existing telephone poles when
new development occurs.
Strategy 6.7: Consider instituting a lighting and
landscape maintenance district to ensure ongoing
maintenance of streetscape.
Strategy 6.8: Pursue grant funds for improving and
upgrading existing public facilities.
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3
Redevelopment
Plan Policy
Westside Specific Plan Consistency Discussion
Consistency
Determination
Address parcels of
property that are of
irregular form and shape,
are inadequately sized for
proper usefulness and
development, and/or are
held up in multiple
ownership.
The Westside Specific Plan is expected to result in the
acquisition and consolidation of several properties to remove
existing uses to develop larger, mixed -use type development
for business and employment growth.
Consistent ✓
Recycle and/or develop
underutilized parcels to
accommodate higher and
better economic uses.
The proposed project would improve underutilized parcels
by introducing a variety of residential, office, commercial
and public/community facility uses close to public
transportation (i.e., the trolley).
Consistent ✓
Implement design and use
standards to ensure high
aesthetic and
environmental quality.
The proposed Westside Specific Plan would include design
and use standards to ensure high aesthetic and environmental
quality.
Consistent ✓
Increase, improve, and
preserve the community's
supply of affordable
housing for very low, low,
and moderate income
households.
The proposed project includes a variety of residential
housing types ranging from lower density single-family
residential to higher density multi -family, ensuring a range
of housing supply for varying income levels. Statewide
affordable housing requirements would be enforced by the
City for new residential development.
Consistent ✓
Promote rehabilitation of
existing housing stock.
One of the primary purposes of the Westside Specific Plan is
to revitalize an older residential neighborhood by promoting
the retention of existing single-family residential properties
towards the center of the neighborhood, while adding new
multi -family residential properties.
Consistent ✓
Paradise Creek Enhancement Plan
The existing Paradise Creek Enhancement Plan's objectives, developed with
broad community input, include: (1) restoring degraded southern coastal salt
marsh habitat to viable functioning, (2) protecting sensitive plants and wildlife,
and (3) expanding nature/science education opportunities for students of the
neighboring elementary school and the surrounding community. To achieve
these objectives, the Plan calls for expanding and enhancing the Paradise Creek
Educational Park. Resource enhancement elements include: (1) restoration and
construction of wetland and upland communities in this part of Paradise Creek,
(2) retaining the Outdoor Learning Lab located adjacent to Kimball School, and
(3) expansion of the interpretive trail system.
The proposed Westside Specific Plan would establish an OSR over 5 acres
surrounding Paradise Creek, which would include the existing trails, an
amphitheatre, picnic area, play structure, and enhanced wetland area. The
proposed OSR zone would extend the area east of Kimball School, across
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Hoover Avenue, which would provide the opportunity for (1) further restoration
and construction of wetland and upland communities, (2) construction of an
Outdoor Learning Lab adjacent to Kimball School, and (3) enhancement of the
open space area for active recreational uses or as an interpretive trail system.
The proposed project would be consistent with the existing Paradise Creek
Enhancement Plan, and a significant impact would not occur.
Impact Determination
As identified in the above analysis and consistency matrices, the proposed project
would not conflict with any applicable land use plan, policy, or regulation of an
agency with jurisdiction over the project adopted for the purpose of avoiding or
mitigating an environmental effect. Therefore, impacts related to Threshold LU-
2 would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold LU-2 would be less than significant.
Threshold LU-3: Would the proposed project conflict with any
applicable habitat conservation plan or natural community
conservation plan?
The proposed project is not located within any habitat conservation plan or
natural community conservation plan areas, and no impact would occur. For
further discussion about habitat conservation plans or natutal community
conservation plans, please refer to Section 3.5, "Biological Resources."
Impact Determination
As identified in the above analysis, the proposed project would not conflict with
any applicable habitat conservation plans or natural community conservation
plans, and as such, no impact related to Threshold LU-3 would occur.
Mitigation Measures
No mitigation is required.
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Residual Impacts
No impacts related to Threshold LU-3 would occur.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts would result from the
implementation of the proposed project.
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Section 3.8
Population and Housing
Section 3.8
Population and Housing
Introduction
This section describes the existing conditions and regulatory setting for the
current population and housing stock within the plan area. It also provides an
analysis of the impacts on population and housing that would result from
implementation of the Westside Specific Plan. Where impacts would be
significant, mitigation is identified and if it is determined that mitigation would
not reduce an impact to a level less than significant, the impact would be
determined significant and unavoidable.
Existing Conditions
The plan area is located within the incorporated limits of National City in the
County of San Diego. The approximately 100-acre plan area is bounded by West
Plaza Boulevard to the north, I-5 to the west, West 24th Street/Mile of Cars Way
to the south, and Roosevelt Avenue to the east. Existing population
demographics, housing, and employment within the plan area and general
vicinity are described below.
Population
In 2000 the City of National City had a population of approximately 54,260
residents; by 2008 that number had grown 13% to approximately 61,194
residents. According to estimates from SANDAG, over the next 20 years
National City's population is expected to grow by approximately 20%, reaching a
population of 74,241 by 2030 (SANDAG 2008a). Table 3.8-1 presents an
overview of the City's existing and projected population trends.
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Table 3.8-1. Population Trends and Expected Population Growth
Year
Population
Numerical
Change
Percent
Change (%)
2000
54,260
n/a
n/a
2008
61,194
6,934
13
2020
69,104
7,910
13
2030
74,241
5,137
7
Source: SANDAG 2008a
The ethnic makeup of National City's residents is relatively diverse. Although
over 60% of National City's population is Hispanic (predominantly of Mexican
origin), Asians (mostly Filipino) comprise about 17% and Whites (non -Hispanic)
approximately 13%. In addition, African Americans constitute approximately
6% of the population. American Indians, Hawaiian and Pacific Islanders, mixed -
ethnicity, and other persons make up the remaining 4% percent of National
City's population (SANDAG 2008a). Table 3.8-2 below provides an overview
of the ethnic makeup of the City's current population.
Table 3.8-2. National City Population by Ethnicity
Ethnicity Group
Population
Percent of Total (%)
Hispanic
37,028
61
White
8,073
13
Asian
10,659
17
African American
3,347
6
Two or More Races
1,392
2
Hawaiian & Pacific Islander
321
0.5
American Indian
229
0.3
Other
145
0.2
Total:
61,194
100
Source: SANDAG 2008a
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Housing
Between 2000 and 2008, the total number of dwelling units in National City grew
from approximately 15,422 to 15,737, which corresponds to a 2% growth rate
(SANDAG 2008a). Of these 15,737, 412 were vacant, a 2.6% vacancy rate
(SANDAG 2008b). Of the occupied housing units in 2008, 35% were owner -
occupied, while the remaining 65% were renter -occupied. This represents a
home ownership rate that is about half that of San Diego County as a whole
(National City 2008a, EHC 2005). Over the next 20 years an additional 3,371
dwelling units are projected to be constructed, resulting in a growth rate of
approximately 20% (SANDAG 2008a). No information regarding
distribution/characteristics of projected housing units for 2030 is available.
Table 3.8-3 provides an overview of National City's existing and projected
housing characteristics by type.
Table 3.8-3. Housing Characteristics and Growth Forecasts
Year
Single -Family
Detached
Single -Family
Multiple Unit
Multi-
Family
Mobile
Home
Total
Units
Percent
Change
2000
n/a
n/a
n/a
n/a
15,422
2008
5,629
3,162
6,587
359
15,737
2
2020
n/a
n/a
n/a
n/a
18,481
17
2030
n/a
n/a
n/a
n/a
19,108
3
Source: SANDAG 2008a, 2008b
Employment
With an unemployment rate approaching approximately 10% and a median
household income of $44,130 per year in 2007, a large portion of the City's
population is considered to be living under the poverty line (Technical Advisory
Panel (TAP) findings). Between 2000 and 2010, civilian employment is
projected to decrease by about 2%, resulting in the loss of 393 jobs (SANDAG
2008a). Between 2010 and 2030 employment opportunities are expected to grow
by 11%, or 2,204 new jobs (SANDAG 2008a). Currently, the top three civilian
employers in National City include the Paradise Valley Hospital, the National
School District, and the Sweetwater Union High School District (National City
2008).
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Table 3.8-4 provides an overview of National City's existing and projected
employment trends.
Table 3.8-4. National City Employment Trends
Year
Civilian
Employment
Numerical
Change
Percent
Change
2000
21,394
n/a
n/a
2010
21,001
-393
-2
2020
21,743
742
4
2030
23,205
1,462
7
Source: SANDAG 2008a
Regulatory Setting
Federal
State
Federal housing regulations include the Fair Housing Act, Housing and
Community Development Act of 1924, and Americans with Disabilities Act.
However, no federal regulations are applicable at the program level required of
this Draft EIR. These regulations would, however, be enforced on specific
development projects.
Title 7, CCR, California Housing Element Law
Title 7of the California Government Code requires that each city and county in
California adopt a General Plan for future growth. This plan must include a
housing element that identifies housing needs for all economic segments of the
population and provides opportunities for housing development to meet that
need. At the state level, the Housing and Community Development (HCD)
Department estimates the relative share of California's projected population
growth that will occur in each county based on the Department of Finance's
population projections and historic growth trends. Where there is a regional
council of governments, as there is in southern California, HCD informs the
council of the regional housing need.
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Regional
The regional council then assigns a share of the regional housing need to each of
the cities and counties within its region on a 5-year schedule. These shares are
allocated before the end of the cycle so that the cities and counties can amend
their housing elements by the deadline. The process involved in assigning shares
also provides cities and counties an opportunity to comment on the proposed
allocations. HCD oversees the process to ensure that the regional council
adequately distributes its share of the state's projected housing need.
Each city and county must update its General Plan housing element on a regular
basis (generally, every 5 years). Among other things, the housing element must
incorporate policies and identify potential sites that will accommodate the city's
share of the regional housing need. Before adopting an update to its housing
element, the city or county must submit the draft to HCD for review. HCD then
advises the local jurisdiction as to whether its housing element complies with the
provisions of California Housing Element Law.
SANDAG—Regional Comprehensive Plan
As part of its compliance with the California Housing Element Law, SANDAG
has prepared an RCP for the San Diego region. After the state and SANDAG
agree on the overall housing need number for the San Diego region, SANDAG,
in cooperation with the local jurisdictions, allocates the region's housing needs to
each jurisdiction in four income categories: very low, low, moderate, and above
moderate. This process is known as the Regional Housing Needs Assessment
(RHNA), and the goals are referred to as either the RHNA goals or the "regional
share" goals. The allocation takes into account factors such as market demand
for housing, employment opportunities, the availability of suitable sites and
public facilities, commuting patterns, and type and tenure of housing need. The
allocation also seeks to reduce the concentration of lower income households in
cities and counties that already have disproportionately high amounts of lower
income households.
SANDAG also prepares a Regional Housing Needs report that provides local
jurisdictions with population, employment, and housing data for use in preparing
the housing elements of their general plans. Applicable RCP housing element
goal and policies are listed below:
RCP Housing Element Goal
Provide a variety of affordable and quality housing choices for people of all
income levels and abilities throughout the region.
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Local
RCP Housing Element Policies
1. Increase the supply and variety of housing choices, especially higher density
multi -family housing, for residents of all ages and income levels.
2. When developing both vacant land and redevelopment and infill sites,
integrate housing with jobs, transit, schools, recreation, and services, creating
more livable neighborhoods and diverse mixed use communities to support
the RCP's smart growth objectives.
6. Conserve and rehabilitate the existing housing stock.
7. Provide safe, healthy, environmentally sound, and accessible housing, for all
segments of the population.
8. Increase opportunities for homeownership.
9. Minimize the displacement of lower income and minority residents as
housing costs rise when redevelopment and revitalization occurs.
National City General Plan —Housing Element
The Housing Element of National City's General Plan, adopted in December
2007, provides an assessment of both current and future housing needs, and
constraints in meeting these needs; and provides strategies that establish housing
goals, policies, and programs (National City 2007a).
The Housing Element policies and programs are organized according to the
following categories:
• Preservation and Maintenance of Existing Housing
• Housing Production
• Fair Housing
• Energy Conservation
Goals and policies of the Housing Elements that are applicable to the proposed
project are listed below:
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Preservation and Maintenance of Existing Housing
Housing Goal 1
Maintain and Enhance the quality of existing residential neighborhoods in
National City.
Policy 1.1
Policy 1.2
Promote the practice of effective management in all rental housing
projects in order to maintain and improve the quality of the City's
rental housing.
Facilitate property conservation and community enhancement
through implementation of Design Guidelines, land use regulations
and programs, and State housing law.
Policy 1.3 Improve the conditions of existing housing by continuing to provide
assistance for housing rehabilitation and home improvement.
Housing Goal 2
Conserve the affordability of the existing housing stock.
Policy 2.1
Preserve "at -risk" affordable units through monitoring and
partnering, working with nonprofits, and exploring funding sources
available to preserve the at -risk units. The City's aim is to provide
a variety of residential opportunities and to reduce the trend of
overpaying for housing.
Housing Goal 3
Increase the availability and affordability of safe and sanitary housing for all
income groups, including providing adequate housing for households with
special needs, such as the elderly, persons with disabilities, large families, single -
parent —headed households, and military personnel.
Policy 3.1 Implement existing and new housing assistance programs to meet
the City's regional share for working class families.
Policy 3.2 Provide housing opportunities for all income levels.
Policy 3.3 Participate in regional planning strategies to improve housing
opportunities for military personnel and their families.
Policy 3.4 Promote a higher rate of homeownership in the City for all income
levels.
Policy 3.5 Revitalize neighborhoods by partnering with non -profits to acquire,
develop, and rehabilitate housing.
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Policy 3.6 Support volunteer efforts to assist with housing repairs for special
needs households.
Housing Production
Housing Goal 4
Provide a sufficient number of housing units and range of housing types to meet
the current and projected needs of all economic segments of the community.
Policy 4.1 Promote a full range of housing opportunities
Policy 4.2 Provide an adequate supply of land zoned for residential
development to meet the projected housing need. Promote
development that provides the optimum benefit to all
neighborhoods.
Policy 4.3 Encourage the production of new housing affordable to all income
ranges.
Policy 4.4 Facilitate the development of mixed -use residential projects in
commercially zoned areas in accordance with the City's Design
Guidelines, where feasible.
Policy 4.5 Implement the City's adopted Design Guidelines in all residential
developments to ensure attractive, functional housing is built for
residents of all income levels.
Policy 4.6 Support programs that assist in the production of housing for lower
income households.
Policy 4.7 Encourage the development of larger sized rental units to reduce
overcrowding.
Policy 4.8 Facilitate urban infill development to promote higher rates of
homeownership.
Policy 4.9 Implement flexible, form -based development standards in the
Downtown Specific Plan area to encourage residential and mixed -
use developments.
Policy 4.10 Support flexible development standards to facilitate the
development of quality housing and improve the character of
neighborhoods.
Policy 4.12 Monitor the Housing Element to ensure goals and objectives are
met.
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Policy 4.13 Study non -residentially zoned land in the City to determine if such
land can be rezoned to residential or mixed -use zoning.
Policy 4.15 Explore and encourage opportunities for fulfilling some of National
City's affordable housing goals in the Westside (Old Town)
Specific Plan Area.
Fair Housing
Housing Goal 5
The City shall promote and implement fair housing practices and equal access to
housing opportunities for all income levels.
Policy 5.1 Support fair housing programs.
Policy 5.4 Promote available City, state, and federal housing programs through
outreach programs to the development community.
Energy Conservation
Housing Goal 6
Enhance housing affordability through energy conservation techniques and
design.
Policy 6.1 Use the planning and development review process to facilitate
energy conservation.
Policy 6.2 Encourage solar access for new residential development.
Policy 6.3 Promote the use of operable windows, appropriate architectural
elements (e.g., overhangs, awnings, and trellises) and energy
efficient appliances, where feasible.
Policy 6.4 Promote the use of energy efficient green building techniques that
will reduce the effects of global warming.
Impact Analysis
The analysis of population and housing impacts compares existing levels with
projected levels, and determines whether the growth is within local and/or
regional forecasts. In addition to the previous projections, the analysis
determines whether the anticipated growth under the proposed project would be
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considered substantial, given the existing and planned infrastructure
improvements that could serve population growth. Changes to population and
housing would only be considered significant if they would result in impacts on
the physical environment.
The impact analysis below assumes a planned buildout of 75% at 20 years. At
this rate, the proposed Westside Specific Plan would increase the number of
single- and multi -family dwelling units within the plan area from 421 to a total of
1,846 and increase the population within the plan area from 1,457 to an estimated
6,384 residents.
Thresholds of Significance
Criteria for determining the significance of impacts related to population and
housing were based on Appendix G of the State CEQA Guidelines (14 CCR
15000 et seq.).
An impact related to population and housing was considered significant if it
would result in any of the conditions listed below.
POP-1: induce substantial population growth in an area, either directly (e.g., by
proposing new homes and businesses) or indirectly (e.g., through
extension of roads or other infrastructure);
POP-2: displace a substantial number of existing housing units, necessitating
the construction of replacement housing elsewhere; or
POP-3: displace a substantial number of people, necessitating the construction
of replacement housing elsewhere?
Impacts and Mitigation Measures
Threshold POP -I: Would the proposed project induce
substantial population growth in an area, either directly (e.g.,
by proposing new homes and businesses) or indirectly
(e.g., through extension of roads or other infrastructure)?
As described in Chapter 2, "Project Description," the project does not propose
specific development; instead, it is a planning document that would allow for
future land use changes within the plan area. Implementation of the project
would result in the introduction of three new zoning designations within the plan
area. The new single-family zoning designation, Residential Single-Family-4 (RS-
4), would permit lot sizes at a minimum of 2,500 square feet with a 35-foot height
limitation and would contribute approximately 204 dwelling units by 2030. The
predominantly commercial Mixed Use Commercial -Residential zone (MCR-1)
would allow a mix of residential, commercial, and office uses at a maximum
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building height of three stories and 50 feet, and would contribute approximately
704 new multi -family dwelling units by 2030. Finally, the predominantly
residential Mixed Use Commercial -Residential (Smart Growth Center) zone
(MCR-2) would also allow a mix of residential, commercial, and office uses at a
maximum building height of five stories and 65 feet, and would contribute a
maximum of 360 new multi -family dwelling units by 2030. Thus, the proposed
project would contribute a total of approximately 1,846 single- and multi -family
dwelling units by 2030. Considering National City's average household size of
3.46 persons per household, the project would contribute an estimated 6,384
residents to the City's total population over the next 20 years.
Furthermore, the proposed project would allow for the construction of new
commercial office and retail space within the MCR-1 and MCR-2 zones as well
as within the Limited Commercial (CL) zoning district (see Figure 2-4). An
estimated 669,140 gross square feet of new office space and 892,187 gross
square feet of new retail space would therefore be constructed over the next 20
years. No new industrial uses would be permitted by the Westside Specific Plan,
but industrial uses that met the Clean Industrial Criteria described in Chapter 2,
"Project Description," would be allowed within the commercial areas of CL,
MCR-1, and MCR-2.
Using SANDAG's estimate, the proposed project would contribute a total of
6,384 additional residents, or approximately 40 and 62% of the City's total
growth for the years 2020 and 2030, respectively. Consequently, the project
would contribute considerably to the City's estimated population growth over the
next 20 years. Table 3.8-5 presents the project's contribution to the City's
projected population growth.
Table 3.8-5. Population Trends and Expected Population Growth with Project
Year
Population
Numerical
Change
Percent
Change
Project
Contribution
Proportion
of Total (%)
2000
54,260
n/a
n%a
n/a
n/a
2008
61,194
6,934
13
n/a
n%a
2020
69,104
7,910
13
3,192
40
2030
74,241
5,137
7
3,192
62
Source: SANDAG 2008a
The project would also encourage the phase out of existing industrial polluters.
Strategies for amortizing uses that would no longer be permitted with the proposed
land use changes, primarily auto body shops and auto repair shops, are included in
the Westside Specific Plan. Due to the phasing out of established businesses,
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letters concerning the use of eminent domain' were received during the public
scoping process (Appendix A); however, the Westside Specific Plan does not
authorize eminent domain nor does it contain language designed to encourage its
use. Therefore, implementation of the project would not result in the use of
eminent domain to secure private property for public use.
As discussed above, the project proposes land use designations that encourage
mixed -use higher density residential uses along major streets while attempting to
preserve the single-family character within the interior neighborhoods. Thus, the
project would induce a substantial increase in population growth. However, the
proposed project includes implementing programs that would ensure consistency
with the National City General Plan and establishes development standards, land -
use regulations, and design guidelines that require the compatibility of all
development with available public service and infrastructure requirements.
Future development projects under the Westside Specific Plan would incur
development impact fees for infrastructure upgrades. All physical impacts
related to growth as a result of the proposed project are addressed in the
applicable resource sections in this Draft EIR (e.g., utilities and public services,
air quality, traffic, etc).
Additionally, the project is in substantial conformance with the goals and policies
identified in the housing element of both SANDAG's RCP and National City's
General Plan, as listed above. The project would conform to the goals of both
the RCP and General Plan by encouraging the production of a wide variety of
new housing units. The project would be consistent with policy 6 of the RCP and
policies 1.3, 2.1, 3.1, 3.2, 4.1, and 4.3 of the City's General Plan Housing
Element by preserving the existing housing stock and promoting an enhancement
and increase in future housing that is affordable and of high quality. The project
would be consistent with RCP policy 8 and Housing Element policies 3.4 and 4.8
by promoting a higher rate of home ownership. The project would achieve the
objectives of RCP policies 1, 7, and 9 and Housing Element policies 4.4, 4.9,
4.13, and 4.15 by providing both single- and multi -family dwelling units and
allowing mixed -use development. Additionally, the zoning designations
proposed by the Westside Specific Plan would ensure that an adequate supply of
land is zoned for residential development. Finally, the project would achieve the
smart growth objectives described in RCP policy 2 and Housing Element policy
6.1 by supporting the construction of more livable, mixed -use neighborhoods that
promote energy conservation and provide services in close proximity to transit
opportunities. So, although the proposed project would induce substantial
population growth, it would be in substantial conformance with the projected
population growth and housing stock needs identified in the City's General Plan
Housing Element and SANDAG's RCP.
Eminent domain is an exercise of the power of government or quasi -government agencies (such as airport
authorities, highway commissions, community development agencies, and utility companies) to take private
property for public use. Sometimes these entities may propose to use their eminent domain authority to take public
housing property (HUD 2009).
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Impact Determination
The land use designations proposed in the Westside Specific Plan would induce a
substantial increase in population growth through new land -use regulations
permitting additional single-family, multi -family, and mixed -use commercial -
residential development in the plan area. However, the project includes
implementing programs that ensure consistency with the General Plan and
establishes development standards, land -use regulations, and design guidelines
that require the compatibility of all development with available public service
and infrastructure requirements. Additionally, the project is in substantial
conformance with the RCP and General Plan. No additional significant physical
impacts related to a substantial growth in the area would occur that are not
already analyzed in the applicable resource sections (e.g., Section 3.1, "Traffic,"
Section 3.2, "Air Quality," Section 3.10, "Utilities and Public Services," etc).
Impacts would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold POP-1 would be less than significant.
Threshold POP-2: Would the proposed project displace a
substantial number of existing housing units, necessitating
the construction of replacement housing elsewhere?
The proposed project is a planning document allowing for future land use
changes within the plan area. Since one of the main objectives of the Westside
Specific Plan is to return the Westside community to its earlier residential
beginnings, emphasis is placed on preserving the single-family character in the
internal neighborhoods, providing mixed -use commercial -residential along major
streets, and phasing out existing industrial polluters. Furthermore, the proposed
project would potentially remove between 25 and 30 residences within the
proposed MCR-2 zone if the existing residential area were to be redeveloped.
However, existing homeowners in this area would have an opportunity to take
part in the redevelopment effort (TAP findings, pg. 18). At buildout, the project
would construct 204 single-family homes in the RS-4 zone, 704 multi -family
units in the MCR-1 zone, and 938 multi -family units in the MCR-2 zone. Thus,
the proposed project would increase the number of dwelling units within the plan
area from 421 to a total of 1,846. Sufficient housing would be available at the
site for existing and future demands. No replacement housing would be required
off site.
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3.8 Population and Housing
As shown in Table 3.8-6, the proposed project would contribute a total of 1,846
single- and multi -family dwelling units by the year 2030. This means that the
proposed project would contribute approximately 49% of the City's newly
constructed dwelling units over the next 20 years.
Table 3.8-6. Housing Characteristics and Growth Forecasts with Project
Year
Single-
Family
Detached
Single -Family
Multiple Unit
Multi-
Family Unit
Mobile
Home
Total
Units
Percent
Change
(%)
2008 (Existing)
5,629
3,162
6,587
359
15,737
N/A
2020
N/A
N/A
N/A
N/A
18,481a
17
2030
N/A
N/A
N/A
N/A
19,108a
3
Project Contribution
through 2030
204
N/A
1,642b
N/A
1,846
a 2020 and 2030 projections include the proposed project.
b Total multi -family units include MCR-1 and MCR-2 zones
Source: SANDAG 2008a, 2008b
Impact Determination
The proposed project would increase the number of single- and multi -family
dwelling units within the plan area from 421 to a total of 1,846. No replacement
housing would be required off site. No impact would occur.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impacts related to Threshold POP-2 would occur.
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Threshold POP-3: Would the proposed project displace a
substantial number of people, necessitating the construction
of replacement housing elsewhere?
Currently, the plan area contains approximately 1,457 residents that are housed
within the 421 single- and multi -family dwelling units. As explained above, the
project has the potential to remove between 25 and 30 residences housing
between 86 and 297 persons. However, the proposed project would allow for the
construction of 1,846 additional single- and multi -family dwelling units, which
would increase the population within the plan area from 1,457 to an estimated of
6,384 residents. Therefore, the proposed project would not displace a substantial
number of people, but rather encourage new residents through land use policies
that would emphasize the residential neighborhood character.
Impact Determination
The proposed project would not displace a substantial number of people, but
rather encourage new residents through land use policies that would emphasize
the residential neighborhood character. No impact would occur.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impact related to Threshold POP-3 would occur.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts would result from the
implementation of the proposed project.
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Section 3.9
Hazards and Hazardous Materials
Section 3.9
Hazards and Hazardous Materials
Introduction
This section addresses hazards and hazardous materials, describing existing
hazardous conditions, identifying applicable regulations, and discussing the
impacts associated with existing hazards and hazardous materials on sensitive
receptors associated with the proposed project. For impacts related to health
risks from air contaminants refer to Section 3.2, "Air Quality."
An area -wide inventory of possible Brownfield' properties located in the plan
area was completed on November 8, 2007. Appendix G of this EIR reports the
results of that inventory, and was completed in accordance with National City's
Brownfields Assessment Grant received from the EPA in 2007.
Existing Conditions
The existing project site contains 142 industrial uses that may use, store,
transport, and dispose of hazardous materials, many of which are auto -related.
Over time many of the industrial uses have resulted in soil and groundwater
contamination. In addition these hazardous material conditions, hazards
associated with airport takeoff/landing zones are considered in context with the
plan area. The following discussion documents existing conditions as they relate
to hazards and hazardous materials and other hazards.
Hazardous Materials
In May 2007, the National City Community Development Corporation received a
Brownfields Assessment Grant (Grant No BF 00995201) from the EPA to
conduct an area -wide environmental assessment of the Westside Neighborhood.
The assessment set out to identity two main constraints: (1) the extent of known
underground storage tanks (USTs), landfills, hazardous waste generation or
treatment, storage and disposal facilities, and subsurface contamination, and (2)
A Brownfield property is, "real property, the expansion, redevelopment, or reuse of which may be complicated by
the presence or potential presence of a hazardous substance, pollutant, or contaminant."
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to complete an inventory of businesses located within the Westside community
that potentially use, handle, store, or generate hazardous materials/wastes in an
effort to assess the environmental condition of properties therein. The plan area
contains 142 industrial uses, many of which are auto -related, that over time have
resulted in soil and groundwater contamination.
Project Site Inventory of Hazardous Material Uses
An area -wide inventory of properties and/or businesses located within the plan
area that use, handle, store, or generate hazardous materials or that are suspected
of doing so, as well as properties or businesses with known hazardous materials
violations, was conducted in November 2007. Properties and/or businesses that
pose an existing or future contamination threat to the environment are listed in
Table 3.9-1.
Table 3.9-1. Summary of Existing or Potential Hazardous Sites by Category
Description
Number of
Properties
Businesses known or suspected to use, handle, store,
or generate hazardous substances
Auto repair businesses that are known or suspected to use, handle,
store, or generate hazardous substances
39
Non -auto repair businesses known or suspected to use, handle,
store, or generate hazardous substances
6
Properties with known releases of hazardous substances or violations
Properties with known releases of hazardous substances and/or
regulatory violations
6
Non-residential properties with limited data of potential releases of
hazardous substances
89
Businesses with known releases of hazardous substances or violations
Auto repair businesses with known releases of hazardous
substances or violations
13
Non -Auto related businesses with known releases of hazardous
substances or violations
1
Proprieties under regulatory enforcement actions
Proprieties under regulatory enforcement actions
2
Source: Essentia 2007
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Hazardous Materials Record Search
As part of the effort to create an area -wide inventory, an Environmental Database
Resources (EDR) DataMap Environmental Atlas regulatory database report was
prepared. In total, 69 federal, state, and local databases were searched. Table
3.9-2 identifies the databases containing addresses of sites with documented
cases of contamination or hazardous materials violations. In many instances, an
individual case is listed in more than one database.
Table 3.9-2. Environmental Database List Summary
Name
Description
Number of
Listed Sites
CERC-NFRAP
Deleted CERCLISa Sites
1
RCRA Lg. Quan. Gen.
RCRAb Large -Quantity Generator
2
RCRA Sm. Quan. Gen.
RCRA Small -Quantity Generator
31
ERNS
Emergency Response Notification System
1
FINDS
Facility Index System
40
DOD
Department of Defense Sites
1
U.S. BROWNFIELDS
A Listing of Brownfields Sites
1
IRIS
Toxic Chemical Release Inventory System
1
FTTS
Administrative Cases and Pesticide
Enforcement Action
1
HIST FTTS
FIFRA°/TSCAd Tracking System
1
CA WDS
California Water Resources Control
Board —Waste Discharge System
6
CORTESE
California Environmental Protection
Agency/Office of Emergency Information
10
LUST
Leaking Underground Storage Tanks
21
UST
Underground Storage Tank
3
HIST UST
Historical UST Registered Database
7
AST
Aboveground Storage Tank
1
SWEEPS UST
Statewide Environmental Evaluation and
Planning System USTs
13
CHMIRS
California Hazardous Material Incident
Report System
1
DRYCLEANERS
Drycleaner-Related Facilities
1
EMI
Emissions Inventory Data
11
ENVIROSTOR
DTSCe Site Mitigation and Brownfields
1
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3.9 Hazards and Hazardous Materials
Name
Description
Number of
Listed Sites
Reuse Program (SMBRP)
HAZNET
DTSC list of sites that generated hazardous
waste manifests
99
HMMD
San Diego County Hazardous Materials
Management Division Database
147
SD SAM
San Diego County Site Assessment
Mitigation
12
Total Listings
412
Notes:
a CERCLIS = Comprehensive Environmental Response, Compensation, and. Liability
Information System
b RCRA = Resource Conservation and Recovery Act
e FIFRA = Federal Insecticide, Fungicide, and Rodenticide Act
d TSCA = Toxic Substances Control Act
e DTSC = Department of Toxic Substances Control
Source: Essentia 2008
Potential Airport Facility Hazards
In addition to existing hazards associated with the use, storage, transport, and
disposal of hazardous materials, nearby operational hazards associated with
airports must also be considered as part of the existing conditions. Project sites
that are located in flight paths or takeoff/landing zones could be exposed to a
higher potential for aircraft accidents or may interfere with current airport
operations.
Airports in the vicinity of the plan area include Naval Air Station, North Island,
which is located approximately 6 miles to the northwest. The nearest public
airport, the San Diego International Airport —Lindbergh Field, is also located
approximately 6 miles northwest of the plan area. The Imperial Beach Airport is
approximately 10 miles to the south. The plan area is not located within the
boundaries of an airport land use plan (ALUP) or within 2 miles of a public
airport or public use airport, and is outside takeoff/landing hazard zones.
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Regulatory Setting
Federal
Resource Conservation and Recovery Act of 1976
(42 USC 6901-6987)
The Resource Conservation and Recovery Act of 1976 (RCRA) was established
to protect human health and the environment, reduce waste, conserve energy and
natural resources, and eliminate the generation of hazardous waste. The
Hazardous and Solid Waste Amendments of 1984 significantly expanded the
scope of RCRA by adding new corrective action requirements, land disposal
restrictions, and technical requirements. The corresponding regulations in
40 CFR 260-299 provide the general framework for managing hazardous waste,
such as requirements for entities that generate, store, transport, treat, and dispose
of hazardous waste, including any such activities associated with the proposed
project.
Department of Transportation Hazardous
Materials Regulations (49 CFR 100-185)
Department of Transportation (DOT) Hazardous Materials Regulations cover all
aspects of hazardous materials' packaging, handling, and transportation.
Parts 107 (Hazard Materials Program), 130 (Oil Spill Prevention and Response),
172 (Emergency Response), 173 (Packaging Requirements), 177 (Highway
Transportation), 178 (Packaging Specifications), and 180 (Packaging
Maintenance) would all apply to the proposed project and/or surrounding
operational activities.
Other Federal Requirements
In addition to the regulations mentioned above, the use, storage, transportation,
generation, and disposal of hazardous substances in the United States are subject
to the following regulations:
• Superfund Amendments and Reauthorization Act Title III
• Comprehensive Environmental Response, Compensation, and Liability Act
• Federal Water Pollution Control Act
• Safe Drinking Water Act
• Clean Air Act
• Toxic Substances Control Act
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State
• Occupational Safety and Health Act
Hazardous Waste Control Law (California Health
and Safety Code, Division 20, Chapter 6.5)
The California EPA (Cal/EPA) DTSC is authorized by the federal EPA to
enforce and implement federal hazardous materials laws and regulations. Most
state hazardous materials regulations are contained in Title 22 of the CCRs.
DTSC provides cleanup and action levels for subsurface contamination; these
levels are equal to, or more restrictive than, federal levels. DTSC acts as the lead
agency for some soil and groundwater cleanup projects, and has developed land
disposal restrictions and treatment standards for hazardous waste disposal in
California.
DTSC is responsible for the enforcement of the Hazardous Waste Control Law,
which implements the federal RCRA cradle -to -grave waste management system
in California. California hazardous waste regulations can be found in 22 CCR
4.5, "Environmental Health Standards for the Management of Hazardous
Wastes."
Hazardous Material Release Response Plans and
Inventory Law (California Health and Safety Code,
Chapter 6.6)
California's right -to -know law requires businesses to develop a Hazardous
Material Management Plan or a business plan for hazardous materials
emergencies if they handle more than 500 pounds, 55 gallons, or 200 cubic feet
of hazardous materials. In addition, the business plan would include an inventory
of all hazardous materials stored or handled at the facility above these thresholds.
This law is designed to reduce the occurrence and severity of hazardous materials
releases.
The Hazardous Materials Management Plan or business plan must be submitted
to the Certified Unified Program Agency (CUPA), which, in this case, is the
County Department of Environmental Health's (DEH's) Hazardous Materials
Division (HMD). The HMD inspects businesses or facilities that handle or store
hazardous materials, generate hazardous waste, generate medical waste, and own
or operate underground storage tanks. The HMD also administers the California
Accidental Release Prevention Program (CaIARP) and the Aboveground
Petroleum Storage Act Program, and provides specialized instruction to small
businesses through its Pollution Prevention Specialist. The state has integrated
the federal Emergency Planning and Community Right -to -Know Act (EPCRA)
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reporting requirements into this law. Once a facility is in compliance with the
local administering agency requirements, submittals to other agencies are not
required.
California Labor Code (Division 5; Parts 1, 6, 7,
and 7.5)
The California Labor Code is a collection of regulations that include regulation
of the workplace to assure appropriate training is given on the use and handling
of hazardous materials; as well as the operation of equipment and machines that
use, store, transport, or dispose of hazardous materials. Division 5, Part 1,
Chapter 2.5 ensures that employees in charge of handling hazardous materials are
appropriately trained and are knowledgeable about the materials they handle.
Division 5, Part 6 governs the operation and care of hazardous material storage
tanks and boilers. Division 5, Part 7 ensures that employees who work with
volatile flammable liquids are outfitted in appropriate safety gear and clothing.
Division 5, Part 7.5, otherwise referred to as the California Refinery and
Chemical Plant Worker Safety Act of 1990, was enacted to prevent or minimize
the consequences of catastrophic releases of toxic, flammable, or explosive
chemicals.
California Code of Regulations, Title 8—Industrial
Relations
Occupational safety standards exist in federal and state laws to minimize worker
safety risks from both physical and chemical hazards in the workplace. The
California Division of Occupational Safety and Health (Cal/OSHA) and the
federal OSHA are the agencies responsible for assuring worker safety in the
workplace. Cal/OSHA assumes primary responsibility for developing and
enforcing standards for safe workplaces and work practices. These standards
would be applicable during both construction and operation of a project.
Regulations enforced through Cal/OSHA pertaining to asbestos -containing
material, liquefied petroleum gas, storage tanks, and boilers are listed in 8 CCR
3.2.
Other State Requirements
California regulates the management of hazardous wastes through Health and
Safety Code Section 25100 et seq.; 22 CCR 4.5 ("Environmental Health
Standards for the Management of Hazardous Wastes"); and 26 CCR ("Toxics").
The state regulates air particulates during construction, demolition, and operation
through the San Diego Air Pollution Control District rules.
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Local
The DTSC and the RWQCB have jurisdiction over the cleanup of any released
hazardous materials. If hazardous materials were encountered in association with
redevelopment or development of a piece of property, site characterization,
cleanup plans, and removal and disposal of materials would have to be approved
by and completed in compliance with DTSC or RWQCB requirements and laws
prior to the issuance of any demolition, grading or building permits.
National City General Plan
Public Services and Facilities Element
The Public Services and Facilities Element of the City's General Plan establishes
a basic framework of proposed policies to maintain and improve basic services
sufficiently in order to preserve a safe environment, accommodating present
demands and future development provided for in the General Plan. The Public
Services and Facilities Element policies and programs are organized according to
the following categories:
• Recreation
• Transportation and Circulation
• Public Safety
• Other Services and Facilities
Policies applicable to the proposed project are listed below.
Public Safety
W. The City will coordinate with the County and other agencies regarding
disaster preparedness planning, to ensure the health and safety of residents
during an emergency.
X. The City will continue to encourage volunteer programs and community
involvement to support public safety departments' efforts toward
improving the safety of City residents and reducing criminal activity.
AA. Fire safety programs and planning will be strengthened in National City,
regarding development standards and fire protection services.
BB. The presence of hazardous materials in National City will be monitored to
protect the health and safety of City residents.
CC. The City will continue to coordinate with other local as well as regional,
State and Federal agencies to address hazardous materials problems.
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DD. The City will encourage educational efforts to reduce risk from use, storage
and production of hazardous materials in the home as well as the
workplace.
EE. The City will continue to encourage citizen participation in responding to
proposals for hazardous materials facilities.
FF. The City will give attention to maintaining and improving emergency and
pre -hospital medical services available to National City residents.
2005-2010 Housing Element
The Housing Element of the National City General Plan provides the City with a
coordinated and comprehensive strategy for promoting the production of safe,
decent, and affordable housing within the community. Goals and policies
applicable to the proposed project are as follows:
Housing Goal 1
Maintain and enhance the quality of existing residential neighborhoods in
National City.
Policy 1.3: Improve the conditions of existing housing by continuing to provide
assistance for housing rehabilitation and home improvement.
Housing Program 7
The Housing Element's goals and policies address the City's identified housing
needs and are implemented through a series of housing programs. Housing
Program 7 within the Preservation and Maintenance of Existing Housing section
includes the Lead Hazard Control Program designed to reduce the lead hazards in
residential units. A coordinated effort between the City, the Metropolitan Area
Advisory Committee, and the Environmental Health Coalition provides funds for
training of staff for the protection and/or removal of lead -based paint. Trained
staff would assist households who utilize the Home Improvement Loan Program,
Rental Unit Rehabilitation Program, and the Mobile Home Rehabilitation
Program. In addition, personnel from the City's Building and Safety Department
would be trained to identify lead -based paint hazards and correct deficiencies in
rental units under the Code Enforcement Pilot Program.
Local Regulatory Agencies
As discussed above, the San Diego County DEH HMD is the local Certified
Uniform Program Agency. The San Diego Air Pollution District (SDAPCD), in
conjunction with the California Air Resources Board (CARB), is responsible for
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developing and implementing rules and regulations regarding air toxics on a
regional level. The SDAPCD establishes permitting requirements, inspects
emission sources, and enforces measures through fines or educational programs.
In addition, the City of National City General Plan, Land Use Code, and
Redevelopment Plan for the National City Redevelopment Project direct and
regulate land use and development in the plan area.
Impact Analysis
Typically impact analyses look at the degree to which a proposed project would
impact the existing environment. However, an impact analysis for hazards and
hazardous materials also considers how existing environmental conditions might
have an adverse effect on a proposed project's implementation.
Thresholds of Significance
Criteria for determining the significance of impacts related to hazards and
hazardous materials were based on Appendix G of the State CEQA Guidelines
(14 CCR 15000 et seq.). A project -related impact related to hazards and
hazardous materials would be considered significant if it would result in any of
the conditions listed below.
HAZ-1: create a significant hazard to the public or the environment through the
routine transport, use, or disposal of hazardous materials;
HAZ-2: create a significant hazard to the public or the environment through
reasonably foreseeable upset and accident conditions involving the
release of hazardous materials into the environment;
HAZ-3: emit hazardous emissions or handle hazardous or acutely hazardous
materials, substances, or waste within one -quarter mile of an existing
or proposed school;
HAZ-4: be located on a site which is included on a list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5 and, as a
result, would create a significant hazard to the public or the
environment;
HAZ-5: for a project located within an airport land use plan or, where such a
plan has not been adopted, within 2 miles of a public airport or public
use airport, would the project result in a safety hazard for people
residing or working in the project area;
HAZ-6: for a project within the vicinity of a private airstrip, would the project
result in a safety hazard for people residing or working in the project
area;
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HAZ-7: impair implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan; or
HAZ-8: expose people or structures to a significant risk of loss, injury, or death
involving wildland fires, including where wildlands are adjacent to
urbanized areas or where residences are intermixed with wildlands.
Impacts and Mitigation Measures
Threshold HAZ-1: Would the proposed project create a
significant hazard to the public or the environment through the
routine transport, use, or disposal of hazardous materials?
The proposed project emphasizes the gradual removal of existing industrial uses
that do not conform to the Westside Specific Plan land use guidelines and Land
Use Code rezoning. New industrial uses that would be allowed would only be
allowed if they meet the City's Municipal Code Section 18.108 and 18.108.100
(Substitution of Non -Conforming Uses). However, overlap between existing
industrial businesses and new projects being implemented under the proposed
project would mean new development would be placed proximate to businesses
which routinely transport, use, or dispose of hazardous materials.
As documented in Table 3.9-1 above, existing businesses or properties which
use, transport, store, and/or generate hazardous materials are interspersed
throughout the project site. However, federal, state, and local regulatory
agencies that regulate and oversee the storage, use, transport, and/or disposal of
hazardous materials have permitting inspection authority over such existing
businesses and properties. Therefore, these existing laws and regulations, along
with oversight by the regulatory agencies that identify hazard and fire risk and
respond to releases of hazardous substances, would be considered adequate to
reduce potential impacts that may exist with the use, transport, storage, and
disposal of hazardous materials within the proposed project site to a level
considered less than significant.
Specific regulatory agencies that regulate and oversee the storage, use, transport,
and/or disposal of hazardous materials include but are not limited to: EPA,
Cal/EPA (i.e., DTSC, SWRCB, CARD, and California Integrated Waste
Management Board [CIWMB]), Caltrans, San Diego County DEH, and the
National City Fire Department.
Impact Determination
Businesses or properties which use, transport, store, and dispose of hazardous
materials exist within the plan area. However, existing laws and regulations
enforced by federal, state, and local agencies ensure such businesses and
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properties abide by all safety laws. Because compliance with these laws and
regulations is mandatory, impacts associated with the transport, use, or disposal
of hazardous materials would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold HAZ-1 would be less than significant.
Threshold HAZ-2: Would the proposed project create a
significant hazard to the public or the environment through
reasonably foreseeable upset and accident conditions
involving the release of hazardous materials into the
environment?
The hazardous materials record search (see "Existing Conditions) confirmed that
historical industrial and commercial uses in the plan area have resulted in soil
and groundwater contamination. Although existing industrial uses would be
removed from the Westside Specific Plan area over time, and new industrial uses
would not be permitted if the proposed project is approved, redevelopment of
existing contaminated sites would potentially pose a significant hazard to the
public or environment through reasonably foreseeable upset and accident
conditions involving the release of hazardous materials into the environment.
Therefore, because the project would promote the redevelopment of parcels
within the plan area, several of which have been subject to contamination,
impacts from the redevelopment of such parcels would potentially result in a
significant impact during grading, trenching, and general construction.
Mitigation is required.
Impact Determination
Impact HAZ-1: Future redevelopment within the plan area permitted by the
proposed project on, adjacent to, or nearby property with known or suspected
contaminated soil, soil gas, and/or groundwater would result in a significant
impact on workers and nearby receptors (e.g., residents and employees of other
businesses) during construction activities. Impacts related to Threshold HAZ-2
would be significant.
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City of National City 3.9 Hazards and Hazardous Materials
E
Mitigation Measures
MM HAZ-1: Phase I Environmental Site Assessment. Prior to future project
approvals, a Phase I Environmental Site Assessment (ESA) shall be completed
for the project site proposed for redevelopment if the site has historically used or
stored hazardous materials or if the site is within 1,000 feet of a site that has
historically used or stored hazardous materials. The Phase I ESA shall include a
comprehensive records search, consideration of historical information, onsite
evidence of hazardous material use, storage, or disposal, and a recommendation
as to whether a Phase II soil testing and chemical analysis is required.
MM HAZ-2: Phase II Environmental Site Assessment. If mitigation measure
MM HAZ-1 requires a Phase II ESA, the Phase II ESA shall include, but not be
limited to the following:
• A work plan that includes the number and locations of proposed
soil/monitoring wells, sampling intervals, drilling and sampling methods,
analytical methods, sampling rationale, site geohydrology, field screening
methods, quality control/quality assurance, and reporting methods. Where
appropriate, the work plan is approved by a regulatory agency such as the
DTSC, RWQCB, or County HMD.
• A site -specific health and safety plan signed by a Certified Industrial
Hygienist.
• Necessary permits for encroachment, boring completion, and well
installation.
• Sampling program (fieldwork) in accordance with the work plan and health
and safety plan. Fieldwork is completed under the supervision of a State of
California registered geologist.
• Hazardous materials testing through a state -certified laboratory.
• Documentation including a description of filed procedures, boring logs/well
construction diagrams, tabulations of analytical results, cross -sections, an
evaluation of the levels and extent of contaminants found, and conclusions
and recommendations regarding the environmental condition of the site and
the need for further assessment. A remedial action plan will be developed as
determined necessary by the Principal Investigator. Contaminated
groundwater will generally be handled through the NPDES/dewatering
process.
• Disposal process including transport by a state -certified hazardous material
hauler to a state -certified disposal or recycling facility licensed to accept and
treat the identified type of waste.
MM HAZ-3: Compliance with Local, State, and Federal Laws and
Regulations (Phase III). In the event hazardous materials are determined to be
present, the property owner, developer, or responsible party shall be required to
contact the local CUPA or applicable regulatory agency to oversee the
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City of National City 3.9 Hazards and Hazardous Materials
remediation of the property in compliance with all applicable local, county, state,
and federal laws. The property owner, developer, or responsible party shall be
responsible for funding or securing funding for the site remediation and shall
provide proof to the City that the site contaminants have been properly removed
in compliance with all applicable laws and regulations prior to project
development.
Residual Impacts
With the implementation of mitigation measures MM HAZ-1, MM HAZ-2, and
MM HAZ-3, impacts related to Impact HAZ-1 would be less than significant.
Threshold HAZ-3: Would the proposed project emit hazardous
emissions or handle hazardous or acutely hazardous
materials, substances, or waste within one -quarter mile of an
existing or proposed school?
There are several educational facilities within or near the Westside Specific Plan:
• Kimball Elementary School (a public school serving approximately 500
students)
• Manuel Portillo Youth Center (offers adult education classes through the
National City Adult School)
■ Saint Anthony's Church (offers after -school programs)
• National City Middle School (located approximately 1/4-mile east of the plan
area at 1701 D Avenue)
Proposed land uses, including the implementation of new uses that comply with
the acceptable land uses or acceptable substitution of non -conforming land uses
(Municipal Code Section 18.108 and 18.108.100) would not permit new
industrial uses that might emit or handle hazardous or acutely hazardous
materials. However, new development allowed by the proposed project could
occur on currently contaminated sites and trigger further release of hazardous
materials by causing the lateral spread of contaminated soils or groundwater
during ground disturbance. Such spreading could impact existing schools within
the plan area.
To ensure construction activities do not cause an expansion of site contamination,
mitigation measures MM HAZ-1 and MM HAZ-2 would be required to identify
parcels that may be contaminated. Implementing mitigation measures MM
HAZ-1, MM HAZ-2, and MM HAZ-3 would ensure that impacts from existing
contaminated sites do not spread to schools within the plan area or within 'A mile
of its boundary.
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Impact Determination
Impact HAZ-2: New development allowed by the proposed project could occur
on currently contaminated sites and trigger further release of hazardous materials
by causing the lateral spread of contaminated soils or groundwater during ground
disturbance. Such spreading could impact existing schools within the plan area.
Impacts would be significant. Impacts related to Threshold HAZ-3 would be
significant.
Mitigation Measures
Implement mitigation measures MM HAZ-1, MM HAZ-2, and MM HAZ-3.
Residual Impacts
After implementation of mitigation measures MM HAZ-1, MM HAZ-2, and MM
HAZ-3, impacts related to Impact HAZ-2 would be less than significant.
Threshold HAZ-4: Is the proposed project located on a site
which is included on a list of hazardous materials sites
compiled pursuant to Government Code Section 65962.5 and,
as a result, would it create a significant hazard to the public or
the environment?
The plan area contains properties that have known soil and/or groundwater
contamination because of historical and current industrial uses. However, no
sites within the plan area are located on the "Cortese" list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5. Table 3.9-1 lists
all the hazardous materials violations and releases that have occurred within the
plan area.
Impact Determination
No contaminated sites within the project site are listed on Government Code
Section 65962.5. Impacts related to existing site contamination are addressed
under Threshold HAZ-2. Therefore, impacts related to Threshold HAZ-4 would
be less than significant.
Mitigation Measures
No mitigation is required.
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City of National City 3.9 Hazards and Hazardous Materials
Residual Impacts
Impacts related to Threshold HAZ-4 would be less than significant.
Threshold HAZ-5: Is the proposed project located within an
airport land use plan or, where such a plan has not been
adopted, within 2 miles of a public airport or public use airport,
and, if so, would the project result in a safety hazard for
people residing or working in the project area?
The nearest public airport, the San Diego International Airport —Lindbergh
Field, is located approximately 6 miles northwest of the plan area. The Imperial
Beach Airport is approximately 10 miles to its south. The plan area is not located
within the boundaries of an ALUP or within 2 miles of a public airport or public
use airport. People residing and working in the plan area would not be exposed
to a safety hazard from airport operations.
Impact Determination
The project site is not located within the boundaries of an ALUP or within 2
miles of a public airport or public use airport. Therefore, the proposed project
would not result in a safety hazard from airport operations for people residing or
working within the plan area.
Mitigation Measures
Mitigation is not required.
Residual Impacts
Impacts related to Threshold HAZ-5 would be less than significant.
Threshold HAZ-6: Is the proposed project located within the
vicinity of a private airstrip, and, if so, would it result in a
safety hazard for people residing or working in the project
area?
Naval Air Station, North Island is located approximately 6 miles from the plan
area and proposed project is not within its runway hazard zone. There are no
other private airstrips within or nearby the plan area.
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City of National City 3.9 Hazards and Hazardous Materials
Impact Determination
The plan area is not within Naval Air Station, North Island's runway hazard zone
or its direct flight path. Thus, the proposed project would not result in a safety
hazard from private airstrip operations for people residing or working within the
plan area.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold HAZ-6 would be less than significant.
Threshold HAZ-7: Would the proposed project impair
implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan?
The City has a draft emergency evacuation plan and is working with the county
office of Emergency Preparedness to complete the plan for adoption in the Spring
of 2010 The goals, policies, and implementation measures regarding public
safety and emergency preparedness identified in the City's General Plan provide
guidelines aimed at maintaining and improving basic services in order to
preserve a safe environment, accommodating present demands and future
development provided for in the General Plan. Public Safety Policy W, as
identified above, requires the City to coordinate with the County and other
agencies regarding disaster preparedness planning, to ensure the health and safety
of residents during an emergency. The proposed Westside Specific Plan contains
goals, guidelines, and implementing programs to direct future development and
public improvement consistent with the National City General Plan. Therefore,
the Westside Specific Plan's consistency with the City's General Plan would
ensure that the proposed project does not interfere with established emergency
policies.
Impact Determination
The proposed Westside Specific Plan provides land use development regulations
that would ensure that construction projects contemplated for the plan area are
implemented with the approval of emergency response providers and would not
interfere with adopted emergency response or emergency evacuation plans.
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City of National City 3.9 Hazards and Hazardous Materials
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold HAZ-7 would be less than significant.
Threshold HAZ-8: Would the proposed project expose people
or structures to a significant risk of loss, injury, or death
involving wildland fires, including where wildlands are
adjacent to urbanized areas or where residences are
intermixed with wildlands?
The plan area is located in an urban setting in the western portion of National
City. There is no risk of loss, injury, or death involving wildland fires.
Impact Determination
The proposed project is not located in an area susceptible to wildland fires.
Therefore, the proposed Project would not expose people or structures to a
significant risk of loss, injury, or death involving wildland fires.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold HAZ-8 would be less than significant.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts from hazards and hazardous
materials would result from the implementation of the proposed project.
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ICF J&S 440.08
Section 3.10
Utilities and Public Services
Section 3.10
Utilities and Public Services
Introduction
The following section discusses the existing condition of utility systems (i.e.
water, wastewater, solid waste, stormwater infrastructure, electricity, natural gas,
and other service systems) and public services (fire protection, emergency
medical services, police protection, schools, parks, and libraries) within the plan
area as well as the applicable regulations that govern their use, distribution, and
performance. The section then analyzes any physical impacts on utilities and
public services that would result if the proposed project were implemented,
proposes mitigation to reduce any identified impacts to a level less than
significant, and discusses any significant and unavoidable adverse impacts.
A water supply assessment (WSA) for the proposed project was prepared by
Sweetwater Authority and is included in this EIR as Appendix H. Results from
the assessment are summarized in the analysis below. Also, as part of the
environmental analysis, utility and service providers were contacted to help
determine the effects of the proposed project on existing facilities and service
performance.
Existing Conditions
For the proposed project, the existing utilities and public services setting is the
100-acre plan area. Currently services area provided for 421 dwelling units
(single- and multi -family) with approximately 1,457 residents, 142 industrial
uses, and 17 commercial uses.
Each service and utility is described in further detail below to understand the
current provisions for service and to discuss planning efforts to accommodate
growth associated with the proposed project. Table 3.10-1 identifies the service
providers for the plan area.
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3.10 Utilities and Public Services
Utilities
E
Table 3.10-1. Service Providers
Service
Provider
Wastewater
National City Public Works
Water
Sweetwater Authority
Solid Waste
Escondido Disposal Inc. (EDCO)
Stormwater
National City Department of Public Works
Electricity
San Diego Gas and Electric (SDG&E)
Natural Gas
SDG&E
Telecommunication
AT&T
Fire Protection and Emergency
Services
National City Fire Department
Police Protection
National City Police Department
Schools
National City School District
Parks and Recreational
Facilities
National City Community Services Department
Libraries
National City Public Library
Wastewater
The plan area is served by the City's Public Works, which operates the local
sewer lines connected to the City of San Diego Metropolitan Wastewater
Department (Metro) treatment services. By agreement, the City has capacity in
the San Diego South Metro Interceptor Sewer line for up to 7.5 million gallons
per day (mgd) of wastewater. As of first quarter 2006, the City generated
approximately 5.04 mgd of wastewater to Metro (IEC 2006).
The San Diego South Metro Interceptor Sewer flows to the South Bay Water
Reclamation Plant (SBWRP), which is located at the intersection of Dairy Mart
and Monument Roads in the Tijuana River Valley. The plant relieves the South
Metro Sewer Interceptor System and provides local wastewater treatment
services and reclaimed water to the South Bay. The plant opened in May 2002,
and has a wastewater treatment capacity of 15 mgd (City of San Diego 2008a).
The plant currently operates at 5.238 mgd, or 35% capacity (Smith, pers. comm.).
Westside Specific Plan November 2009
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City of National City 3.10 Utilities and Public Services
The Metro sewage system serves the Greater San Diego area's population of 2.2
million from 16 cities and districts generating approximately 180 mgd of
wastewater. Planned improvements will increase wastewater treatment capacity
to serve an estimated population of 2.9 million through 2050 (City of San Diego
2008b).
Water
The Sweetwater Authority currently provides water service to the residents,
public, and light -industrial uses of the plan area. Major existing water lines
serving the plan area are located in the National City Boulevard, Wilson Avenue,
Plaza Boulevard, West 12`'' Street, West 16t Street, West 22nd Street, and Mile of
Cars Way corridors.
The Sweetwater Authority service area covers 36.5 miles and provides water
service to a population of approximately 182,429 within the cities of National
City, San Diego, Chula Vista, and Bonita. The Sweetwater Authority service
area contains approximately 32,606 service connections including emergency
interconnections to three water agencies: the Otay Water District, the City of San
Diego, and the California American Water Company. At the present time, there
are no plans for expansion of the Sweetwater Service Area (WSA, Appendix H).
Water demand studies are performed annually by the Sweetwater Authority. The
WSA includes results from recorded and projected water demand in 5-year
increments with the most recent recorded data from 2005. For the purposes of
establishing a reliable baseline condition, the projected water demand for 2005
and 2010 is included (Table 3.10-2). As shown, demand reached 23,570 acre-
feet per year during the 2005 fiscal year and was projected to reach 24,969 acre-
feet in 2010.
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3.10 Utilities and Public Services
Table 3.10-2. Total Water Demand for the Sweetwater Authority Service Area,
2005 and 2010 (Acre-Feet/Year)
Water Use Sectors
Fiscal Year Ending
2005 2010
Residential
16,094
17,688
Commercial
4,407
4,733
Industrial
405
471
Public
1,897
2,200
Irrigation/Agriculture
31
51
Other
42
40
Unaccounted for Water
694
999
Estimated Conservation Savings
--
(1,212)
Total
23,570
24,969
Source: Appendix H
Solid Waste
Escondido Disposal Inc. (EDCO) provides solid waste collection and recycling
services to the City of National City. Solid waste from the plan area is disposed
of at the Otay Landfill, located in the City of Chula Vista, California. The Otay
Landfill has a daily permitted throughput of 5,830 tons per day (tpd); however,
Otay Landfill's average daily throughput is approximately 30 to 40% below the
permitted daily throughput. The City has a yearly throughput tonnage of 60,000,
approximately 165 tpd (Smith pers. comm.). In addition, the Otay Landfill has a
total permitted capacity of 62,377,974 cubic yards (cy), and a remaining capacity
of 33,070,879 cy. The Otay Landfill is expected to reach maximum capacity in
2021 and perhaps later due to recycling efforts.
Upon closure of the Otay Landfill, solid waste would be diverted to either
Gregory Canyon Landfill, Miramar Landfill, or Sycamore Canyon Landfill.
Gregory Canyon Landfill is scheduled to open within the next few years.
Miramar Landfill currently accepts solid waste and although anticipated to reach
capacity in 2015, is expected to complete an expansion that would increase
capacity to at least 2019. Sycamore Canyon Landfill will be expanding their
facilities; however, plans have not yet been approved. Additionally, should the
landfills within the County reach capacity, EDCO would divert solid waste to El
Centro, Riverside, or Orange County (Snyder pers. comm.).
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Stormwater Facilities
The City's Department of Public Works manages the local stormwater drainage
system. Major underground stormwater facilities are located within the plan area
within the Civic Center Drive, West 18th Street, West 19th Street, and West 24th
Street corridors. All of the lines, with the exception of Civic Center Drive,
connect to the Paradise Creek drainage. Water in this drainage is conveyed via
an underground channel to San Diego Bay by way of Paradise Marsh.
A limited storm sewer investigation prepared by PBS&J, entitled Sanitary Sewer
Master Plan and Storm Sewer Evaluation, April 2002, provides a general
overview of a small portion of the City's storm sewer conditions with
recommendations for the development of a Capital Improvement Program (CIP)
for the City's storm sewer system. PBS&J inspected and cleaned 20% of the
storm sewer system; however, no hydraulic analysis was performed. Based on
the results of the limited inspection, a proposed listing of storm sewer
rehabilitation was developed. Recommendations for the storm sewer system
included development of a storm sewer model and a CIP (PBS&J 2002:6-3).
Energy Services and Communication Systems
San Diego Gas and Electric (SDG&E) provides electrical power and natural gas
services to the County of San Diego, including the subject plan area. The plan
area is almost fully developed, and existing electrical and natural gas
infrastructure is well established. Electricity lines within the plan area are
located above ground. Substations and transmission lines exist within and
surround the plan area. Natural gas lines are located near the plan area and
would likely provide gas service for future development within the plan area.
AT&T provides telecommunications service to the City. AT&T is regulated by
the California Public Utilities Commission (CPUC) and mandated by the State
Public Utilities Code to provide telephone service throughout the State of
California. Communication lines are well established throughout the plan area
and connections from these lines serve onsite structures.
Public Services
Fire and Emergency Services
The National City Fire Department (NCFD) provides fire control, emergency
medical service, rescue, and fire prevention education to the plan area. NCFD
operates out of two stations: Station 34, located at 343 East 16th Street, and
Station 31, located at 2333 Euclid Avenue. The service area of the department
comprises approximately 9 square miles with 63,000 residents; NCFD also
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ICFJ&S 440.08
City of National City 3.10 Utilities and Public Services
provides fire and rescue services to the Lower Sweetwater Fire Protection
District (City 2008a).
Three divisions, consisting of 49 personnel, make up the NCFD: administration,
fire prevention, and operations. The Operations Division is comprised of 3
Battalion Chiefs, 9 Captains, 9 Engineers, 5 Firefighters/Paramedics, 14
Firefighters, and 1 Senior Office Assistant. The NCFD currently has 5
Firefighter/Paramedics and 2 Firefighters attending paramedic school.
Operations are staffed 24 hours a day, 7 days a week; they are the first responders
on all emergencies occurring in the City (City 2008b). According to the
Westside Specific Plan, the current response time for a service call to locations
within the plan area is 4 minutes or less.
Police Services
Police services are provided to the plan area by the National City Police
Department (NCPD), which has a station at 1200 National City Boulevard, at its
intersection with 12th Street. As of May 2008, NCPD has 92 sworn officers and
43 professional staff members serving approximately 59,000 residents in a 9
square mile area. NCPD is comprised of 6 divisions: patrol, investigations,
operations/support, volunteer programs, traffic, and administration (NCPD
2009). According to the Westside Specific Plan, the current response time for
police service to the plan area is less than 5 minutes.
Schools
National School District
The National School District serves the plan area. Kimball School is an
elementary school located within the plan area. In May of 2008, enrollment for
the district was 5,800 in kindergarten through 6th grade. Although the school
district's enrollment has declined from 6,700 in 2004, enrollment has recently
increased slightly.
Kimball School is located at 302 West 18th Street. Kimball School has
approximately 424 students, with a designed enrollment capacity of
approximately 630. The National School District does not provide student
generation rates to estimate future student growth per future residential
development. However, a nearby school district, Chula Vista Elementary School
District, estimates that future residential development would generate
elementary -aged students at a rate of 0.27 per single-family attached unit, 0.37
per single-family detached unit, and 0.24 per multi -family dwelling unit.
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Sweetwater Union High School District
The Sweetwater Union High School District also serves the plan area. The
district, founded in 1920, has grown to more than 42,000 students in grades 7
through 12, with more than 32,000 adult learners. The district's 32 campuses are
located in the cities of Chula Vista, Imperial Beach, National City, and San
Diego, including the communities of Bonita, Eastlake, Otay Mesa, San Ysidro,
and South San Diego. To ensure a safe, healthy and quality learning
environment, the County of San Diego passed Proposition 0, a local bond to
fund the repairs and improvements needed throughout the Sweetwater Union
High School District. Proposition 0 was passed in November 2006 and is used
to upgrade classrooms, restrooms, science labs and technology; improve
handicap accessibility; remove asbestos and lead paint and upgrade the fire and
safety systems.
The plan area would be serviced by two schools of the Sweetwater Union High
School District: National City Middle School and Sweetwater High School.
National City Middle School has a current enrollment of 794 students, and a
design capacity of approximately 1,243 students. The Sweetwater Union School
District estimates that future residential development in the plan area would
generate students at a rate of 0.06 per single-family attached unit, 0.12 per single-
family detached unit, and 0.11 per multi -family dwelling unit.
As of February 2009, enrollment at Sweetwater High School, including 351 adult
learners, was 2,672. Sweetwater High School has a design enrollment capacity
of approximately 2,913 students. The school district estimates that future
residential development in the plan area would generate high school students at a
rate of 0.12 per single-family attached unit, 0.23 per single-family detached unit,
and 0.18 per multi -family dwelling unit.
The Southwestern College Higher Education Center is located to the north of the
plan area at National City Boulevard, between Plaza Boulevard and 8`h Street,
and offers undergraduate preparatory classes to the community. The Center
enrolls over 1,000 students per semester and offers over 100 general education
courses leading to an associate's degree. There are also classes that provide
occupational skills for employment, such as dental hygiene or computer
programming.
Table 3.10-3 lists the schools serving the plan area and their locations.
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3.10 Utilities and Public Services
Table 3.10-3. Existing Schools and Locations
Address
Elementary Schools
Kimball School
302 West 18th Street
Middle Schools
National City Middle School
1701 D Avenue
High Schools
Sweetwater High
2900 Highland Avenue
National City Adult School
517 West 24th Street
Colleges
Southwestern College Higher Education Center
880 National City Boulevard
Sources: National School District website—www.nsd.us; Sweetwater Union High School
District website—www.suhsd.k12.ca.us; Southwestern Community College District—
www.swc.cc.ca.us.
Parks/Recreational Facilities
The City's Community Services Department maintains and operates a variety of
parks and recreational facilities throughout the City that would continue to serve
residents in the plan area. These parks and facilities provide an array of
recreational public uses including open space, walking trails, ball fields,
playgrounds, community centers, senior centers, a skate park, tennis courts,
basketball courts, picnic areas, and nature education centers. Table 3.10-4 lists
the parks and recreational facilities within a 1.5-mile radius of the project area.
Table 3.10-3 also identifies the location, acreages/square footage, amenities, and
distance from the plan area.
Table 3.10-4. Existing Parks
Park/Recreational
Facility Name
Park Acreage /
Square Footage
Amenities
Location
Distance
from Plan
Area
Paradise Creek
Educational Park
2.06 acres
• Trails
Amphitheatre
•Street
• Picnic area
• Play structure
• Enhanced wetland area
Coolidge Avenue
and West 19`h
Within
southern
portion
Kimball Park &
Recreation Center
21.37 acres
• Kimball Recreation Center
• National City Civic Center
148 East 12th Street
<1 mile east
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3.10 Utilities and Public Services
• National City Public Library
• MLK Community Center
• War Memorial
• The Bowl (amphitheater)
• Ball fields
• Tennis courts
• Basketball courts
• Picnic areas
• Snack bar
• Children's playground
apparatus
Kimball Senior
Center
1.69 acres
• Senior Center providing minor
home repair, heath screenings,
exercise, and Project CARE
1221 "D" Avenue
<1 mile east
Martin Luther
King, Jr.
Community Center
1.15 acres
• Meeting rooms for small and
large groups
• Industrial size kitchen
• Patio area overlooking
Kimball Community Park
140 East 12th Street
<1 mile east
Camacho
Recreation Center
& Las Palmas Park
19.23 acres
• Luis Camacho Recreation
Center
• National City Municipal Pool
• Gymnasium
• Inflatable jumps
• Ball fields
• Snack bar
• Tennis courts
• Picnic areas
• Playground equipment
1810 East 22nd
Street
1.3 miles
east
Casa de Salud
Recreation Center
7,054 square
feet
• Recreational activities for
children and adults including
athletics, dance, arts and
crafts, and aquatics
1408 East Harding
Avenue
Within
northern
portion
Butterfly Park
(Palm Avenue
Park)
2.26 acres
• Open space park
• Trails
Palm Avenue and
East 22nd Street
<1 mile east
National City Golf
Course
43.89 acres
• Cart Rental
• Club House
• Driving Range
• Pro Shop
• Putting Green(s)
1439 Sweetwater
Road
1 mile east
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3.10 Utilities and Public Services
• Rental Clubs
• Snack Bar
El Toyon
Recreation Center,
Park,and Sports
Facility
22.87 acres
• Mid -sized conference rooms
• Sports facility
• After -school programs such as
board games, organized
sports, and ceramics classes.
2205 East 4th Street
1.3 miles
east
Source: City 2008d, 2009b
Libraries
The National City Public Library serves approximately 63,773 residents in the
City and surrounding communities. The library contains 110,000 volumes and
circulates 305,000 items per year. The main branch provides a total of 117
public internet terminals for public use.
The National City Public Library is the primary library serving the plan area and
is located at 1401 National City Boulevard. Hours of operation are Monday
through Thursday from 10 a.m. to 8 p.m., Friday and Saturday from 10 a.m. to 6
p.m., and Sunday from 1 p.m. to 5 p.m.
Regulatory Setting
Federal
Federal Energy Regulatory Commission
The Federal Energy Regulatory Commission (FERC) was created through the
Department of Energy Organization Act on October 1, 1977, and assumed the
responsibilities of its predecessor, the Federal Power Commission. FERC's legal
authority comes from the Federal Power Act of 1935, the Natural Gas Act (NGA)
of 1938, and the Natural Gas Policy Act of 1992. It is an independent regulatory
agency within the Department of Energy that:
• regulates the transmission and sale of natural gas for resale in interstate
commerce;
• regulates the transmission of oil by pipeline in interstate commerce;
• regulates the transmission and wholesale of electricity in interstate
commerce;
• licenses and inspects private, municipal, and state hydroelectric projects;
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State
• oversees environmental matters related to natural gas, oil, electricity, and
hydroelectric projects;
• administers accounting and financial reporting regulations and conduct of
jurisdictional companies; and
• approves site choices as well as abandonment of interstate pipeline facilities.
California Urban Water Management Act
The California Urban Water Management Planning Act requires urban water
suppliers to initiate planning strategies that make every effort to ensure the
appropriate level of reliability in their water service sufficient to meet the needs
of the various categories of customers during normal, dry, and multiple dry -water
years. Sweetwater Authority would be the water supplier for the plan area, and
as such the proposed project would be under the jurisdiction of the Sweetwater
Authority Urban Water Management Plan, prepared pursuant to the California
Urban Water Management Planning Act.
Senate Bill 610: Water Supply Assessment
SB 610 became effective January 1, 2002. The bill requires a city or county that
determines that a project (as defined in Water Code Section 22 10912) is subject
to CEQA to identify any public water system that may supply water for the
project and to request those public water systems prepare a specified water
supply assessment. This assessment is required to include an identification of
existing water supply entitlements, water rights, or water service contracts
relevant to the identified water supply for the proposed project and water
received in prior years pursuant to those entitlements, rights, and contracts. The
assessment must be approved by the governing body of the public water system
supplying water to the project. If the projected water demand associated with the
project was included as part of the most recently adopted urban water
management plan, the public water system may incorporate the requested
information from the urban water management plan in the water supply
assessment. The bill requires the city or county, if it is not able to identify any
public water system that may supply water for the project, to prepare the water
supply assessment after a prescribed consultation.
If the public water system concludes that water supplies are, or will be,
insufficient, plans for acquiring additional water supplies are required to be
submitted to the city or county. The city or county must include the water supply
assessment in any environmental document prepared for the project pursuant to
the act. It also requires the city or county to determine whether project water
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supplies will be sufficient to satisfy the demand of the project, in addition to
existing and planned future uses.
The Sweetwater Authority prepared a WSA for the proposed project and is
included in this EIR as Appendix H. Results from the assessment are
summarized in the analysis below.
Assembly Bill 939: California Integrated Waste
Management Act
The State of California requires that all jurisdictions achieve compliance with AB
939, a state mandate that required jurisdictions to achieve 50% diversion of solid
waste from landfills by 2000. AB 939 further requires each city to conduct a
Solid Waste Generation Study and to prepare annually a Source Reduction and
Recycling Element (SRRE) to describe how it will reach its goals. AB 939 was
designed to focus on source reduction, recycling and composting, and
environmentally safe landfilling and transformation activities.
Assembly Bill 1327: California Solid Waste Reuse
and Recycling Access Act
The California Solid Waste Reuse and Recycling Access Act of 1991 required
each jurisdiction to adopt an ordinance by September 1, 1994, requiring any
"development project" for which an application for a building permit is
submitted to provide an adequate storage area for collection and removal of
recyclable materials. AB 1327 regulations govern the transfer, receipt, storage,
and loading of recyclable materials within the City.
California's Building Code CCR, Title 24, Part 6
Title 24, Part 6 of the California's Building Code describes California's energy
efficiency standards for residential and nonresidential buildings. These standards
were established in 1978 in response to a legislative mandate to reduce
California's energy consumption and have been updated periodically to include
new energy efficiency technologies and methods. Title 24 requires building
according to energy efficient standards for all new construction, including new
buildings, additions, alterations, and, repairs in nonresidential buildings.
California Building Code CCR, Title 24, Part 9
Title 24, Part 9 of the California's Building Code contains fire -safety —related
building standards referenced in other parts of Title 24. This Code is
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Local
preassembled with the 2006 International Fire Code by the International Code
Council. Title 24 requires building according to fire -safety standards for all new
construction, including new buildings, additions, alterations, and, in
nonresidential buildings, repairs.
1975 Quimby Act (California Government Code
Section 66477)
The 1975 Quimby Act authorizes cities and counties in the State of California to
pass ordinances requiring that developers set aside land, donate conservation
easements, or pay fees for park improvements. Originally, the goal of the
Quimby Act was to require developers to help mitigate the impacts of property
improvements, and it was designed to ensure "adequate" open -space acreage in
jurisdictions adopting Quimby Act standards (i.e., 2.5 to 5 acres for every 1,000
residents). In 1982, the act was amended to provide, among other regulations,
detailed acreage/population standards. The Quimby Act gives local government
agencies the authority to pass land dedication and/or "in -lieu of" fee ordinances
for park uses (California Department of Parks and Recreation 2002).
Senate Bill 50 (Greene)
SB 50 established a maximum fee that could be imposed on a development
project for impacts on schools; payment of school fees under SB 50 is
considered full mitigation under CEQA (Government Code 65996).
Furthermore, SB 50 strictly prohibits a local agency from denying a project
on the basis that school facilities are inadequate to serve a development
project.
Standard Urban Stormwater Mitigation Plan
On December 13, 2001, the Regional Water Quality Control Board issued a
Municipal Storm Water National Pollutant Discharge Elimination System Permit
(NPDES Permit No. CAS004001) that requires new development and
redevelopment projects to incorporate stormwater mitigation measures.
Depending on the type of project, either a Standard Urban Stormwater Mitigation
Plan or a Site Specific Mitigation Plan is required to reduce the quantity and
improve the quality of rainfall runoff that leaves the site. Developers are
encouraged to begin work on complying with these regulations by visiting the
City's Engineering Department in the design phase of their projects.
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Sweetwater Authority Urban Water Management
Plan
Consistent with the California Urban Water Management Planning Act,
Sweetwater District has prepared an Urban Water Management Plan (UWMP) to
describe how water resources are used and to present strategies that will be used
to meet the District's current and future water needs. To meet the objectives of
the California Urban Water Management Planning Act, the Sweetwater UWMP
focuses on water supply reliability and water use efficiency measures. The
California Urban Water Management Planning Act requires water suppliers to
develop water management plans every 5 years. Sweetwater most recently
completed this 5-year update in 2005. This plan, the 2005 Urban Water
Management Plan, was completed as an update to the previous 2000 UWMP.
The plan projects water demand and supplies through 2030.
Fire Protection and Prevention
Fire protection and fire prevention in the City are operated under the California
Fire Code, the California Building Code, and the National City Municipal Code.
These codes are used to regulate various activities to ensure fire safety. Fire
safety is accomplished by requiring permits, building construction features, fire
protection systems, and site plan requirements. The City's Municipal Code
includes fire safety ordinances specific to the community. The National Fire
Code by the National Fire Protection Association (NFPA) is also utilized for state
codes not addressed. Community Risk Management enforces these regulations
with the assistance of the City's Building Department. The NCFD maintains
specific standards such as response times and levels of service that must be
adhered to during construction and operation of a project.
Impact Analysis
The following impact analysis is based upon the proposed project reaching 75%
buildout over the proposed project's 20-year lifespan. Analyzing 75% buildout
over a 20 year period is considered a conservative approach because it takes into
account regional growth forecasts, the currently weak economic market;
development on individual parcels that would not be built to the maximum extent
possible under the proposed land use plan; and a portion of the existing building
stock not expected to undergo redevelopment because of building constraints
(e.g., historic listing eligibility), lack of resources to redevelop a property, or an
owner choosing to stay in his/her current home or business. Therefore, 100%
buildout is not considered a reasonable scenario for the 20-year life expectancy
of the proposed project.
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Using 75% buildout of the proposed project, utilities and public services would
be needed to serve the following expansion: (1) residential dwelling units
increase to a total of 1,846 with an accompanying estimated population of 6,384
residents, (2) office development increases to a total of 669,140 gross square feet,
and (3) commercial development increases to 892,187 gross square feet.
Thresholds of Significance
Criteria for determining the significance of impacts related to utilities and public
services were based on the environmental checklist form in Appendix G of the
State CEQA Guidelines (14 CCR 15000 et seq.). In addition, the lead agency
included criteria for determining the significance of impacts related to energy
systems, such as electricity, natural gas, and telecommunication. An impact
related to utilities and public services was considered significant if it would result
in any of the conditions listed below.
Utilities
Wastewater Infrastructure and Treatment
UTIL-1: Would the proposed project have an impact on wastewater utilities
such that it would:
a. result in a determination by the wastewater treatment provider that
serves or may serve the project that it does not have adequate
capacity to serve the project's projected demand in addition to the
provider's existing commitments;
b. require or result in the construction of new wastewater
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects; or
c. exceed wastewater treatment requirements of the applicable
Regional Water Quality Control Board.
Water Infrastructure and Supply
UTIL-2: Would the proposed project have an impact on water utilities such
that it would:
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a. require or result in the construction of new water treatment
facilities or expansion of existing facilities, the construction of
which could cause significant environmental effects; or
b. not have sufficient water supplies available to serve the project
from existing entitlements and resources, or require new or
expanded entitlements.
Solid Waste and Landfill Capacity
UTIL-3: Would the proposed project have an impact on solid waste utilities
such that it would:
a. be served by a landfill that does not have sufficient permitted
capacity to accommodate the project's solid waste disposal
needs; or
b. not comply with federal, state, and local statutes and regulations
related to solid waste.
Stormwater Infrastructure
UTIL-4:
Would the proposed project require or result in the construction of
new stormwater drainage facilities or expansion of existing facilities,
the construction of which would cause significant environmental
effects.
Demand on Energy Systems
UTIL-5:
Would the proposed project result in a demand for Energy Systems
such as electricity, natural gas, and telecommunication in which the
existing utility systems are insufficient to meet the project need and
would therefore require new systems to be constructed for any of the
following energy services:
a. Electricity
b. Natural Gas
c. Energy Efficiency
d. Telephone
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Public Services
UTIL-6:
3
Would the project result in substantial adverse physical impacts
associated with the provision of new or physically altered
governmental facilities, need for new or physically altered
governmental facilities, the construction of which could cause
significant environmental impacts, in order to maintain acceptable
service ratios, response times or other performance objectives for
any of the following public services:
a. Fire Protection and Emergency Services
b. Police Protection
c. Schools
d. Parks
e. Libraries
Impacts and Mitigation Measures
Threshold UTIL-1: Would the proposed project have an impact
on wastewater such that it would:
a. result in a determination by the wastewater treatment
provider that serves or may serve the project that it does not
have adequate capacity to serve the project's projected
demand in addition to the provider's existing commitments?
The average daily wastewater flow (ADWF) to Metro within the plan area would
increase from approximately 5.04 mgd to 5.22 mgd under current land use plans.
This is based on National City's existing land use regulations and zoning which
would support a buildout of 727 residential dwelling units and using the City's
estimate of 70 gallons per day (gpd) for each residential dwelling unit.
As Table 3.10-5 shows, using the City -supplied commercial wastewater
generation rates of 50 gpd of usage per employee, calculated at 10 employees for
every 10,000 square feet of non-residential space, the proposed project would
result in an average daily wastewater usage of approximately 524,946 gpd at full
buildout. With addition of the proposed project ADWF only, the City's average
daily wastewater flow to Metro would be approximately 5.56 mgd, well within
the City's permitted flow capacity of 7.5 mgd. Impacts related to Threshold
UTIL-la would be less than significant.
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Table 3.10-5. Average Daily Wastewater Flow and Available Capacity of South
Metro Interceptor Line (in MGD)
Existing
ADWF
Projected
ADWF in 2028
without Project
Projected
ADWF in
2028 with
Project
Total Ca aci
P t3
Available
ADWF
Capacity for
Project
5.04+
5.22
5.56
7.5
Yes
Source: Based on usage factors from IEC 2006.
b. require or result in the construction of new wastewater
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
The City is updating its Sewer Master Plan, which sets forth capacity upgrades to
local lines and facilities to anticipate increased flows from planned development
growth, including increased growth created by the proposed project.
Moreover, future development proposed under the project that would require new
or improved tie-ins to the existing wastewater facilities would be required to
prepare improvement plans consistent with the National City Municipal Code
and the current California Building Code (CBC). Improvement plans would be
subject to approval by the City Engineer. Based upon conditions of project
approval, future developments proposed under the project, where it is deemed
necessary, would be responsible for adding or upgrading infrastructure as needed
to serve individual development sites. Any environmental impacts related to
required improvements would be analyzed and mitigated (as feasible) under
CEQA. Therefore, impacts related to Threshold UTIL-lb would be less than
significant.
c. exceed wastewater treatment requirements of the San
Diego Regional Water Quality Control Board?
The Municipal Storm Water Permit (Final Order R9-2007-001) requires the City
to implement local ordinances and review standards that ensure development
projects meet wastewater treatment requirements of the San Diego RWQBC.
The proposed project would comply with local ordinances, and, more
importantly, future development proposals under the proposed project would
undergo land development review to ensure compliance with the MS4 permit by
way of local engineering review standards and ordinances. Impacts related to
Threshold UTIL-lc would be less than significant.
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Impact Determination
Existing wastewater conveyance and treatment capacity are adequate to serve the
proposed project at the projected 75% buildout over the project's 20-year
lifespan. No new or expansion -related construction would be required.
Moreover, future projects proposed under the project would be required to
comply with local engineering standards and City stormwater ordinances.
Impacts related to Thresholds UTIL-la, -lb, and -lc would be less than
significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts to Thresholds UTIL-la, -lb, and -lc would be less than significant.
Threshold UTIL-2: Would the proposed project have an impact
on water utilities such that it would:
a. require or result in the construction of new water treatment
facilities or expansion of existing facilities, the construction of
which could cause significant environmental effects?
The Sweetwater Authority provides water service to the plan area. Major
existing water lines serving the plan area are located in the National City
Boulevard, Wilson Avenue, Plaza Boulevard, West 12th Street, West 16th Street,
West 22°d Street, and Mile of Cars Way corridors.
Future development proposed under the project that would require new or
improved tie-ins to the existing water facilities would be required to prepare
improvement plans consistent with the National City Municipal Code and the
current CBC. Improvement plans would be subject to approval by the City
Engineer. Based upon conditions of project approval, future developments
proposed under the project would be responsible for adding or upgrading
infrastructure as needed to serve individual sites. Any environmental impacts
related to required improvements for new development would be analyzed and
mitigated (as feasible) under CEQA. Therefore, the proposed project would not
result in significant impacts on water infrastructure and facilities.
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b. not have sufficient water supplies available to serve the
project from existing entitlements and resources, or require
new or expanded entitlements?
Public water service is provided by the Sweetwater Authority. In February 2009,
Sweetwater Authority staff prepared a Water Supply Assessment for the
proposed project. Their analysis determined that the proposed project would
demand approximately 718 acre-feet per year at total buildout. Table 3.10-6
shows the total water demand with the proposed project for 2010 and 2020, and
for full buildout in 2030. As shown, projected water demand for the service area
at full project buildout would be approximately 32,320 acre-feet per year.
Table 3.10-6. Total Water Demand for the Sweetwater Authority Service Area
with the Proposed Project (Acre-Feet/Year)
Water Use Sectors
Fiscal Year Ending
2010
2020
2030
Residential
17,688
21,600
24,191
Commercial
4,733
5,324
5,622
Industrial
471
848
1,149
Public
2,200
2,498
2,658
Irrigation/Agriculture
51
45
37
Other
40
45
47
Unaccounted for Water
999
1,174
1,274
Estimated Conservation
Savings
(1,212)
(1,952)
(2,659)
Total Demand
24,969
29,583
32,320
Source: Appendix H
Forecasted water supply within the Sweetwater Service Area for 2010, 2020, and
2030 is shown in Table 3.10-7. The Sweetwater Authority service area supply
would meet the projected demand with the proposed project.
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Table 3.10-7. Total Projected Water Supply/Demand for the Sweetwater
Authority Service Area with the Proposed Project (Acre-Feet/Year)
Supply Source
Fiscal Year Ending
2010
2020
2030
Imported Water
12.769
13,761
15,720
Sweetwater Reservoir
5.400
5,400
5.400
National City Wells
2,400
2,400
2,400
Reynolds Desalination
4,400
8,800
8,800
Total Available Supply/Demand
24,969
30,361
32,320
Source: Appendix H
An analysis was also prepared for single and multiple dry years, as shown in
Table 3.10-8.
Table 3.10-8. Projected Water Supply/Demand for Normal, Single, and Multiple
Dry Years
Su 1 T e
Pp Y Yp
Normal
Water Year
(2025)
Single Dry
Water
Year
(2025)
Year 1
(2026)
Year 2
(2027)
Year 3
(2028)
Imported Water
14,351
21,568
21,381
21,674
21,967
Sweetwater
Reservoir
5,400
350
830
830
830
National City
Wells
2,400
2,400
2,400
2,400
2,400
Reynolds
Desalination
8,800
8,800
8,800
8,800
8,800
Total Available
Supply/Demand
30,951
33,118
33,411
33,704
33,997
Source: Appendix H
Impact Determination
Existing water treatment and conveyance systems are adequately sized and have
available capacity to meet the needs of the proposed project as it reaches up to
75% build out during its 20-year lifespan. No new or expansion -related
construction would be required for the proposed project. Conditions of project
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approval consistent with the National City Municipal Code and the CBC would
be required for future projects proposed under the project. Environmental review
for individual projects would ensure any environmental impacts associated with
the potential improvements would be mitigated in accordance with CEQA.
Existing and projected future water supplies by the Sweetwater Authority would
be sufficient to service the proposed project and the existing and planned
development projects within the service area.
Impacts related to Thresholds UTIL-2a (water infrastructure) and -2b (water
supply) would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Thresholds UTIL-2a and 2b would be less than significant.
Threshold UTIL-3: Would the proposed project have an impact
on solid waste utilities such that it would:
a. be served by a landfill that does not have sufficient
permitted capacity to accommodate the project's solid waste
disposal needs?
EDCO provides solid waste collection and recycling services to National City.
Solid waste from the proposed project would be disposed of at the Otay landfill,
located in the City of Chula Vista, California. The Otay Landfill has a daily
permitted throughput of 5,830 tpd, a permitted capacity of 62,377,974 cubic
yards, and a remaining capacity of 33,070,879 cy. The Otay landfill is expected
to reach maximum capacity in 2021 (Integrated Waste Management 2009).
Currently, the Otay landfill's average daily throughput is approximately 30 to
40% below the permitted daily throughput.
Upon closure of the Otay Landfill, solid waste would be diverted to either
Gregory Canyon Landfill, Miramar Landfill, or Sycamore Canyon Landfill.
Gregory Canyon Landfill is scheduled to open within the next few years.
Miramar Landfill currently accepts solid waste and, although anticipated to reach
capacity at 2015, is expected to complete an expansion that would increase
capacity to at least 2019. Sycamore Canyon Landfill will be expanding their
facilities; however, plans have not yet been approved. However, should landfills
within the County reach capacity, EDCO would divert solid waste to El Centro,
Riverside, or Orange County (Snyder pers. comm.).
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b. not comply with federal, state, and local statutes and
regulations related to solid waste?
Future development under the proposed project would implement waste hauling
policies in compliance with City, federal, and state statutes applicable to the
regulation of solid waste. Specifically, individual future development would be
required to meet the requirements of AB 1327. AB 1327 requires adequate
storage for collection and removal of recyclable materials. It also governs the
transfer receipt, storage, and loading of recyclable materials within the City. At
the local level, the City is required to meet the standards set by AB 1327. City
wide, AB 939 requires a reduction in solid waste and specific recycling goals.
The project would undergo development review, which would identify measures
designed to help the City achieve its legal obligations.
Impact Determination
Impacts on the Otay Landfill would be less than significant. Moreover,
individual future development of the project would be required to meet the
requirements of AB 1327 and AB 939.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Thresholds UTIL-3a and -3b would be less than significant.
Threshold UTIL-4: Would the proposed project require or
result in the construction of new stormwater drainage facilities
or expansion of existing facilities, the construction of which
would cause significant environmental effects?
The plan area is located in a developed urban environment. Consequently, much
of the plan area is already covered with impervious surfaces. Neither the amount
nor rate of runoff generation is anticipated to increase significantly as
development proceeds under the proposed project.
Future development proposed under the project that would require grading or
alteration of the existing site conditions such that it would affect site runoff
would be required to prepare grading and site drainage plans consistent with the
RWQCB requirements. In many cases, site -specific drainage reports would be
required, which would provide data on project stormwater flows and
identification of needed improvements and would be subject to approval by the
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City Engineer. Based upon the report's recommendations, conditions of project
approval, and mitigation required to comply with CEQA, future developments
proposed under the project would be responsible for adding or upgrading
infrastructure as needed to serve individual sites.
Impact Determination
Neither the amount nor rate of runoff generation is anticipated to increase
significantly as development proceeds under the proposed project. Future
development projects proposed under the project would be required to comply
with the National City Municipal Code, the CBC, and CEQA. Impacts related to
Threshold UTIL-4 would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-4 would be less than significant.
Threshold UTIL-5: Would the proposed project result in a
demand for Energy Systems such as electricity, natural gas,
and telecommunication in which the existing utility systems
are insufficient to meet the project need and would therefore
require new systems to be constructed for any of the following
energy services?
a. Electricity
In addition to City review, future development under the proposed project would
require development review by SDG&E planners. SDG&E planners will
determine the individual project needs and assess development fees for upgrading
facilities. Detailed land use and development data such as proposed loads, panel
sizes, the size and number of buildings, the use, the number of dwelling units, the
sequence of construction, and projected build -out are all essential factors in
assessing the energy needs of the proposed project. SDG&E anticipates needs at
least five years out and responds to immediate needs as appropriate. SDG&E
will extend facilities to the specific plan area in accordance with "Rules for the
Sale of Electric" filed with the California Public Utilities Commission, in
accordance with State Safety Orders (SDG&E 2006). Based upon the scope and
demand of future development projects, new substations and transmission lines
may be required to service development projects.
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Prior to the installation of new lines or substations and during development
review, City staff and SDG&E staff would coordinate with the developer to
ensure that installation of electrical distribution infrastructure, including adequate
rights -of -way, easements, and improvements, would be provided. Furthermore,
future discretionary development proposals would be subject to CEQA review.
Impact Determination
Future development under the proposed project would require development
review by SDG&E planners. Depending on the size and scope of the
development proposal, new substations and transmission lines for individual
development projects may be required. Because no specific development is
proposed under the plan, future development proposals would undergo
development review, and development would be implemented over time,
upgrades to the electrical infrastructure would be assessed as needs are
determined. Impacts related to UTIL-5a (electricity) would be less than
significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-5a (electricity) would be less than significant.
b. Natural Gas
The City coordinates with SDG&E when new development is proposed to ensure
adequate rights -of way and easements are established. Natural gas supply and
infrastructure are well -established in the plan area. SDG&E planners will
determine the individual project needs and assess development fees for upgrading
facilities. Detailed land use and development data such as proposed loads, panel
sizes, the size and number of buildings, the use, the number of dwelling units, the
sequence of construction, and projected build -out are all essential factors in
assessing the energy needs of the proposed project. SDG&E anticipates needs at
least five years out and responds to immediate needs as appropriate. SDG&E
will extend facilities to the specific plan area in accordance with "Rules for the
Sale of Gas", filed with the California Public Utilities Commission, in
accordance with State Safety Orders (SDG&E 2006).
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Impact Determination
Natural gas supply and infrastructure are well established in the plan area. New
or upgraded facilities would be evaluated as future development projects are
proposed. Therefore, impacts related to Threshold UTIL-5b (natural gas) would
be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-5b (natural gas) would be less than
significant.
c. Energy Efficiency
The City has developed policies to promote energy conversation, and new
development is required to conform to CCR Title 24 Energy Regulations.
SDG&E has also implemented energy conservation measures to reduce
consumption. The proposed project would adhere to all energy conservation
policies of the City and conform to state regulations and SDG&E energy
conservation measures. In addition, future discretionary development projects
would be subject to further CEQA compliance, and it is possible project -specific
impacts would be indentified, in which case project -specific mitigation would be
proposed.
Impact Determination
The proposed project would adhere to all energy conservation policies and
regulations of the City, Title 24, and SDG&E. Impacts related to Threshold
UTIL-5c (energy efficiency) would be less than significant.
Mitigation Measures
No mitigation is required.
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Residual Impacts
Impacts related to Threshold UTIL-5c (energy efficiency) would be less than
significant.
d. Telephone
AT&T is a publicly regulated utility and is obligated to serve the community and
improve facilities as needed to serve the community. The exact need for
telephone lines to serve the proposed project cannot be determined with certainty
at the program level. However, a conservative estimate would include the
installation of two lines per residential dwelling unit and an unknown number of
lines to serve commercial and industrial areas. It is anticipated that AT&T can
accommodate all project demand.
In addition, future discretionary development projects would be subject to further
CEQA compliance, and it is possible project -specific impacts would be
indentified, in which case project -specific mitigation would be proposed.
Impact Determination
It is anticipated that AT&T can accommodate all project demand. Impacts
related to Threshold UTIL-5d (telephone service) would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-5d (telephone service) would be less than
significant.
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Threshold UTIL-6: Would the proposed project result in
substantial adverse physical impacts associated with the
provision of new or physically altered governmental facilities,
need for new or physically altered governmental facilities, the
construction of which could cause significant environmental
impacts, in order to maintain acceptable service ratios,
response times or other performance objectives for any of the
following public services?
a. Fire Protection and Emergency Services
Constructing new residences and commercial/retail office space would increase
the demand on the National City Fire Department. Individual projects would
increase demand for fire protection services and would be required to pay
development impact fees —mandatory fees collected by the City for all
developments. Such fees are standard mechanisms used by cities to recover
increased costs associated with providing services to new developments. Also,
subsequent environmental compliance review for specific future projects
developed under the proposed project would identify project -specific impacts on
fire and emergency services. Any impacts determined remaining after payment
of development impact fees would be mitigated as feasible. Therefore, the
proposed project would not result in significant impacts on fire protection and
emergency services.
Impact Determination
Constructing new residences and commercial/retail office space would increase
the demand on the National City Fire Department. However, payment of
mandatory development impact fees would be required and there would be
subsequent environmental compliance review for specific future projects
developed under the proposed project. This review would identify project -
specific impacts on fire and emergency services, and any impacts remaining after
payment of development impact fees would be mitigated as feasible. Therefore,
impacts related to Threshold UTIL-6a (fire protection and emergency services)
would be less than significant.
Mitigation Measures
No mitigation is required.
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Residual Impacts
Impacts related to Threshold UTIL-6a (fire protection and emergency services)
would be less than significant.
b. Police Protection
The proposed project would result in increased demand for National City Police
Department personnel and resources due to the projected increased population in
the plan area. However, police response times to the plan area would not be
substantially affected because of the proximity of the National City Police
Department and quick response times.
To compensate for an increase in law enforcement service costs resulting from
increased demand for resources generated by the proposed project, the developer
would be required to pay development impact fees —mandatory fees collected by
the City that are standard mechanisms used to recover increased costs associated
with providing service to new developments. In addition, individual planned
development projects would undergo the legally required level of environmental
compliance review in order to identify potential project -specific impacts and
provide appropriate mitigations measures. Because there would be payment of
mandatory development impact fees and subsequent environmental compliance
review for specific projects, the proposed project would not result in significant
impacts on law enforcement services.
Impact Determination
Constructing new residences and commercial/retail office space would increase
the demand on the National City Police Department. However, payment of
mandatory development impact fees would be required and there would be
subsequent environmental compliance review for specific future projects
developed under the proposed project. This review would identify project -
specific impacts on police protection, and any impacts remaining after payment
of development impact fees would be mitigated as feasible. Therefore, impacts
related to Threshold UTIL-6b (police protection) would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-6b (police protection) would be less than
significant.
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c. Schools
Using the generation rates for the schools that will serve the proposed project, the
future 1,425 residential units are anticipated to generate approximately 450
elementary students, 185 middle school students, and 338 high school students.
The addition of students will exceed capacity for Kimball School and Sweetwater
High School.
Specific development proposed under the project would require a developer to
pay development impact fees mandated by SB 50 to the National School and
Sweetwater Union High School Districts. These fees provide compensation for
the increase in educational costs incurred as a result of increased student
enrollment generated by the proposed project. With the payment of mandatory
development impact fees at the project level and subsequent environmental
compliance review for specific projects, the proposed project would not result in
significant impacts on schools.
Impact Determination
Constructing new residences and commercial/retail office space would increase
the demand on the National School and Sweetwater Union High School Districts.
However, payment of mandatory development impact fees at the project level
and subsequent environmental compliance review for specific future projects
developed under the proposed project would serve to identify project -specific
impacts on schools. Therefore, impacts related to Threshold UTIL-6c (schools)
would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-6c (schools) would be less than significant.
d. Parks
The proposed project recognizes that community centers for recreation,
environmental interface, and community interaction are essential to the
revitalization of the Westside neighborhood. The proposed project plans for the
enhancement and expansion of Paradise Creek Educational Park. Paradise Creek
serves as a valuable resource in terms of water quality, wildlife habitat, and
aesthetics. The proposed project encourages expanding Paradise Creek
Educational Park with additional public amenities such as trails, benches, and
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both passive and active recreational uses; the project also encourages restoring
native vegetation. Such uses would be implemented concurrent with other
project construction.
A developer is required to pay Quimby fees for mitigation of recreation services
and staffing costs in the event adequate park space is not provided. With the
expansion of park and recreation facilities, as well as payment of Quimby fees
and subsequent environmental compliance review for specific projects, the
proposed project would not result in significant impacts on parks and recreation.
Impact Determination
Constructing new residences and commercial/retail office space could increase
the demand on the City's park and recreational facilities. However, payment of
Quimby fees would be required, and subsequent environmental compliance
review for specific future projects developed under the proposed project would
identify project -specific impacts on community and recreational facilities.
Therefore, impacts related to Threshold UTIL-6d (parks) would be less than
significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-6d (parks) would be less than significant.
e. Libraries
The primary funding source for library services is the City's general fund;
however, the general fund does not cover library facilities. Fees established in
the Development Impact Fee Study are expected to finance 100% of library
facility demands for future development within the City. With the payment of
mandatory development impact fees, the proposed project would not result in
significant impacts on library services or facilities.
Impact Determination
Constructing new residences and commercial/retail office space would increase
the demand on the National City Library system. However, payment of
mandatory development impact fees would be required, and subsequent
environmental compliance review for specific future projects developed under
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the proposed project would serve to identify project -specific impacts on existing
and planned libraries. Any impacts determined to remain after payment of
development impact fees would be mitigated as feasible. Therefore, impacts
related to Threshold UTIL-6e (libraries) would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts related to Threshold UTIL-6e (library services) would be less than
significant.
Significant and Unavoidable Adverse Impacts
No significant and unavoidable adverse impacts on utilities and public services
would result from the implementation of the proposed project.
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Chapter 4
Transit Oriented Development
Chapter 4
Transit Oriented Development
Introduction
This chapter provides a preliminary analysis of the potential impacts associated
with development of a 14-acre transit -oriented infill affordable housing project
(TOD project). The purpose of this chapter is to inform the public, decision
makers, and responsible agencies of the potential environmental effects of the
TOD project, as it is conceptually proposed. Below is a description of the TOD
project's location, background, and objectives. The project description highlights
the key features of this plan.
Project Location
The TOD project is located in the southern portion of the 100-acre Westside
neighborhood within the incorporated limits of National City, California. The
project site is positioned south of downtown National City and is bounded by
West 19th Street to the north; Hoover Avenue to the east; West 22nd Street to the
south; and Wilson Avenue to the west. Downtown San Diego is located
approximately 5 miles north of the project site and San Diego Bay lies about 1
mile to the west. The United States/Mexico international border is approximately
10 miles south of the project site.
Project Background
In 2005, the City of National City and its redevelopment agency, the Community
Development Commission (CDC), embarked on a specific planning effort in
response to environmental justice concerns in the National City Westside
neighborhood. During this process, the City identified their Public Works Center
area as a viable option for a transit -oriented development project.
In February 2008, the CDC requested a Technical Advisory Panel (TAP) from
the Urban Land Institute San Diego/Tijuana District Council to provide land use
recommendations for the identified 25-acre site. Several ULI members from San
Diego and Orange Counties were invited to serve on the TAP. Over the course
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of three months, the TAP developed two recommended alternatives for the
project area. Alternative 1 included the following recommendations: developing
the southwest corner of the project area as an `Activity Node'; modifying
Paradise Creek; creating a second `Activity Node' at the Paradise Creek
Education Center; renovating the current Wells Fargo site; and relocating the
Public Works yard. Alternative 2 included the majority of the recommendations
from Alternative 1, but differed in that it would not modify Paradise Creek and
would only develop approximately half the gross square footage of living area as
Alternative 1. Additionally, Alternative 2 included various circulation system
upgrades within the Plan area.
In September 2008, the CDC entered into an agreement with Pyatok Architects,
Inc., of Oakland, California to conduct a Community Design Process for this
project site. Two community workshops involving approximately 80 community
members were conducted to identify a concept design for a transit oriented
development (TOD) infill affordable housing project and Paradise Creek
enhancement. The concept design should not be considered final as no formal
application has been submitted; however, this plan is intended to provide enough
information so that the extent of the impacts can be fairly disclosed and
discussed..
Project Objectives
The objectives for the transit oriented development are to (1) transform the TOD
project site into affordable housing with linkages to the 24th Street Metropolitan
Transit System Trolley Station; (2) to enhance Paradise Creek and expand the
Paradise Creek Educational Park; and (3) to prepare and provide facilities and
ongoing program management for an "incubator" to offer training and services to
empower tenants within the project to more effectively pursue home ownership
and higher paying jobs. In addition, City also identifies that (4) sustainability
and (5) financial feasibility are key objectives of the project.
Project Description
Pyatok Architects, Inc. proposes to construct a transit -oriented infill affordable
housing project within the southern portion of the Westside neighborhood. TOD
projects generally include moderate to higher density development, located
within an easy walk of a major transit stop, usually with a mix of residential,
employment, and shopping opportunities designed for pedestrians without
excluding the auto. TOD projects can be new construction or redevelopment of
one or more buildings whose design and orientation facilitate transit use.
The TOD project site consists of approximately 14 acres including the National
City Public Works yard, vacant lands used for storage, Paradise Creek, Paradise
Creek Educational Park, and other potential properties should acquisition be
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feasible. An estimated build -out of 360 dwelling units, 295,000 to 450,000 gross
square feet of office space, and 45,000 to 65,000 gross square feet of retail space
(not including existing development) is anticipated. The TOD development may
include an adult educational center within the TOD area and relocation of the
public works yard. In addition, the project would include expansion and
enhancement of Paradise Creek and the Paradise Creek Educational Park.
Enhancements to the Paradise Creek Educational Park would include extending
the park area, walking paths, and restored habitats of the park. Enhancements to
the open areas that run the length of Paradise Creek would also occur (Figure 4-
1).
Development along Paradise Creek would be regulated by USACE, CDFG, and
RWQCB Region 9. The TOD project applicant would be required to consult
with USACE under Section 404 of the CWA; CDFG under the Streambed
Alteration requirements of Section 1602; and fully comply with Section 401 of
the CWA as regulated by RWQCB. As part of the consultation, a wetland buffer
would be provided along Paradise Creek to ensure that significant impacts to the
creek would not occur.
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W. 19th ST. it
Source: PDC
ICF Jones&
Stokes
an ICF International Company
Figure 4-1
Conceptual Design of Paradise Creek Plan
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City of National City 4.0 TOD Initial Study
Aesthetics
Project Setting
The TOD project site is located along the southern portion of National City's
Westside neighborhood. The approximately 14-acre project site is bounded by
19th Street to the north, 22nd Street to the south, Hoover Avenue to the east, and
Wilson Avenue to the west. The immediate project area is characterized by
residential, commercial, and industrial development as well as disturbed and
vacant parcels and open space. Paradise Creek, a meandering watercourse that
flows northeast to southwest through the center of the TOD project site, is
proposed to contain a dedicated open space reserve on either side throughout
most of the project site. Paradise Creek Educational Park, a designated 4-acre
park located in the northeast corner of the site, was recently revitalized and
provides a point of visual interest, although it is not a designated scenic resource.
Kimball Elementary School is located adjacent to the northern boundary of the
project site and the 24th Avenue trolley station is located one block from the
southwestern corner of the site. Terrain in the immediate area is
characteristically flat, except for varying slopes surrounding Paradise Creek,
which contributes to the neighborhood landscape. No scenic vistas were
identified immediately surrounding the project site.
Impact Discussion
There are no scenic vistas located on the project site or in the immediate vicinity.
Although the TOD project entails redeveloping a 14-acre site with a transit -
oriented infill affordable housing development, it would be consistent with the
commercial, residential, and industrial uses surrounding the site. Additionally,
the project proposes to conserve and enhance Paradise Creek. Although it is not
a scenic vista, enhancing the natural amenities that Paradise Creek offers would
provide an important visual resource to the project area. Therefore, the TOD
project would not adversely affect a scenic vista and would ultimately improve
the scenic quality and visual resources available within the project area. No
impacts would occur.
The TOD project site is not located along a designated State Scenic Highway.
Interstate 5 (I-5), located less than one -quarter mile directly west of the project
site, is listed as an Eligible State Scenic Highway, but is not officially designated
(California Scenic Highway Mapping System 2007). Moreover, no other
highways within the project vicinity are listed as officially designated state scenic
highways. Therefore, the TOD project would not damage scenic resources along
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a scenic highway. No other designated scenic resources including trees or rock
outcropping exist on the project site. No impacts would occur.
The project site, a highly urbanized area, is characterized by aging residential
uses mixed with a collection of industrial uses such as auto body shops and
warehouses on small lots. The City's Public Works yard and a privately owned
bus parking/storage facility are located in the central portion of the project site.
Lastly, Paradise Creek, although neglected, is an important natural resource that
runs from the northeast corner to the southwest corner of the project site. The
area surrounding the project site, National City's Westside neighborhood, is also
characterized by similar residential, commercial, and industrial uses and building
densities.
The project, which proposes to redevelop the site with mixed -use, transit -oriented
infill, would not degrade the existing visual quality of the site. The project would
provide newly constructed mixed -use residential and commercial space along
with other family, youth, and child care facilities. In addition, the project
proposes to conserve and enhance Paradise Creek and the open space
surrounding Paradise Creek as well as expand the Paradise Creek Educational
Park. Therefore, the TOD project would not substantially degrade the existing
character or quality of the site as it would be consistent with the area's urbanized
character. Improvements to dilapidated and aging buildings, the development of
new buildings, and the preservation and revitalization of the creek would result in
beneficial impacts to the visual character and quality of the site. No impacts
would occur.
Current uses within the project site utilize outdoor lighting sources that
contribute to the areas day and nighttime views. The TOD project would entail
the development of additional buildings within the project site that would also
make use of similar outdoor lighting, incrementally contributing to existing
lighting sources in the project area. Although no specific lighting plans have
been developed, the TOD project would be required to conform to Chapter 18 of
the National City Municipal Code, which requires all light sources to be directed
or shielded to prevent spillover and glare. Lighting plans for each new project
within the Specific Plan area require review by the City ensuring that no lighting
spills over onto adjacent properties or residential uses. Further detail regarding
the City's outdoor lighting requirements and glare control measures are provided
in Section 3.6, "Community Character and Aesthetics." Conformance with these
policies would reduce light and glare impacts to a less -than -significant level.
Therefore, the TOD project would not adversely affect daytime or nighttime
views as a result of additional light or glare. Impacts would be less than
significant.
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Agricultural Resources
Project Setting
3
Under the California Land Conservation Act of 1975 (Williamson Act) and the
Farmland Mapping and Monitoring Program (FMMP), farmlands are mapped by
the State of California Department of Conservation in order to provide data for
decision makers to use in planning for current and future uses of the state's
agricultural lands (CDC 2004). The project site is located in an urbanized area in
National City, California (that will be) zoned for multi -use commercial
residential (MCR-2). The proposed TOD project would be consistent with the
MCR-2 zone. Surrounding lands are primarily zoned for limited commercial,
mixed -use commercial residential, and civic institutional development. The
California Department of Conservation designates the project site as Urban and
Built -Up Land under the FMMP and as Built -Up Land under the Williamson Act
(CDC 2006). There are no parcels on the project site or in the project vicinity
that are considered farmland of local importance.
Impact Discussion
The TOD project would be located on urbanized land that is currently developed
or disturbed. The project site is designated as Urban and Built -Up Land under
the FMMP, and no Prime Farmland, Unique Farmland, or Farmland would be
converted to non-agricultural use as a result of this project. Therefore, there
would be no impact on agricultural land.
The TOD project would not conflict with existing zoning for agriculture since it
would be located on land that is currently developed or disturbed and designated
as Urban and Built -Up Land under the FMMP (CDC 2006). Additionally, the
project site is not currently enrolled in a Williamson Act contract, and its
proposed use as a mixed -use, transit -oriented infill redevelopment would be
consistent with existing multi -use commercial residential zoning. Therefore,
there would be no conflicts with existing agricultural zoning or Williamson Act
contracts.
The TOD project would be located on land that is currently zoned for multi -use
commercial residential development. There are no farmlands in the project
vicinity and any changes made to the existing environment would not result in
the conversion of Farmland to non-agricultural use. Therefore, there would be no
impact to Farmland.
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Air Quality
Project Setting
The project site is located in San Diego County, which lies within the San Diego
Air Basin (SDAB) and is under jurisdiction of the San Diego Air Pollution
Control District (SDAPCD). The climate of San Diego County is characterized
by hot, dry summers and mild, wet winters and is dominated by a semi-
permanent, high-pressure cell located over the Pacific Ocean. The annual
average temperature in the project area is approximately 57 degrees Fahrenheit
(°F) during the winter and approximately 69 °F during the summer. Total
precipitation in the project area averages approximately 10.7 inches annually.
Precipitation generally occurs during the winter and relatively infrequently
during the summer (Western Regional Climate Center 2008).
Due to its climate, the SDAB experiences frequent temperature inversions
(temperature increases as altitude increases). Temperature inversions prevent air
close to the ground from mixing with the air above it. As a result, air pollutants
are trapped near the ground. During the summer, air quality problems are created
due to the interaction between the ocean surface and the lower layer of the
atmosphere, creating moist marine layer. An upper layer of warm air mass forms
over the cool marine layer, preventing air pollutants from dispersing upward.
Additionally, hydrocarbons and nitrogen dioxide (NO2) react under strong
sunlight, creating smog. Light, daytime winds, predominantly from the west,
further aggravate the condition by driving the air pollutants inland, toward the
foothills. During the fall and winter, air quality problems are created due to
carbon monoxide (CO) and NO2 emissions. High NO2 levels usually occur
during autumn or winter, on days with summer-like conditions. The inversion
typically sits near 2,000 feet above sea level. Monitoring stations east of the
project site are at higher elevations and thus typically record worse air quality
than the westernmost monitoring stations within the SDAB. For example, air
quality at the Alpine monitoring station (approximately 2000 feet) is generally
the worst in the county (SDAPCD 2005).
High air pollution levels in coastal communities of San Diego often occur when
polluted air from the South coast Air Basin, particularly Los Angeles, travels
southwest over the ocean at night and is brought onshore into San Diego by the
sea breeze during the day. Smog transported from the Los Angeles area is a key
factor on more than 50 percent of the days San Diego exceeds clean air
standards. Ozone (03) and precursor emissions are transported to San Diego
during relatively mild Santa Ana weather conditions. However, during strong
Santa Ana weather conditions, pollutants are pushed far out to sea and miss San
Diego. When smog is blown in from the SDAB at ground level, the highest 03
concentrations are measured at coastal and near -coastal monitoring stations.
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When transported smog is elevated, coastal sites may be passed over, and the
transported ozone is measured further inland and on the mountain slopes.
See Section 3.2, "Air Quality" for a detailed discussion regarding the air quality
setting.
Impact Discussion
Infill developments not only encourage less vehicle trips, they also reduce the
distance residents and visitors have to travel, thereby reducing vehicle miles
traveled. Infill development creates shorter trips because more destinations are
located within the immediate neighborhood. Shorter trips produce fewer vehicle
miles traveled. In a case study performed by the USEPA using two hypothetical
developments within San Diego County (one infill and one a sprawled), infill
development traffic was 75 percent less congested, per capita vehicle miles
traveled were reduced 48 percent, and automobile use as a percentage of all trips
was 11 percent lower. This resulted in a 51 and 48 percent reduction in ozone
precursor (NOx and VOC, respectively) emissions and a 48 percent decrease in
greenhouse gas emissions (EPA 1999). Therefore, the TOD project would not
conflict with or obstruct implementation of the applicable air quality plan.
The best measure of a project's consistency with the San Diego Regional Air
Quality Strategy (RAQS) and generally with the State Implementation Plan (SIP)
is whether or not it would achieve the underlying goals and objectives of the
General Plan. In this case, the project would seek to concentrate a number of
residents near an existing mass transit line. This is consistent with the General
and Redevelopment Plan, which encourages efforts to remove or relocate
incompatible land uses and seeks to control where certain manufacturing uses
within the Westside area should be located.
The TOD project would create more residences, commercial and office space
while reducing the amount of industrial space that currently exists. However,
given the proximity to public transit facilities and project's emphasis on mixed -
use, it is considered to be consistent with the RAQS/SIP.
Short —Term Construction Impacts
Implementation of the TOD project would result in construction emissions
associated with fugitive dust, heavy construction equipment, and construction
workers commuting to and from the site. Construction would generate pollutant
emissions from the following construction activities: 1) demolition of existing
structures; 2) cut and fill/grading; 3) construction workers traveling to and from
project sites; 4) delivery and hauling of construction supplies and debris to and
from project sites; 5) fuel combustion by onsite construction equipment; and 6)
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application of asphalt paving. These construction activities would temporarily
create emissions of dusts, fumes, equipment exhaust, and other air contaminants.
However, PMI() is the most significant air pollutant generated from demolition
and road construction, particularly during site preparation and grading.
Estimating construction impacts is difficult given the programmatic nature of the
project at this point in time. Assessment of air quality within the TOD area will
be driven by many factors including development phases, schedule, and types of
construction equipment. Therefore, a project -specific construction analysis will
be needed to ascertain the project's construction air quality impacts. Because an
impact analysis has yet to be prepared, the significance of the impacts related to
the TOD cannot be determined with certainty. However, construction -related air
quality impacts would be significant. Mitigation measures are proposed as part of
the Westside Specific Plan Program EIR, as described in Section 3.2 "Air
Quality" (MM AQ-1a), that would reduce this impact, but not to a level less than
significant. Additionally, project specific mitigation measures may be identified
once all development information is finalized.
Long —Term Operational Impacts
Buildout of the TOD project would result in a net increase in emissions of criteria
pollutants that the SDAB is currently in nonattainment or maintenance status.
The net changes in the emissions from project build -out would exceed project -
level emission thresholds established by the SDAPCD for ROG, CO, PM10 and
PM2.5. The project would increase the number of residents and the amount of
commercial and office space square footage within the TOD area. Both area and
mobile source emissions would increase as a result of an increased amount of
residents and vehicle trips. Operation -related impacts would be significant.
Mitigation measures are proposed as part of the Westside Specific Plan Program
EIR, as described in Section 3.2 "Air Quality" (MM AQ-lb), that would reduce
this impact, but not to a level less than significant.
The TOD project would place sensitive receptors within 500 feet of Interstate 5
(I-5), which runs north -south immediately west (upwind) of the Westside
neighborhood. The project site's proximity to I-5 poses potential health impacts
caused by inhalation of diesel particulate matter (DPM) emissions to sensitive
receptors. Exposure to DPM emissions have been shown to increase potential
cancer risk in humans.
In addition, the TOD project would move residents close to the existing port
activities along San Diego Bay. Facilities along the Bay consist of ship building,
ship repair, and manufacturing land uses immediately west (up -wind) of the TOD
project. Port activities are a major source of diesel PM, representing 70 percent
of the known cancer risk for toxics in California. CARB recommends avoiding
siting new sensitive land uses immediately downwind of the most heavily
impacted zones.
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CARE acknowledges that avoiding incompatible land uses can be a challenge in
the context of mixed -use land use zoning. Government agencies have
encouraged the proximity of housing to employment, retail, and transit corridors
in an effort to reduce vehicle trips. Accordingly, the TOD project would create a
mixed -use transit -oriented community that would reduce the number of vehicle
trips. However, the project would introduce new residents to an area that could
exceed the SDAPCD threshold for cancer risk. Therefore, impacts on human
health would be significant. Mitigation measures are proposed as part of the
Westside Specific Plan Program EIR, as described in Section 3.2 "Air Quality"
(MM AQ-3), that would reduce this impact, but not to a level less than
significant.
The project would expose people within and nearby the Westside neighborhood
to objectionable odors during project construction and operations. Construction
would stagger over an approximate 20-year period. Therefore, no construction
schedule can be estimated at this time. The SDAPCD has proposed a rule (Rule
55) that would require specific reasonably available control measures (RACM) to
suppress fugitive dust emissions from project construction. Each development
that arises within the TOD site boundaries will be required to employ RACMs to
reduce the amount of fugitive dust generated from construction within the TOD
project area. Implementation of RACMs would substantially reduce odors from
project construction. In addition, the project will place receptors near the 22nd
Street transit station, which sees a number of bus trips throughout the day. The
Metropolitan Transit Service (MTS) of San Diego County is currently in the
ARB's Alternative Fuel Bus Path Program. With this, most of the MTS buses
would be fueled alternative fuels, including natural gas and natural gas/hybrid
engines. While residents within the neighborhood would potentially be exposed
to odors generated at the transit station, this impact would be minimal.
Therefore, the TOD project would not create objectionable odors affecting a
substantial number of people. Impacts would be less than significant.
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Biological Resources
Project Setting
As described in more detail in Section 3.5, "Biological Resources" above, a
wetland delineation of Paradise Creek, conducted by Nordby Biological
Consulting, determined that resources regulated by the U.S. Army Corps of
Engineers (USACE), California Department of Fish and Game (CDFG), and/or
the Regional Water Quality Control Board (RWQCB) would be limited primarily
to the areas contained within the banks of Paradise Creek. A small area located
on the southwest side of the channel southwest of the Paradise Creek Educational
Park, which was devoid of wetland vegetation, was also determined to be
jurisdictional due to the fact that there was evidence that the tide had over -topped
the channel banks in this area (Nordby Biological Consulting 2008).
Narrow bands of coastal salt marsh habitat occur on either side of the open water.
These bands occur on two terraces: a lower terrace approximately 0.5 meter
above the channel dominated by California cordgrass and fleshy jaumea (Jaumea
carnosa); and an upper terrace approximately 1.5 meters above the channel
dominated by sea lavender (Limonium californicum), glasswort (Batis maritima)
and bush seepweed (Suaeda moquinii).
A search of the California Natural Diversity Data Base (CNDDB) revealed the
potential occurrence of eight bird species, six plant species, and one invertebrate
species. A habitat assessment was conducted during the wetland delineation and
determined that potential habitat occurs in the project area for Belding's
savannah sparrow (Passerculus sandwichensis beldingi), light-footed clapper rail
(Rallus longirostris levipes), and salt marsh bird's beak (Cordylanthus maritima
ssp) (Nordby Biological Consulting 2008). In addition, although the project area
lacks the habitats required for breeding by California least tern (Sterna
antillarum browni), it is possible that this species could forage in the channel of
Paradise Creek.
See Section 3.5, "Biological Resources" for a detailed discussion regarding the
biological resources setting.
Impact Discussion
No special status species were observed during the wetland delineation and
habitat assessment; however, potentially suitable habitat is present on the project
site for the following special status species: Belding's savannah sparrow, light-
footed clapper rail, California least tern (foraging), and salt marsh bird's beak.
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Although the project would increase habitat through enhancement and
restoration, construction activities associated with the TOD project would
potentially result in impacts to special status species within Paradise Creek, if
present. Based on suitable habitat being present, impacts on special status
species would be significant if present. Mitigation measures are proposed as part
of the Westside Specific Plan Program EIR, as described in Section 3.5
"Biological Resources" (MM BIO-1), that would reduce this impact. However,
once detailed project information is available, additional project level mitigation
measures may be required
Additionally, the project site provides suitable nesting habitat for birds and
raptors protected under the Migratory Bird Treaty Act. Direct impacts (through
loss of habitat) and indirect impacts (through increased noise and dust during
construction) to nesting birds/raptors resulting from the implementation of the
TOD project would be considered significant. Therefore, the TOD project would
have a substantial adverse effect on listed species. Mitigation measures are
proposed as part of the Westside Specific Plan Program EIR, as described in
Section 3.5 "Biological Resources" (MM BIO-2). However, once detailed
project information is available, additional project level mitigation measures may
be required.
The project area is primarily developed but supports some undeveloped areas,
most notably of which is Paradise Creek, which supports southern coastal salt
marsh (a riparian habitat). The Specific Plan includes requirements for all new
development to be set back from Paradise Creek to ensure that impacts to the
creek and its associated riparian habitat would not occur. However, the project
proposes to restore and enhance areas/lands within and adjacent to Paradise
Creek. Implementation of restoration and enhancement efforts within and
adjacent to Paradise Creek have the potential to result in significant impacts to
riparian habitat. In addition, development within other undeveloped areas of the
project site could result in impacts on sensitive natural communities, if present.
Mitigation measures are proposed as part of the Westside Specific Plan Program
EIR, as described in Section 3.5 "Biological Resources" (MM BIO-3 and MM
BIO-4), that would reduce this impact. However, once detailed project
information is available, additional project level mitigation measures may be
required.
The TOD project would result in a minor increase in impervious surfaces that
could potentially result in indirect water quality impacts on Paradise Creek.
Appropriate setbacks from the creek for all new development would be required
by the TOD project. The TOD project would be subject to existing laws,
policies, and ordinances related to water quality, including complying with
construction and permanent BMPs required by Construction General Permits.
MS4 permit compliance (NPDES) enforced through the National City Municipal
Code and stormwater requirements of the CBC would be implemented.
Therefore, the project would not result in a significant indirect impact on
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Paradise Creek's water quality. However, additional mitigation measures may be
identified once more project information is finalized.
Impacts on Paradise Creek would be regulated by the USACE, CDFG, and
RWQCB. The Westside Specific Plan includes requirements for all new
development to be buffered from Paradise Creek to ensure that impacts to the
creek would not occur. However, the TOD project proposes to restore and
enhance areas within and adjacent to Paradise Creek. Implementation of
restoration and enhancement efforts within and adjacent to Paradise Creek have
the potential to result in significant impacts to jurisdictional wetlands/waters.
Therefore, the TOD project could have a substantial adverse effect on federally
protected wetlands/waters. Mitigation measures are proposed as part of the
Westside Specific Plan Program EIR, as described in Section 3.5 "Biological
Resources" (MM BIO-3), that would reduce this impact. Additionally, specific
project level mitigation may be identified once specific alignment and
construction data is finalized.
The TOD project site is located in an urbanized area that does not provide
substantial wildlife corridors and/or wildlife nursery sites. Paradise Creek and
the immediate land surrounding the creek likely provide a corridor for wildlife
movement; however, the open space easement proposed by the Westside Specific
Plan would require a buffer between the creek and any proposed development.
This buffer would be coordinated and approved by the appropriate state and
federal agencies (USACE, CDFG, and RWQCB). Therefore, the TOD project
would not substantially interfere with the movement of any native resident or
migratory fish or wildlife species. Impacts would be less than significant.
The city of National City has not established local policies or ordinances
protecting biological resources. Therefore, the TOD project would not conflict
any policies protecting biological resources. No impacts would occur.
The TOD project site is not situated within any MSCP or Multiple Habitat
Planning Area (MHPA). Although the County of San Diego has established a
Multiple Species Conservation Plan (MSCP), the city of National City has
elected not to participate in the MSCP and no MSCP subarea plan exists for the
site (CDFG 2009). Therefore, the project would not conflict with any applicable
habitat conservation plan or natural community conservation plan. No impacts
would occur.
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Cultural Resources
Project Setting
Often characterized by its rich historic past, National City is the second oldest
city in San Diego County. Incorporated on September 17, 1887, National City
was originally part of the 26,000-acre El Rancho de la Nacion, which was
purchased in 1868 by Frank Kimball and his brothers Warren and Levi. The
Kimball's cleared lands, built roads, constructed the City's first wharf and
brought the railroad to the City. The Kimball's and other early visionary leaders
of National City are embodied in the historical buildings and landscape dotted
throughout the City.
No national, state, or locally designated buildings are located within the TOD
project site (City of National City 2008c). However, based on tax assessor
records, approximately thirteen parcels within the TOD project site list a date of
construction between 1909 and 1962 and may be eligible for listing on the
California Register of Historical Resource (CRHR). An additional eighteen
parcels have no information regarding construction date, but it is assumed that
these parcels pre -date 1909 based on a windshield survey of the project site,
although some no -date parcels represent reclaimed land adjacent to the
channelized Paradise Creek. The approximately twelve parcels that list building
dates between 1963 and present complicate the since it is possible that some or
most of these represent major additions to, or remodels of, older houses rather
than new construction from the building date. Based on the available records and
the field reconnaissance performed, there are an estimated thirty to thirty-five
parcels with buildings and structures that are more than 45 years old and thus
potentially significant historic resources.
A site records and literature search was conducted at the South Coastal
Information Center (SCIC), to determine if prehistoric or historic archaeological
resources had been previously recorded on or within a one -mile radius of the
project site. This review also listed all cultural resource studies on file that have
been conducted within the target area. No archaeological sites have been
recorded at SCIC within the project site. There is one listed historic property, the
George Beermaker house at 1540 Harding Avenue, but it is located outside of the
project site.
See Section 3.4, "Cultural Resources" for a detailed discussion regarding the
cultural resources setting.
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Impact Discussion
For purposes of this section, historical resources are defined as buildings,
structures, or objects that are more than 45 years old. When present, these
resources must be evaluated for significance or they must be avoided. As
discussed above, there may be as many as thirty to thirty-five parcels within the
project site that contain buildings or structures that are over 45 years old. A wide
variety of potential historic resources are present within the site including public,
commercial, and residential buildings. Residential structures are by far the most
numerous potential historic resources present on the site and the most variable.
Therefore, the TOD project would have the potential to cause substantial adverse
changes in the significance of known historical resources through new
construction and demolition or redevelopment of existing buildings within the
project site. Impacts would be potentially significant. Mitigation measures are
proposed as part of the Westside Specific Plan Program EIR, as described in
Section 3.4 "Cultural Resources" (MM CUL-1), that would reduce this impact.
However, once detailed project information is available, additional project level
mitigation measures may be required.
As described above, no prehistoric archaeological sites have been recorded at
SCIC within the TOD project site. However, the presence of the fresh water
Paradise Creek would have been attractive to prehistoric populations and
temporary campsites and/or resource extraction sites would be expected near this
water course. The virtual absence of Phase I or II archaeological studies within
the project site is due to the fact that relatively few of the parcels have undergone
substantive development since the implementation of CEQA. However, the
absence of recorded prehistoric or historic sites does not mean that cultural
resources are not present within the site.
Typical historic sites might include wells/cisterns, trash pits, privy pits/septic
systems, or basements/cellars associated with residential or commercial activities
as well as special features associated with specific industries, e.g., slag from
foundries, heavy foundations with mounts for machinery, etc. Building dates are
unavailable for eighteen parcels within the project site, but it is likely that most
or all of this group pre -dates 1909 (the earliest year for which a building date is
given). While it is unlikely that all eighteen parcels had dwellings built on them
prior to 1909, those that did must have relied on wells or cisterns for their water
supply. Similarly there were limited waste disposal options in the late 1800s and
early 1900s: these included privy pits and septic systems as well as trash pits or
simply discarding trash in vacant lots or canyons. In addition, when piped water
and sewerage systems did reach the various neighborhoods, the abandoned wells
and cisterns were frequently used as convenient places for trash disposal. These
deposits represent brief glimpses into the lifestyles of the early pioneers who
developed National City. Current research was unable to determine exactly when
municipal water and sewer systems became available within the project site, but
it may have been as late as the 1920s. Based on this analysis, the possibility
exists that many of parcels within the project site contain potentially significant
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subsurface archaeological resources. Therefore, the TOD project would have the
potential to cause substantial adverse changes in the significant of known
archaeological resources through grading activities necessary to prepare for
building construction. Impacts would be significant. Mitigation measures are
proposed as part of the Westside Specific Plan Program EIR, as described in
Section 3.4 "Cultural Resources" (MM CUL-2), that would reduce this impact.
Moreover, once detailed project information is available, additional project level
mitigation measures may be required.
The project site is mapped as primarily underlain by Pleistocene -age nearshore
marine deposits of the Bay Point Formation. Exceptions include the area along
Paradise Creek drainage, which is mapped as underlain by modern alluvial and
colluvial deposits (Kennedy and Tan 1977). Based on previous paleontological
work in the Barrio Logan and Logan Heights areas of the City of San Diego, as
well as the Las Palmas area of National City, the Bay Point Formation in this
portion of the coastal plain is considered to have a moderate to high potential for
yielding significant paleontological resources. Specific projects that would
excavate more than 10 feet deep or disturb more than 1,000 cubic yards of matrix
would be considered to have a potential adverse impact on paleontological
resources. Therefore, the TOD project would have the potential to destroy a
unique paleontological resource or site or unique geologic feature through
grading activities necessary to prepare for building construction. Impacts would
be significant. Mitigation measures are proposed as part of the Westside Specific
Plan Program EIR, as described in Section 3.4 "Cultural Resources" (MM CUL-
3), that would reduce this impact to a level less than significant..
As discussed above, the site records search conducted at SCIC determined that
no subsurface cultural resources have been recorded within the project site. It
was noted, however, that 10 resources were recorded within 1 mile of the project
boundary. Furthermore, the TOD site is located within the Westside
neighborhood , which is an older section of National City that has undergone
relatively little development/redevelopment since CEQA was enacted and
therefore few archaeological studies have been undertaken. Given this lack of
information, the possibility of unexpected human remains being present within
the project site cannot be excluded. Therefore, the TOD project would have the
potential to disturb human remains, including those interred outside of formal
cemeteries. Impacts would be significant. Mitigation measures are proposed as
part of the Westside Specific Plan Program EIR, as described in Section 3.4
"Cultural Resources" (MM CUL-2), that would reduce this impact. Moreover,
once detailed project information is available, additional project level mitigation
measures may be required.
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Geology and Soils
Project Setting
The project site is located approximately one mile inland from San Diego Bay in
the western portion of the City of National City. Elevations on the project site
vary from approximately 8 feet above sea level along the eastern portion of the
site to approximately 14 feet above sea level at the western portion of the site.
The surface topography is characterized by generally flat terrain as it is an
urbanized area.
An active fault, as defined by the California Division of Mines and Geology
(CDMG), is a fault that has experienced displacement or seismic activity during
the geologically recent period (about the last 10,000 years). The nearest active
fault to the TOD project site is the Rose Canyon Fault Zone (RCFZ), which is
located approximately eight miles northwest of the site in the vicinities of Point
Loma and downtown San Diego. The TOD project is not located within a State
of California Alquist-Priolo Earthquake Fault Zone (CGS 2007).
Two soils consisting of Huerhuero-Urban land complex (HuC) and Made land
(Md) are located on the TOD project site. The Huerhuero-Urban land complex,
which comprises approximately sixty percent of the project site, is dispersed
around the outer boundaries of the site. This soil varies in depth from a few
inches to over six feet and consists of moderately well drained loams with up to
forty-five percent clay subsoils. This soil has been determined to have slopes
that range from two to nine percent and a moderate to high linear extensibility
potential (LEP) of up to nine percent. LEP refers to the shrink -swell potential of
a soil as the moisture content is decreased or increased. Made land, which makes
up the remaining forty percent of the project site, immediately surrounds Paradise
Creek. This soil's depth is undetermined, but consists of smooth, level areas that
have been filled with excavated and transported soil material, paving material,
and dredged material. This soil is typically free of slopes and has a variable
shrink -swell potential (NRCS 2009).
Impact Discussion
The TOD project site is not located on any active or potentially active faults as
defined by the CGS and is not located within an Alquist-Priolo Earthquake Fault
Zone. RCFZ, located approximately eight miles northwest of the TOD project
site, is the closest active fault to the site, but since surface ground rupture along
faults is generally limited to a linear zone a few feet wide, fault ground rupture at
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the project site is unlikely. Therefore, there would be no impacts related to
ground surface rupture of a known earthquake fault. No impacts would occur.
Although the project site is not underlain by an active fault system, the site is
susceptible to strong seismic ground shaking conditions that are a common
hazard in much of southern California. The RCFZ, located approximately eight
miles northwest of the project site, poses the highest risk in generating strong
seismic ground shaking. Thus, buildings on the project site would be required to
meet the 2007 California Building Code (CBC) for seismic requirements.
Implementation of CBC requirements would ensure that impacts associated with
strong seismic ground shaking would be less than significant. Impacts would be
less than significant and mitigation measures would not be required.
Soil liquefaction is generally limited to relatively loose, unconsolidated granular
soils located below the water table that are subject to large ground accelerations
from earthquake activity. The HuC complex that makes up sixty percent of the
project site contains relatively unconsolidated sandy loams (42% sand, 38% silt)
at depths between four and six feet. There is a possibility that a relatively
shallow groundwater table underlies the project site due to its proximity to San
Diego Bay. The presence of unconsolidated soils located near a groundwater
table coupled with the potential for strong seismic ground shaking during an
earthquake event could result in seismic -related ground failure. However, all
construction activities would occur on already developed parcels or previously
disturbed land. In addition, compliance with CBC requirements related to
seismic hazards including grading and soil compaction activities would be
required for future development and would minimize ground failure impacts.
Therefore, the TOD project would likely not result in seismic -related ground
failure, including liquefaction. Impacts would be less than significant and
mitigation measures would not be required.
Typically, landslide activity is restricted to areas of steep slopes (in excess of
thirty percent) which lack vegetation. The TOD project site would be located on
soils with maximum slopes of nine percent. In addition, grading and soil
compaction activities would occur during project construction, making lands lay
relatively flat. Therefore, impacts associated with landslides would be less than
significant.
Soil erosion can occur both during construction and operation of a project. The
HuC complex present at the project site has been identified as having an erosion
factor of .37 Kf, which denotes a moderate erosion potential. Information
regarding the erodibility of the Md soil located on the project site is unavailable.
All construction activities would occur on already developed parcels or
previously disturbed land and the TOD project would require design and
implementation of site design, source control, and treatment control Best
Management Practices (BMPs) to be addressed in a Stormwater Management
Plan (SWMP) pursuant to MS4 requirements. Waste Discharge Requirements
(WDRs) compliance, including an erosion control plan and a Stormwater
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Pollution Prevention Plan (SWPPP) would also be required for development sites
over 1-acre. Therefore, compliance with the applicable laws would ensure the
TOD project would not result in substantial soil erosion or the loss of topsoil.
Consequently, impacts would be less than significant.
The TOD project is mapped as primarily underlain by Pleistocene -age nearshore
marine deposits of the Bay Point Formation. Exceptions include the area along
Paradise Creek drainage, which is mapped as underlain by modern alluvial and
colluvial deposits (Kennedy and Tan 1977). The TOD project would be located
on previously developed areas that have proven to have a stable underlying
geologic unit. In addition, future development projects would be required to
comply with CBC requirements related to seismic hazards. Therefore, the TOD
project would not be located on a geologic unit or soil that is unstable or that
would become unstable and result in an on- or offsite landslide, lateral spreading,
subsidence, liquefaction, or collapse. Consequently, impacts would be less than
significant.
Expansive soils are those that contain minerals such as clays that undergo
volumetric change with change in water content. The soil will swell with
increase in moisture content and will shrink with decrease in moisture content.
This change in volume can exert enough force on a building or other structure to
cause extensive damage. Soils with LEP ratings of three to six percent are
considered to have moderate shrink -swell potential while ratings of six to nine
percent denote high shrink -swell potential. The HuC complex that makes up
sixty percent of the TOD project site has been identified as having an LEP rating
of zero to three percent at depths up to one foot and a rating of six to nine percent
at depths of one to four feet. However, because all future development projects
would comply with CBC requirements and would be developed on previously
graded or developed parcels, the TOD project would not create substantial risks
to life or property due to expansive soils. Therefore, impacts would be less than
significant.
The city of National City would provide wastewater disposal services via
existing and planned sewer lines located near the project site. The project does
not propose the use of septic tanks or any alternative wastewater disposal
systems. Therefore, there would be no impacts associated with soils incapable of
adequately supporting wastewater disposal systems.
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Hazards and Hazardous Materials
Project Setting
The TOD project site includes two parcels of disturbed land that have had to
address hazardous environmental issues. The site east of Paradise Creek has
primarily been used as a Public Works Yard including offices, vehicle fueling
and maintenance, workshops, warehouses, and trash storage. The yard is used
for maintenance of City vehicles and office space for public works and
purchasing. The site west of Paradise Creek has served primarily as an outdoor
parking and storage facility. Limited hazardous conditions investigations have
been conducted on these parcels and some remediation activities have been
completed. The TOD project site can be considered a "brownfield" for
environmental purposes. However, the site is not included on a list of hazardous
materials sites compiled pursuant to Government Code Section 65962.5 (DTSC
2007).
In addition, properties surrounding the project site contain 142 industrial uses,
many of which are auto -related. Over time many of the industrial uses have
resulted in soil and groundwater contamination.
See Section 3.9, "Hazards and Hazardous Materials" for or a detailed discussion
regarding identified hazards within the vicinity of the TOD project.
Impact Discussion
The TOD project would entail earthwork on parcels of land that contain
contaminated soils and hazardous materials. In addition, project construction
would require the transport of hazardous materials such as diesel fuels,
lubricants, solvents, asphalts, etc. Handling and transport of these materials could
result in the exposure of workers, nearby residents, or the environment to
hazardous materials. Therefore, the TOD project could create a significant
hazard to the public or environment through the routine transport, use, or disposal
of hazardous materials. The TOD would be subject to all applicable federal and
state laws for routine transport, use, and disposal of hazardous materials.
Agencies that would regulate such activities are not limited to EPA, Cal -EPA
(including DTSC, CIWMB, CARE, etc), and the County DEH. Impacts would
be less than significant. However, additional mitigation measures may be
identified once project specific details are finalized..
The TOD project would require earthwork on soils east and west of Paradise
Creek that have been identified as brownfield sites. The redevelopment of
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existing contaminated sites could create a significant hazard to the public or
environment through the reasonably foreseeable upset and accident conditions
involving the release of hazardous materials into the environment. Therefore,
earthwork activities could potentially release hazardous materials into the
surrounding environment. Impacts would be significant. Mitigation measures
are proposed as part of the Westside Specific Plan Program EIR, as described in
Section 3.9 "Hazards and Hazardous Materials" (MM HAZ-1, MM HAZ-2, and
MM HAZ-3), that would reduce this impact. Moreover, additional mitigation
measures may be identified once project specific details are finalized.
One public school exists within the immediate area surrounding the project site.
Kimball Elementary School is located approximately 60 feet north of the project
site's boundary. In addition, Saint Anthony's Church, which offers after school
programs to children, is located approximately 400 feet northwest of the project
site. As identified above, development activities proposed by the TOD project
would occur on sites that are currently contaminated and could release hazardous
materials by causing the lateral spread of contaminated soils or groundwater
during ground disturbance. Therefore, the TOD project could emit hazardous
emissions or involve handling hazardous materials within one -quarter mile of an
existing school. Impacts would be significant. Mitigation measures are proposed
as part of the Westside Specific Plan Program EIR, as described in Section 3.9
"Hazards and Hazardous Materials" (MM HAZ-1, MM HAZ-2, and MM HAZ-
3), that would reduce this impact. Moreover, additional mitigation measures may
be identified once project specific details are fmalized.
The TOD project site is not included on a list of hazardous materials sites
compiled pursuant to Government Code Section 65962.5. No impact would
occur due to any such sites.
The TOD project site is not located within an adopted airport land use plan or
within two miles of an approach/departure flight path of a public airport. The
closest public use airport is San Diego International Airport — Lindbergh Field
(SDIA), which is located approximately 10 miles northwest of the TOD project
site. Therefore, the TOD project would not result in a public airport related
safety hazard for people residing or working in the project area. No impacts
would occur.
The TOD project is not located within the vicinity of a private airstrip. Naval Air
Station, North Island (NAS) and the Imperial Beach Naval Outlying Field
(NOFL), two private naval airstrips, are located approximately 6 miles northwest
and 10 miles south, respectively, of the TOD project site. Therefore, the TOD
project would not result in a private airstrip related safety hazard for people
residing or working in the project area. No impacts would occur.
Implementation of the TOD project would not physically interfere with an
adopted emergency response plan or emergency evacuation plan. The city of
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National City has not adopted any emergency response or evacuation plans.
Therefore, no impacts would occur.
Development of the TOD project would not increase the potential for wildland
fires or expose people or structures to a significant risk of loss, injury, or death
involving wildland fires. Implementation of the TOD project would occur in an
urbanized area of National City and would not be located adjacent to or
intermixed with wildlands. According to the California Department of Forestry
and Fire Protection (CalFire), San Diego County Fire Hazards Severity Zone
Maps for Local Responsible Areas (LRA), the TOD project site is "LRA
Unzoned" and is not considered to be located in a fire hazard zone (CalFire
2007). Therefore, the TOD project would not expose people or structures to a
significant risk of loss, injury, or death involving wildland fires. No impacts
from wildfire would occur.
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Hydrology and Water Quality
Project Setting
The TOD project site is located within the Pueblo San Diego watershed, the
smallest hydrologic unit (HU) in San Diego County. The Pueblo San Diego
watershed encompasses approximately 60 square miles of predominantly urban
landscape in the cities of San Diego, La Mesa, Lemon Grove, and National City.
The watershed contains the smallest proportion of unincorporated area (0.3
percent) of the HUs within the county. The population of the Pueblo San Diego
watershed is approximately 500,000 residents, making it the county's most
densely populated watershed. Approximately 75 percent of the watershed is
developed. Residential, retail/ office, and industrial land uses account for 45
percent, 11 percent, and 10 percent of the total, respectively. In addition, there
are relatively large percentages of land used for transportation corridors and
highways. Due to the high level of existing urbanization in the watershed, only
small amounts of additional land is projected for development over the next 15
years. The watershed drainage consists of a group of relatively small local creeks
and pipe conveyances, many of which are concrete -lined and drain directly into
San Diego Bay (Project Clean Water 2008).
The Federal Emergency Management Agency (FEMA) prepares Flood Insurance
Rate Maps (FIRMs) that delineate an area's potential for damage resulting from
floods. Flood maps identify areas within the estimated 100- and 500-year
floodplains, or areas that are anticipated to be inundated by storm events with
intensities that generally occur every 100 or 500 years, respectively. The project
site is shown in FIRM Panel # 06073C1911F. The eastern half of the project site
and approximately 20 percent of the western portion of the site are delineated as
Zone AE "Special Flood Hazard Area" inundated by a 100-year flood in which a
base flood elevation of twelve feet has been determined. This means that there is
a one percent chance each year for a damaging flood to occur at or above twelve
feet within Zone AE. The land adjacent to Paradise Creek on the western portion
of the site is delineated as Zone X "Other Flood Areas" areas of 500-year flood.
This indicates that there is a 0.2 percent chance for a flood to occur in any given
year. The remainder of the western portion of the project site is delineated as
Zone X "Other Areas" areas determined to be outside a 500-year flood plain.
This means that the likelihood of a damaging flood to occur within Zone X is
very low (FEMA 1997).
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Impact Discussion
3
Both construction and operation of the TOD project have the potential to violate
water quality standards or waste discharge requirements regulated by the San
Diego Regional Water Quality Control Board (SDRWQCB). Construction
activities often expose disturbed and loosened soils to erosion from rainfall,
construction runoff, and wind. Excessive stream and channel erosion may occur
if runoff volumes and rates increase as a result of an increase as a result of
construction activities. Pollutants of concern include toxic chemicals from heavy
equipment and construction -related materials, including gasoline, oils, grease,
solvents, lubricants, and other petroleum products. Post -construction operational
impacts would include an increase in stormwater runoff due to an increase in
impervious surfaces. However, the TOD project would require design and
implementation of site design, source control, and treatment control Best
Management Practices (BMPs) to be addressed in a Stormwater Management
Plan (SWMP) pursuant to MS4 requirements implemented through the City's
stormwater regulations. Waste Discharge Requirements (WDRs) compliance,
including an erosion control plan and a Stormwater Pollution Prevention Plan
(SWPPP) would also be required for development sites over 1-acre. Therefore,
compliance with the applicable laws would ensure the TOD project would not
violate water quality or waste discharge requirements resulting in significant
impacts to long-term water quality. Impacts would be less than significant.
The TOD project would not rely on groundwater supplies for construction or
operation, thus, it would not substantially deplete groundwater supplies. Due to
the site's proximity to San Diego Bay, groundwater may exist at levels in which
recharge could be affected by the construction of additional paved surfaces.
However, the project would not significantly increase the amount of
impermeable surface cover as the site is already almost completely paved.
Therefore, it is anticipated that the TOD project would not substantially deplete
groundwater supplies or interfere with groundwater recharge. No impacts related
to groundwater supplies or recharge would occur.
The TOD project would construct new structures in a manner that could
potentially alter the site's existing drainage pattern. However, required
compliance with WDRs including implementation of an erosion control plan and
a SWPPP would ensure that erosion or siltation would not occur on- or offsite.
Proposed enhancements to Paradise Creek and the Paradise Creek Educational
Park would also be subject to all WDRs. The presence of the 100-year
floodplain requires that future development be designed outside of the floodplain
and the preparation of a drainage study in compliance with local and state
regulations would be required. Additionally, a buffer would be enforced to
prohibit development immediately adjacent to the Creek. Therefore, compliance
with existing regulations and implementation of the buffer would help to ensure
that alterations to the site's drainage patterns would not result in substantial
erosion or siltation on- or offsite. Consequently, impacts would be less than
significant.
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The TOD project is located on a site that is subject to flooding hazards.
Preliminary project plans indicate that only fifty percent of land on the eastern
portion of the project site could be developed with buildings in order to allow
flood waters to flow through the site and percolate back into the ground. The
project would not substantially increase surface runoff since an increase in the
amount of impervious surface cover would not occur as the site is almost
completely built up. Proposed enhancements to Paradise Creek and the Paradise
Creek Educational Park would not alter the creek's course in a manner that
would result in flooding. Finally, implementation of a SWMP and compliance
with a NPDES General Construction Permit through local regulations and
development review would ensure that surface runoff related to the TOD project
would not result in flooding on- or offsite. Therefore, impacts would be less than
significant.
The TOD project would construct additional structures on the project site, but
stormwater runoff would not substantially increase since the amount of
impervious surface cover would only increase marginally. Drainage from the
TOD project would be directed to the existing storm drainage system and is not
expected to exceed the system's existing capacity. Lands on the east and west
side of Paradise Creek, namely the City's Public Works Yard and an outdoor
storage area, are known to contain hazardous materials and have both been
identified as brownfields. A substantial amount of polluted runoff could impact
the stormwater drainage system should stormwater flow through the site during
development activities. However, the project would be required to implement or
comply with each of the following: BMPs addressed in a SWMP; WDRs
including an erosion control plan and a SWPPP; and the NPDES General Permit
enforced through local regulations from the City. Compliance with these
discharge and permit requirements would ensure that the TOD project would not
create or contribute runoff water that would exceed the capacity of stormwater
drainage systems or create additional sources of polluted runoff. Impacts would
be less than significant.
Implementation of the TOD project would involve earthwork that could release
contaminated soils into stormwater runoff. However, the project would have to
include site design, source control, and treatment control features to ensure
downstream water quality is not affected. Implementation of a SWMP, SWPPP
(if greater than 1 acre), and compliance with a SWRCB issued NPDES
Construction General permit would ensure that the TOD project would not
substantially degrade water quality. Impacts would be less than significant.
The eastern half of the project site and 20 percent of the western portion of the
site are delineated as Zone AE "Special Flood Hazard Area" inundated by the
100-year flood in which a base flood elevation of twelve feet has been
determined. This means that the project site has a one percent chance each year
for a damaging flood to occur at or above twelve feet. Since the eastern portion
of the site and 20 percent of the western portion are approximately 8 feet above
sea level preliminary project plans indicate that structures would have to be built
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with five foot high crawl spaces, constructed above parking garages, or any other
design so as to place housing structures at least 1 foot above the 100-year
floodplain level. Engineering conditions that would eliminate flood risk would
be required at the time of the development proposal and prior to project approval.
In addition, all development would have to comply with state and federal
requirements related to flood hazards. Finally, a buffer would be enforced along
Paradise Creek. Measures to mitigate potential flood impacts would be
developed. Therefore, impacts would be less than significant with mitigation
incorporated.
Plans indicate that only fifty percent of land on the eastern portion of the project
site could be developed with buildings in order to allow waters to flow through
the site and percolate back into the ground. In addition, the National Flood
Insurance Program (NFIP) requires that any development within a delineated
floodway must not increase base elevation flood levels, with documentation
provided in a hydrologic and hydraulic study. Project specific drainage and
hydrologic studies required prior to construction would ensure that the project
would not impede or redirect flood flows. Consequently, impacts would be less
than significant.
The TOD project site is located in an area that has the potential to be affected by
flood events. However, plans indicate that construction conditions including
requiring buildings to have 5 foot high crawl spaces or constructing dwellings
above parking garages would be required for development on the eastern portion
of the site. Development within the floodplain would also have to comply with
NFIP and CBC requirements regarding flood hazard safety. Flooding as a result
of the failure of a levee or dam would not occur because the site is not protected
by or in close proximity to either. Therefore, the TOD project would not expose
people or structures to a significant risk of loss, injury, or death involving
flooding. Thus, impacts would be less than significant.
The TOD project site is located within an area that has, historically, not been
affected by tsunamis. Although the project site is located in close proximity to
San Diego Bay and the Pacific Ocean, the area most likely to produce tsunami
activity within coastal California is the Cascadia subduction zone, which
stretches from northern Vancouver Island to northern California. However, this
subduction zone is located over 700 miles north of the project site and the
probability for a tsunami to affect the project site is considered to be low.
Inundation by a seiche is not possible because the project site is not located near
a lake. Terrain on the project site is generally flat with lands surrounding
Paradise Creek being the only portion of the site with varying elevations. Due to
the site's characteristically flat topography, there is a very low likelihood for
mudflow to occur. Therefore, the TOD project would not contribute to
inundation by seiche, tsunami, or mudflow. Impacts would be less than
significant.
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Land Use and Planning
Project Setting
The project site is located in the southern portion of National City's Westside
neighborhood in San Diego County. The area surrounding the project site is
highly urbanized and is characterized by a mix of single-family residential uses
combined with scattered industrial and commercial uses. Kimball Elementary
School is adjacent to the northern boundary of the site, Interstate 5 (I-5) runs
parallel to the western boundary of the site, and the 24th Street Trolley Station is
one block from the site's southwesterly -most corner.
The TOD project site is subject to goals, policies, and regulations of the National
City General Plan, the National City Land Use Code, the National City
Redevelopment Plan, and the Paradise Creek Enhancement Plan. Regional plans
such as the Regional Comprehensive Plan (RCP) and Regional Transportation
Plan (RTP) would also apply to the TOD project.
Impact Discussion
The mixed -use, transit -oriented infill redevelopment project of an older
neighborhood would be compatible with the surrounding land uses and would not
divide an established community. Although the TOD project may remove or
redevelop existing buildings and construct new structures, its intent is to create a
more unified community through the establishment of linkages, community
centers, and enhanced recreational opportunities throughout the site. Therefore,
the TOD project would not physically divide an established community. Impacts
would be less than significant.
The TOD project would be designed to conform to the goals, objectives, and
policies of the National City General Plan, Land Use Code, and Redevelopment
Plan. Development associated with the TOD project would be consistent with
the MCR-2 zoning designation proposed by the Westside Specific Plan, which
limits building heights within the zone to five stories. The proposed development
may include an adult educational center within the TOD area and relocation of
the public works yard. In addition, implementation of the Paradise Creek
enhancement and expansion portion of the TOD project would result in
compliance with the Paradise Creek Enhancement Plan. Therefore, the TOD
project would not conflict with any applicable land use plan, policy or regulation.
Therefore, impacts would be less than significant.
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The TOD project site does not fall within the boundaries of a habitat
conservation plan or a natural community conservation plan. At this time, the
city of National City has elected not to participate in the San Diego Multiple
Species Conservation Plan (MSCP) and no MSCP subarea plan exists for the
project site. Therefore, the TOD project would not conflict with any applicable
habitat conservation plan or natural community conservation plan. No impacts
would occur.
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Mineral Resources
Project Setting
In 1975, the Department of Conservation's California Geological Survey created
a program to assist in the protection and development of mineral resources
through the land -use planning process. This program is mandated by the Surface
Mining and Reclamation Act of 1975 (SMARA). Local agencies are required to
use mineral land classification maps and reports when developing land -use plans
and when making land -use decisions (CDC 2007). The TOD project is located in
the Western San Diego County Production Consumption Region in what is
known as Mineral Resource Zone 3 (MRZ-3). MRZ-3 is an "Area of
Undetermined Mineral Resource Significance" according to SMARA. This
designation indicates that the significance of areas containing mineral deposits
cannot be evaluated from available data (CDC 1982).
Impact Discussion
The potential for viable extraction of mineral resources is limited due to the
urbanized character of the TOD project area. The California Department of
Conservation, in accordance with SMARA, has identified the project site as
MRZ-3, which means the area has undetermined mineral resource significance
and the significance of areas containing mineral deposits cannot be evaluated
from available data. However, there are no records of previous mining of
mineral resources occurring at the project site. In addition, the 14-acre site is
located in an urbanized area and applicable planning documents designate the
site for future multi -use commercial residential development. Therefore,
construction and operation of the TOD project are not likely to result in the loss
of valuable aggregate or mineral resources. As such, impacts would be less than
significant.
Implementation of the TOD project would not result in the loss of availability of
any locally important mineral resources. The City's General Plan does not
identify any known mineral resources in the National City region (National City
1996). Additionally, the Westside Specific Plan, which covers the TOD project
site, does not recognize any locally important mineral resources or mineral
resource recovery sites (EDAW 2007). No other locally important mineral
resources have been identified. Therefore, there would be no loss of availability
of any locally important mineral resources. No impacts would occur.
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Noise
Project Setting
Noise -sensitive land uses include locations where people reside or where the
presence of unwanted sound could adversely affect the use of the land. Ambient
traffic noise in the TOD project area is generated by traffic on I-5, the local street
network, and rail noise. Other noise sources include local industrial land uses in
and around the plan area. Noise -sensitive land uses typically include residences,
hospitals, schools, guest lodging, libraries, and certain types of passive
recreational uses. Sensitive land uses in the TOD project area include single- and
multifamily residences and schools.'
The TOD project area is dominated by noise from vehicular traffic on
surrounding roadways. Noise monitoring was conducted at noise -sensitive
receptors adjacent to TOD project area on October 2, 2008, to quantify existing
conditions (field data sheets are included as Appendix D of this EIR).
Noise conditions generated by vehicular traffic on roadway segments
surrounding the TOD project site were modeled using the Federal Highway
Administration (FHWA) highway traffic noise prediction model (FHWA TNM),
assuming the standard vehicle mix for San Diego County (87% automobiles, 4%
medium trucks, and 9% heavy trucks). Noise levels generated by vehicular
traffic are generally high along all major transportation corridors in the vicinity
of the project and lower along residential streets.
See Section 3.3, "Noise" for additional details regarding the noise setting.
Impact Discussion
Short —Term Construction Impacts
Construction activities associated with implementation of the TOD project would
create noise from activities such as ground clearing, grading, hauling materials to
the site, constructing foundations and structures, and finishing work. The
magnitude of the increases would depend on the type of construction activity, the
noise level generated by various pieces of construction equipment, site geometry
(i.e., shielding from intervening terrain or other structures), and the distance
between the noise source and receiver. Overall average noise levels generated on
a construction site are estimated to be 89 dBA at a distance of 50 feet during the
Sensitive land uses were identified from a site reconnaissance conducted on October 2, 2008, by Noise
Specialist Peter Hardie of ICF Jones & Stokes and a review of aerial photos.
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loudest phases (excavation and finishing). These noise levels are derived from
the noise produced by the combination of equipment types used during the
construction process. Noise levels of this magnitude would be temporary in
nature and would cease once construction was completed. The City's noise
ordinance exempts construction activities from the noise standard (providing that
such activities take place between the hours of 7:00 a.m. and 7:00 p.m. Monday
through Friday) but limits construction noise to no more than 75 dBA at type 1
residential properties and 85 dBA at type 2 residential/commercial properties.
Construction noise dependent on location from the closest sensitive receptor
could exceed these noise levels and would require mitigation measures to reduce
noise levels to the greatest extent practicable (mitigation measures are presented
below). However, even with the inclusion of mitigation measures, construction
noise could still exceed the City's construction thresholds. Construction noise
would likely exceed noise thresholds for development under the TOD project.
Therefore, impacts from construction would be significant. Mitigation measures
are proposed as part of the Westside Specific Plan Program EIR, as described in
Section 3.3 "Noise" (MM NOI-1 and MM NOI-2), that would reduce this impact,
but not to a level less than significant.
In addition, to noise disturbances, the TOD project would require demolition or
construction of new structures that would potentially result in a temporary
increase in vibration and noise levels. The City's Municipal Code Title 12
Chapter 12.10.180 sets vibration thresholds that could be exceeded as a result of
future construction or future projects. Therefore, vibration impacts are
considered significant. Mitigation measures are proposed as part of the Westside
Specific Plan Program EIR, as described in Section 3.3 "Noise" (MM NOI-3),
that would reduce this impact, but not to a level less than significant.
Long —Term Operational Impacts
The TOD project would create new sources of traffic that would increase traffic -
related noise on the local roadway system. Operational traffic noise impacts
would be significant. However, the project would implement MM NOI-4 to
determine the traffic noise levels on site. Based on the results, additional project
level mitigation may be identified to reduce traffic noise impacts to a level less
than significant.
The TOD project would potentially expose new noise sensitive receptors to rail
noise that would exceed the exterior thresholds set forth by the City's Municipal
Code. This would be considered a significant impact. However, the project
would implement MM NOI-2 to determine the rail noise levels on site. Based on
the results, additional project level mitigation may be identified to reduce rail
noise impacts to a level less than significant.
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Lastly, no private airstrips are located in close proximity in the vicinity of the
TOD project area. In addition, the closest public airport is San Diego
International Airport located approximately 5 miles north of TOD project area,
which is too far from the site to contribute excessive noise levels. Therefore, no
impact would occur associated with noise levels from nearby airports.
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Population and Housing
Project Setting
The City of National City was incorporated on September 17, 1887, as a
commercial center focused around railroad construction and grew to an
approximate population of 10,300 by 1940. Since then, the City has experienced
tremendous growth and has a current population of approximately 61,100
residents. Nearly 41 percent of the City's planning area is designated for
residential development while about 13 and 12 percent of the planning area is
designated for industrial and commercial development, respectively (City of
National City website 2008c).
Impact Discussion
The project site is located in a developed urban setting. The TOD project would
by design induce substantial population growth as it is planned to reach 360
dwelling units, 295,000 to 450,000 gross square feet of office space, and 45,000
to 65,000 gross square feet of retail space (not including existing development).
The proposed development may include an adult educational center within the
TOD area and relocation of the public works yard. However, this growth would
be consistent with the proposed Westside Specific Plan land use goals, which is
designed to implement policies of the National City General Plan and meet the
needs of the increasing urban population. So, although the TOD project would
induce substantial population growth, it would be in substantial conformance
with the projected population growth and housing stock needs identified in the
City's General Plan. Therefore, impacts would be less than significant and
mitigation measures would not be required.
It is possible that the TOD project could potentially remove between 25 and 30
existing residences if the existing residential area were to be redeveloped.
However, existing homeowners in this area would have an opportunity to take
part in the redevelopment effort (TAP findings, pg. 18), which would construct
between 250 and 750 new dwelling units. Sufficient housing would be available
at the site for existing and future demands. Therefore, the TOD project would
not displace a substantial number of existing housing units that would necessitate
the construction of replacement housing elsewhere. As such, impacts would be
less than significant.
In addition to constructing 360 new dwelling units, the project would give
existing homeowners the opportunity to take part in the redevelopment effort.
No other people would be displaced as a result of the project. Therefore, the
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TOD project would not displace a substantial number of people or necessitate the
construction of replacement housing elsewhere. Consequently, impacts would be
less than significant.
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Public Services
Project Setting
3
Public services available to the site include fire and police protection, schools,
parks, and libraries. The City's fire protection services are provided by the
National City Fire Department (NCFD), which operates out of two stations at the
following locations: Station 31, 2333 Euclid Avenue and Station 34, 343 East
16th street. Police services in the project vicinity are currently provided by the
National City Police Department (NCPD), which operates out of one station
located at 1200 National City Boulevard and is staffed by 92 sworn personnel
and 43 professional staff members. The planning area's public schools are
provided by the National School District (NSD) and the Sweetwater Union High
School District (SUHSD). NSD serves 10 elementary schools and SUHSD
serves 32 middle schools, high schools, and alternative learning schools. For
information and additional analysis on the City's parks and recreational facilities,
see below. Finally, the TOD site is served by the National City Public Library,
which is located at 1401 National City Blvd.
Impact Discussion
Fire protection service for the TOD project would be provided by the National
City Fire Department. Emergency response times for the project are currently
timed at approximately 4 minutes. Implementation of the TOD project would
result in the construction of new residences and commercial/retail office space
that would increase the demand on the fire protection services. Payment of
development impact fees would serve to mitigate the project's impacts on fire
protection services. As such, impacts would be less than significant.
Police protection for the project area would be provided by the National City
Police Department (NCPD). Currently, the NCPD employs 92 police officers
that serve approximately 59,000 residents in a 9 square mile area. NCPD has a
current emergency response time to the project site of under 4 minutes. The
TOD project would increase the amount of residential, retail, and office space
within the project site, but would be required to pay development impact fees to
mitigate the project's impacts on police protection services. Therefore, impacts
would be less than significant.
Implementation of the TOD project would result in the construction of residential
dwelling units that would lead to an increase in the school age population.
However, the developer would be required to pay fees in accordance with SB 50.
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Payment of these fees would constitute full mitigation under CEQA. Impacts
would be less than significant.
The TOD project would result in the availability of additional housing units
including commercial and retail spaces that would likely increase the number of
patrons at the Paradise Creek Educational Park as well as the undeveloped areas
surrounding Paradise Creek. However, the TOD project would be required to set
aside parkland or pay Quimby fees for the future development of park land.
Impacts would be less than significant.
Residents within the TOD project would be served by the National City Public
Library. Since the project would induce substantial population growth, the
demand for library services would increase accordingly. However, the project
would be required to pay development impact fees in accordance with the
libraries development impact fee schedule. Therefore, impacts to the library
system would be less than significant.
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Recreation
Project Setting
The TOD project site is located in the southern portion of the City of National
City's Westside neighborhood. The only designated park within the 14-acre
project site is located along the northern end of Paradise Creek near Kimball
Elementary School. Paradise Creek Educational Park, which opened in 2007, is
a 4-acre revitalized portion of Paradise Creek that includes 1,500 linear feet of
restored southern coastal marsh, an interpretive trail system including elevated
boardwalks over wetland areas, an outdoor learning lab, and a new amphitheater
(EDAW 2007). A designated open space reserve surround Paradise Creek,
which flows in a southwesterly direction from northeastern to the southwestern
portion of the project site, would be the only other recreational resource available
within the project site. No amenities or recreational services are provided within
this open space reserve.
Impact Discussion
Implementation of the TOD project would result in the availability of additional
housing units including commercial and retail spaces that would likely increase
the number of patrons at the Paradise Creek Educational Park as well as the
undeveloped areas surrounding Paradise Creek. However, since the project
proposes to expand and enhance the available recreational resources, substantial
physical deterioration of these recreational facilities would not occur. Therefore,
impacts to existing recreational facilities would be less than significant.
The TOD project would expand the Paradise Creek Educational Park by
extending the park area, walking paths, and restored habitats of the park. The
project would enhance the open areas that run the length of Paradise Creek as
well. If restoration/revegetation efforts would result in impacts on riparian
vegetation, permits and approvals would be required from one or more of the
following agencies: USACE, CDFG, and the RWQCB. Prior to implementation
of individual restoration/revegetation projects, permits and approvals shall be
obtained from the resource agencies, or documentation shall be obtained from
these agencies that indicate permits and approvals are not required. In addition,
existing laws, policies, and ordinances related to water quality, including
complying with construction and permanent BMPs required by Construction
General Permits would be required and MS4 permit compliance enforced through
the City's SWMP process would be implemented. Therefore, the TOD project
would not require the expansion of recreational facilities that might have an
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adverse physical effect on the environment. Impacts would be less than
significant.
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Transportation/Traffic
Project Setting
See Section 3.1, "Traffic, Circulation, and Parking" a detailed discussion
regarding the traffic setting.
Impact Discussion
The proposed TOD project would result in an increase in traffic volumes. The
total volume including the increase in volume due to the project causes the level
of service on three segments, Bay Marina Drive from Harrison Avenue to I-5,
Mile -of -Cars Way from I-5 to Wilson Avenue and Mile -of -Cars Way from
Wilson Avenue to National City Boulevard, to exceed the level of service
standard established by the City. These three impacts are considered significant.
However, Mile -of -Cars Way from Wilson Avenue to National City Boulevard
would actually improve under the Westside Specific Plan. All intersections
would be mitigated through implementation of the Trade Cooridor Improvement
Fund (TCIF), which is an approved and fully funded project that will begin
construction in June 2012 and end in November 2013.
The TOD project area is a fully urbanized area with a grid street system and is
therefore less subject to design feature hazards. The project will conform to City
and state design standards and no incompatible uses are anticipated. Therefore,
the project would not increase any hazards.
The project will not close any existing streets and the streets within the TOD
project area will remain unchanged. No speed bumps are proposed and no one-
way streets are proposed. Thus the project will not result in inadequate
emergency access.
Full development of the TOD project area would result in an increase in parking
demand. However, new development will be expected to provide adequate
parking on -site. The establishment of Permit Parking Districts will address
encroachment of non residential parkers in residential neighborhoods. In
addition, the recommended Parking Management Plan will address current and
future parking demand deficiencies.
While the circulation plan is yet to be prepared, preparation of such a plan would
include the provision of necessary bus turnouts, bicycle racks, wide pedestrian
sidewalks, to enhance multi -modal transport. Therefore, the project would not
conflict with adopted policies.
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Utilities and Service Systems
Project Setting
The project site, a primarily urbanized area, is surrounded by residential,
industrial, and commercial development. Utilities to the project area, including
natural gas, electricity, sewer, water, and solid waste disposal, are supplied by
several different agencies. SDG&E provides gas and electricity to the city of
National City and would also serve the TOD project site. The Sweetwater
Authority and National City Public Works Department would be responsible for
providing water and wastewater to the project site, respectively. EDCO provides
solid waste collection service. No specific plans regarding connections to
existing infrastructure or expansion of infrastructure are available.
Impact Discussion
The project would be required by law to comply with wastewater treatment
requirements through the implementation of BMPs specified in the SWMP,
SWPPP, and WDR in accordance with the RWQCB and the EPA and would be
subject to review and approval by the City. Therefore the project would not
exceed treatment requirements of the San Diego Regional Water Quality Control
Board. Impacts would be less than significant.
The TOD project is expected to construct an estimated 360 dwelling units,
295,000 to 450,000 gross square feet of office space, and 45,000 to 65,000 gross
square feet of retail space (not including existing development). The proposed
development may include an adult educational center within the TOD area and
relocation of the public works yard. As such, the TOD project would require
additional wastewater services and expansion of existing lines to connect to these
services. Currently, the City's wastewater division maintains approximately 97
miles of sanitary sewer main, which consists mostly of 6 and 8-inch lines, and 4
pump stations (National City website 2008). However, future development
proposed under the TOD project would be responsible for adding or upgrading
infrastructure as needed to serve individual sites. New or improved tie-ins to the
existing wastewater facilities would be required to prepare improvement plans
consistent with the City of National City Municipal Code and the current CBC.
Any environmental impacts related to required improvements would be analyzed
and mitigated (as feasible) under CEQA. Therefore, the TOD project could
result in the construction or expansion of new wastewater facilities that could
cause significant environmental effects at the project level. Project -level
mitigation measures may be required to reduce a significant impact.
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The proposed TOD development would increase the number of dwelling units,
office, and retail space, thus resulting in additional paved surfaces and
stormwater runoff and it is anticipated that new stormwater infrastructure would
be required to meet local, state, and federal regulations as well as development
review engineering standards. Therefore, environmental effects associated with
the construction of additional stormwater drainage facilities would have to be
analyzed in a tiered site specific environmental document. Project -level
mitigation measures may be required to reduce a significant impact.
Future development proposed under the TOD project that would require grading
or alteration of the existing site conditions, such that it would affect site runoff,
would be required to prepare grading and site drainage plans consistent with the
RWQCB requirements. In many cases, site specific drainage reports would be
required, which would provide data on project stormwater flows and
identification of needed improvements and would be subject to approval by the
City Engineer. Based upon the report's recommendations, conditions of project
approval, and mitigation required to comply with CEQA, future development
proposed under the TOD project, where it is deemed necessary, would be
responsible for adding or upgrading infrastructure as needed to serve individual
sites.
Existing water treatment and conveyance systems are anticipated to be
adequately sized and have available capacity to meet the needs of the TOD
project. Conditions of project approval consistent with the National City
Municipal Code and the CBC would be required for future projects proposed
under the TOD project. Further environmental review would ensure any
environmental impacts associated with the potential improvements would be
mitigated in accordance with CEQA.
As demonstrated in the Westside Specific Plan Water Supply Assessment,
existing and projected future water supplies by the Sweetwater Authority would
be sufficient to service the TOD project and the existing and planned
development projects within the Sweetwater Service Area. Mitigation may be
required to further encourage water conservation. Therefore, impacts would be
less than significant with mitigation incorporated.
The City projects under the no project condition that the average daily
wastewater flow (ADWF) to Metro would increase approximately 0.19 percent
per year due to ambient population growth. This equates to an ADWF of
approximately 5.26 mgd 20 years from today.
Using industry -standard wastewater generation rates of 70 gpd of usage per
resident, and 50 gpd of usage per employee (calculated at 10 employees for every
10,000 square feet of non-residential space (IEC 2006, p.3), the Westside
Specific Plan would result in an average daily wastewater usage of
approximately 525,000 gpd. With addition of the Westside Specific Plan ADWF
only, the City's ADWF to Metro would equate to approximately 5.78 mgd, well
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within the City's permitted flow capacity of 7.5 mgd. Since the TOD project is
part of the larger Westside Specific Plan and was analyzed therein, there would
be adequate wastewater capacity to serve the TOD project. Impacts would be
less than significant and mitigation measures would not be required.
EDCO provides solid waste collection and recycling services to National City.
Solid waste from the proposed TOD project would be disposed of at the Otay
landfill, located in the city of Chula Vista, California. The Otay landfill, has a
daily permitted throughput of 5,830 tons per day (tpd), a permitted capacity of
62,377,974 Cubic Yards, and a remaining capacity of 33,070,879 cubic yards.
The Otay landfill is expected to reach maximum capacity in 2021.2 Currently,
the Otay landfill's average daily throughput is approximately 30 to 40 percent
below the permitted daily. Because there is available capacity at the Otay
Landfill, impacts to the landfill would be less than significant.
The TOD project would implement waste hauling policies in compliance with
City, federal, and state statutes applicable to the regulation of solid waste.
Specifically, the development would be required to meet the requirements of AB
1327. AB 1327 requires adequate storage for collection and removal of
recyclable materials. It also governs the transfer receipt, storage and loading of
recyclable materials within the City. At the local level, the City is required to
meet the standards set by AB 1327. City wide, AB 939 requires a reduction in
solid waste and specific recycling goals. The project would undergo
development review, which would identify measures designed to help the City
achieve its legal obligations. Therefore, the TOD project would comply with all
statutes and regulations related to solid waste. Impacts would be less than
significant with mitigation incorporated.
2 Integrated Waste Management Website, Solid Waste Facility Listing/Details Page -
http://www.ciwmb.ca.gov/SWIS/37-AA-0010/Detail/,march 2, 2009, updated daily
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Chapter 5
Effects Determined Not to be Significant
Chapter 5
Effects Determined
Not to be Significant
Agricultural Resources
The California Land Conservation Act of 1975 (Williamson Act) and the
Farmland Mapping and Monitoring Program (FMMP) require that farmlands be
mapped by the State of California Department of Conservation (CDC), thus
providing data to decision makers for planning current and future uses of the
state's agricultural lands (CDC 2004). The proposed project is located in a
highly urbanized area of the City of National City that has no agricultural lands
located on or adjacent to the plan area. The proposed project is not zoned for
agriculture uses; surrounding lands are primarily zoned for limited commercial,
mixed -use commercial/residential, and civic institutional development. In
addition, the CDC designates the project site as Urban and Built -Up Land under
the FMMP (CDC 2006a) and as Built -Up Land under the Williamson Act (CDC
2006b). There are no parcels in the plan area or in the project vicinity that are
considered farmland of local importance. Therefore, no impacts on agricultural
resources would occur.
Geology and Soils
The proposed project would not result in impacts on geology and soils. The plan
area is not located on any active or potentially active faults as defined by the
California Geological Survey (CGS) and is not located within an Alquist-Priolo
Earthquake Fault Zone. Thus, fault ground rupture would not occur. Like most
of southern California, the plan area is located within a seismically active area
and is subject to ground shaking during seismic events. However, all
development projects would be required to construct structures and new
buildings in conformance with the latest seismic structural standards of the
California Building Code (CBC). Seismic -related hazards, including
liquefaction, would not occur due to implementation of the Westside Specific
Plan, because all future development projects would be constructed on already
developed parcels or previously graded land. Furthermore, compliance with
CBC requirements related to seismic hazards, including grading and soil
compaction activities, would be required for future development and would
minimize seismic -related ground failure risks.
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Non -seismic impacts including landslides, expansive soils, soil erosion, and other
unstable soil conditions would also be less than significant. The plan area is
generally flat; thus, the potential for landslide on the site does not exist.
Implementation of approved erosion control plans would be required by all
development in order to minimize soil erosion impacts. Expansive soils are
likely to occur adjacent to Paradise Creek; however, since all future development
projects would comply with CBC requirements and would be developed on
previously graded or developed parcels, expansive soil risks would not be
significant. The risk of earthquakes and associated damage is generally accepted
in southern California, and regulations have been enacted to reduce the risks to
less than significant levels. Therefore, the proposed project would not have a
significant impact on geology and soils.
Hydrology and Water Quality
The San Diego RWQCB in coordination with the City of National City regulates
hydrology and water quality within the plan area. Impacts on hydrology and
water quality can occur during both construction and operation of development
projects. Such projects would be required to comply with the NPDES General
Permit for Construction Activity. Compliance with the NPDES permit would
require the project developer to file a Notice of Intent with the RWQCB and to
prepare and implement an SWPPP for construction activities on sites covering
more than 1 acre. The SWPPP would identify BMPs in accordance with the
National City Standard Urban Stormwater Mitigation Plan (SUSMP) that would
be implemented during construction activities to minimize the discharge of
pollutants into stormwater runoff and downstream surface water resources. The
SWPPP would be reviewed and approved by the City prior to project
construction. In addition, a Stormwater Management Plan (SWMP) would be
prepared and implemented for all new development projects. The SWMP would
identify and describe permanent BMPs that would be incorporated into the
project design. These BMPs would ensure that fully operational projects'
stormwater runoff would not significantly impact water quality.
Moreover, future projects would need to comply with the National City Storm
Water Management and Discharge Control Ordinance, Chapter 14.22 of the City
Municipal Code. This ordinance has the following responsibilities:
1. Controlling nonstorm water discharges to the storm water conveyance
system;
2. Eliminating discharges to the storm water conveyance system from spills,
dumping or disposal of materials other than storm water or permitted or
exempted discharges;
3. Reducing pollutants in storm water discharges, including those pollutants
taken up by storm water as it flows over urban areas, to the maximum extent
practicable (MEP);
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4. Reducing pollutants in storm water discharges in order to achieve applicable
water quality objectives for surface waters in San Diego County;
5. Establishing minimum requirements for storm water management, including
source control requirements, to prevent and reduce pollution;
6. Establishing requirements for development project site design, to reduce
storm water pollution and erosion;
7. Establishing requirements for the management of storm water flows from
development projects, both to prevent erosion and to protect and to enhance
existing water -dependent habitats;
8. Establishing notice procedures and standards for adjusting storm water and
nonstorm water management requirements where necessary.
Per section 14.22.090, all dischargers in the city must install, implement and
maintain at least the following minimum BMPs (See Section 14.22.150 for
additional requirements for land disturbance activity):
1. Eroded Soils. Prior to the rainy season, dischargers must remove or secure
any significant accumulations of eroded soils from slopes previously
disturbed by clearing or grading, if those eroded soils could otherwise enter
the storm water conveyance system or receiving waters during the rainy
season.
2. Pollution Prevention. Dischargers employing ten or more persons on a full-
time basis shall implement those storm water pollution prevention practices
that are generally recognized in that discharger's industry or business as
being effective and economically advantageous.
3. Prevention of Illegal Discharges. Illicit connections must be eliminated (even
if the connection was established pursuant to a valid permit and was legal at
the time it was constructed) and illegal discharge practices eliminated.
4. Slopes. Completed slopes that are more than five feet in height, more than
two hundred fifty square feet in total area and more than a three -to -one run -
to -rise ratio in grade that have been disturbed at any time by clearing,
grading or landscaping shall be protected from erosion prior to the first rainy
season following completion of the slope and continuously thereafter.
5. Storage of Materials and Wastes. All materials and wastes with the potential
to pollute urban runoff shall be stored in a manner that either prevents
contact with rainfall and storm water or contains contaminated runoff for
treatment and disposal.
6. Use of Materials. All materials with the potential to pollute urban runoff
(including, but not limited to, cleaning and maintenance products used
outdoors, fertilizers, pesticides and herbicides, etc.) shall be used in
accordance with label directions. No such product may be disposed of or
rinsed into receiving waters or the storm water conveyance system.
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Prior to any construction activity, specific projects would be required to comply
with all regulations and permitting procedures described above. Implementation
of construction and post -construction stormwater controls that adhere to the
City's SUSMP and RWQCB requirements would ensure that significant water
quality —related impacts on hydrology and water quality would not occur.
Therefore, impacts on hydrology and water quality would be less than
significant.
Mineral Resources
Recreation
The plan area is identified as Mineral Resource Zone 3 (MRZ-3) by the
California Department of Conservation Division of Mines and Geology
(CDMG). MRZ-3 indicates that the area has undetermined mineral resource
significance and the significance of areas containing mineral deposits cannot be
evaluated from available data. Because the plan area is located in a highly
urbanized setting within the incorporated limits of the City, the viable extraction
of mineral resources is limited. The General Plan does not identify any locally
important mineral resources or mineral resource recovery sites within the plan
area/vicinity, and no previous mining of mineral resources occurring at the plan
area have been recorded. Therefore, the proposed project would not have a
significant impact on mineral resources.
The proposed project would not result in impacts on existing neighborhood and
regional parks. The plan area includes several community centers including the
Manuel Portillo Youth Center, Kimball School, and St. Anthony's Church, which
are important to the neighborhood for recreation, cultural life, and community
interaction. The project proposes to retain these community resources. In
addition to the community centers, the plan area also includes Paradise Creek
Educational Park, which the project proposes to maintain and expand by
extending the park area, walking paths, and restored habitats of the park. Since
the project proposes to expand and enhance its available recreational resources,
substantial physical deterioration of these recreational facilities would not occur.
In addition, the proposed new community centers and expansion of Paradise
Creek Educational Park would be beneficial to the community. Therefore,
impacts on recreational resources would not be significant.
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Chapter 6
Cumulative Impacts
Chapter 6
Cumulative Impacts and
Growth Inducement
Introduction
This chapter provides a discussion of the proposed project's potential cumulative
environmental impacts, including growth -inducing and climate -change impacts.
A list of related projects identified with the cooperation of the City is provided as
part of the cumulative impacts discussion. In addition, cross-references are made
throughout this chapter to other sections in the Draft EIR where more detailed
discussions of the proposed project's potential direct and indirect environmental
impacts can be found.
Cumulative Impacts
According to Section 15355 of the CEQA Guidelines, "cumulative impacts"
refers to:
Two or more individual effects that, when considered together, are
considerable or that compound or increase other environmental effects. The
individual effects may be changes resulting from a single project or a
number of separate projects. The cumulative impact from several projects
is the change in the environment that results from the incremental impact of
the project when added to other closely related past, present, and reasonably
foreseeable future projects. Cumulative impacts can result from
individually minor but collectively significant projects taking place over a
period of time.
Furthermore, Section 15130 of the CEQA Guidelines states that:
An EIR shall discuss cumulative impacts of a project when the project's
incremental effect is cumulatively considerable, as defined in section
15065(a)(3). When the combined cumulative impact associated with the
project's incremental effect and the effects of other projects is not
significant, the EIR shall briefly indicate why the cumulative impact is not
significant and is not discussed in further detail in the EIR. An EIR may
determine that a project's contribution to a significant cumulative impact
will be rendered less than cumulatively considerable and thus is not
significant. A project's contribution is less than cumulatively considerable
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if the project is required to implement or fund its fair share of mitigation
measure or measures designed to alleviate the cumulative impact. The Lead
Agency shall identify facts and analysis supporting its conclusion that the
contribution will be rendered less than cumulatively considerable.
The provisions of the CEQA Guidelines, Section 15130(b), subdivisions (b)(1)
through (b)(3), list the "necessary elements" that define "an adequate discussion
of significant cumulative impacts". According to Section 15130(b)(1), either a
list of past, present, and probable future projects producing related or cumulative
impacts or a summary of growth projections in an adopted general plan or related
planning document may be used as the basis for the cumulative impacts
discussion.
Per Section 15130 of the CEQA Guidelines, the discussion of cumulative effects
need not provide as much detail as is provided for the effects attributable to the
project alone. The discussion should be guided by the stan ards of practicality
and reasonableness. Reasonable mitigation measures must be discussed;
however, CEQA acknowledges that with some projects the only feasible
mitigation measures for cumulative impacts may involve the adoption of
ordinances or regulations rather than the imposition of conditions on a project -
by -project basis.
Table 6-1 provides a list of the reasonably foreseeable cumulative projects within
the proposed project vicinity.
Table 6-1. Cumulative Project List
Project
Site SF
Stories
Building
SF
DU
Commercial
SF a
Holiday Inn II
37,565
19
225,044
171
8,130
Park Village
62,500
24
350,238
227
14,161
Centro
52,272
4
91,199
61
-
Marinus
31,250
6
121,337
118
5,257
Park Lofts
84,100
6
283,679
306
3,800
Lumina Rl b
18,506
6
70,091
92
8,682
Lumina R2
39,281
22
343,356
204
34,727
Harbor View
29,250
7
106,612
75
12,905
Bayview Tower
28,750
12
108,240
170
14,360
Bayview Tower II
27,846
10
88,898
88
-
Nautica Twin Towers
62,500
24
374,300
366
29,000
Footnotes:
Commercial splits:
50% Specialty Retail / Strip Commercial (40 trips/1000sf)
30% Sit -Down, High -Turnover Restaurant (160 trips/1000sf)
20% Single Tenant Office (14 trips/1000sf)
Lumina Rl : du = hotel room; Commercial = 100% restaurant
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Traffic, Circulation, and Parking
As discussed in Section 3.1, Traffic, Circulation, and Parking, all intersections at
Year 2030 under the With Project scenario would operate at LOS D or better
after implementation of the approved and fully funded TCIF improvements.
Thus, the project would not contribute to a cumulatively significant impact on
intersections.
Additionally, one roadway segment would operate at LOS E prior to the addition
of the proposed project. With the proposed project, seven intersections would
operate at LOS F. However, because the intersections on each end of the subject
segments are calculated to operate at acceptable levels of service, the added
traffic volumes on street segments would not be significant. Thus, the project
would not contribute to a cumulatively significant impact on roadway segments.
A Freeway Mainline Analysis was conducted to determine if the proposed
project would contribute to a cumulatively considerable impact on I-5. Table
3.1-15 in Section 3.1 contrasts the freeway segment delays in 2030 without and
with the project. The analysis determined that the project would contribute to a
significant cumulative impact at the following segments:
• I-5 north of Civic Center Drive (LOS F(2) during the AM peak hour and E
during the PM peak hour in the northbound direction and LOS F(3) in the
southbound direction during the PM peak hour).
• I-5 between Civic Center Drive and 24th Street (LOS F(0) northbound
direction during the AM peak hour and LOS F(1) in the southbound direction
during the PM peak hour).
• I-5 between 24th Street and SR 54 (LOS F(0) northbound direction during
the AM peak hour and LOS F(1) in the southbound direction during the PM
peak hour).
No feasible mitigation is available for the I-5 freeway cumulative impacts at
North of Civic Center Drive, Civic Center Drive to 24"' Street, and 24° Street to
SR-54. The project's incremental contribution would be cumulatively significant
and unavoidable.
Air Quality
Potential cumulative impacts on air quality would result when cumulative
projects' pollutant emissions would combine to degrade air quality conditions
below acceptable levels. This could occur on a local level, such as through
increases in vehicle emissions at congested intersections, at a regional level, or
on a much larger level, such as the potential affect of greenhouse gas emissions
on climate change.
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Neither the City of National City nor the SDAPCD has established significance
thresholds to determine whether a proposed project would have a cumulatively
considerable contribution to air quality. Therefore, the thresholds for cumulative
air quality impacts identified by the County of San Diego were utilized for the
analysis of the impacts of project construction and operation related to emissions
of criteria pollutants. In terms of criteria pollutants, any project that would have
a significant individual air quality impact that exceeds the SDAPCD screening
level thresholds (Table 3.2-9) would also have a cumulative impact.
Cumulative impacts on climate change are discussed in terms of the projects
consistency with the AB 32 consistency with climate change programs.
Criteria Pollutants
As stated in Section 3.2, the SDAB is currently non -attainment for NAAQS
ozone as well as for CAAQS ozone, PM10, and PM2.5. Therefore, the emissions of
concern within the SDAB are ozone precursors (ROG and NO,), PM10, and
PM2.5.
As discussed in Section 3.2, no construction schedule can be assumed at this
time. As development proposals occur, a project -level construction analysis will
be required to perform a construction analysis and to determine the cumulative
impact of construction -related emissions using project -specific details. However,
cumulative impacts can occur if two or more construction projects occur
simultaneously near each other. Because the timing of construction projects is not
known at this time, the cumulative impact with respect to construction emissions
is considered cumulatively considerable and significant. Mitigation is required.
In terms of proposed project operations, and as discussed in Section 3.2, the
infill, high density and transit -oriented nature of the project is considered
consistent with the goals and policies of the National City General Plan and
therefore deemed consistent with the RAQS and SIP. However, operation of the
proposed project would exceed SDAPCD operational thresholds. Consistent with
County of San Diego guidelines, because the project would result in a significant
impact at the project level, the project is considered to have a cumulative impact
with respects to both regional (ozone precursors: NO„ and ROG) and local
(PM10, and PM2.5) non -attainment criteria pollutants. Mitigation is required.
Climate Change
Greenhouse gas emissions and their contribution to climate change are widely
recognized as a global problem, and the State of California has recently
acknowledged this phenomenon as a State concern, as well, as AB 32 states, in
part, that "global warming poses a serious threat to the economic well-being,
public health, natural resources, and the environment of California." Greenhouse
gas emissions are a cumulative impact —resulting from past, current, and future
projects —and would all likely contribute to this widespread cumulative impact.
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It is not anticipated that a single development project would have an individually
discernable effect on global climate change (i.e., that any increase in global
temperature or sea level could be attributed to the emissions resulting from a
single project). Rather, it is more appropriate to conclude the substantial
proposed project GHG emissions will combine with emissions across California,
the U.S., and the globe to cumulatively contribute to global climate change. This
amounts to a significant cumulative air quality impact. A detailed analysis is
contained in Chapter 3.2, Air Quality.
CEQA currently has no thresholds for GHG emissions. Therefore, in determining
whether GHG emissions within the plan area will be cumulatively considerable,
one has to evaluate whether proposed project would help to achieve the
underlying goals of AB 32. To do this, one has to then decide whether or not the
project is consistent with the adopted programs and policies that are in place to
achieve the goals established in AB 32.
The proposed project would result in a net increase of an estimated 49,718 metric
tons of CO2e per year over BAU conditions. As discussed in Section 3.2, after
mitigation, project -generated GHG emissions would represent a less than
significant impact at a project level, as a single project cannot by itself cause
climate change to occur. However, the GHG emissions from the project, when
considered with GHG emissions from cumulative projects, could have a
significant cumulatively considerable contribution to climate change. Mitigation
measures would reduce GHG emissions. However, since it is unknown to what
extent climate change will be affected by the incremental contribution of the
proposed project, the cumulative contribution to climate change is considered
cumulatively considerable and significant.
Additionally, the California Attorney General has contended in letters to other
agencies that "the lack of official thresholds and guidelines does not absolve the
[Agency] from the obligation under CEQA to determine the significance of, or
adopt feasible mitigation for, the anticipated GHG emissions [for a project]."
Therefore, the discussion in Section 3.2, Air Quality, describes project -related
GHG emissions as impacts in a cumulative context and identifies corresponding
mitigation measures for these impacts. Adoption of the project design features,
when fully incorporated into future development projects within the Westside
Specific Plan area, will lessen GHG emissions from within the project area and
potentially achieve a reduction target of 29% below business as usual conditions
(BAU) as stated in AB32. Without a quantitative analysis of GHG emissions
from specific construction and operations proposed under future projects, it is not
possible to know if the listed measures would indeed achieve that target.
Therefore, the cumulative contribution of the project on climate change is
considered significant and unavoidable.
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Noise
The proposed project does not include new development or other construction
projects that could create noise impacts. Therefore, the project would not
directly contribute to any cumulative noise impacts or increases in community
noise levels. However, development could indirectly occur as a result of the
proposed project. Therefore, the plan area for cumulative noise impacts would
consist of those areas that could be affected by noise from construction activities
or traffic generated by future development. Construction of other related projects
concurrently with nearby development projects could cumulatively increase noise
levels and adversely affect nearby noise -sensitive uses. The proposed projects
contribution to cumulative noise impacts would be significant. Mitigation MM
NOI-1 (construction noise) and MM NOI-3 (construction vibration) would
reduce noise impacts; however, cumulative noise impacts would remain
significant and unavoidable.
Cultural Resources
A site records and literature search was conducted at the SCIC to determine if
prehistoric or historic archaeological resources had been previously recorded on
or within a 1-mile radius of the plan area. This review also listed all cultural
resource studies on file that have been conducted within the plan area.
No archaeological sites have been recorded at SCIC within the plan area. At
least 56 separate studies, ranging from EIRs to Phase I surveys and Phase II test
and evaluations, are on file at SCIC. The most extensively studied areas are in
the southern and southeastern portions along the Sweetwater River channel and
the northwestern sector within the 32nd Street Naval Base.
No national, state, or locally designated buildings are located within the Westside
Specific Plan area. However, based on the available records and the field
reconnaissance performed, there are an estimated 325 to 350 parcels with
buildings and structures that are more than 45 years old and thus potentially
significant historic resources.
When the proposed project's potential to impact a significant cultural resource is
combined with past, present, and reasonably foreseeable future projects, a
cumulatively considerable impact would occur. However, the proposed project
would mitigate all impacts on cultural resources to a level less than significant.
Mitigation would require future projects to evaluate buildings 45 years and older
to determine if they would be eligible for inclusion in the state or local historical
registers; prepare archaeological letter reports, and depending on the results,
implement a mitigation monitoring plan and a data recovery plan should
resources be discovered; and prepare a paleontological letter report and
potentially require paleontological monitoring if cut depth exceeds 10 feet and
1,000 cubic yards. After mitigation is implemented at the project level, the
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Westside Specific Plan's incremental contribution to cumulative projects would
be less than cumulatively considerable and is therefore not significant.
Biological Resources
The proposed project has the potential to result in significant impacts on federally
and state listed species, if such species occur within the plan area. However,
required coordination/consultation with USFWS and CDFG under FESA and
CESA, respectively, would ensure that the proposed project would not adversely
affect the long-term survival of listed species; as such, the project would not
contribute to any significant cumulative impacts to special -status species.
The plan area provides suitable nesting habitat for birds/raptors protected under
the MBTA. Compliance with the Act, through avoidance of construction
activities during the breeding season and/or conducting preconstruction nesting
bird surveys to check for active nests within the plan area, shall prevent impacts
on nesting birds as a result of the proposed project. Therefore, the project would
not contribute to a potentially significant cumulative impact on nesting
birds/raptors.
Impacts on Paradise Creek and its associated southern coastal salt marsh would
be regulated by USACE, CDFG, and RWQCB. These agencies maintain a
policy to ensure no net loss of jurisdictional resources (including riparian
vegetation). Therefore, the requirement to obtain permits/approvals from these
agencies prior to project activity would ensure that the proposed project would
not result in or contribute to a significant cumulative impact on riparian habitat or
jurisdictional wetlands/waters.
Impacts on sensitive natural communities within the undeveloped portions of the
plan area could occur. While these impacts could be significant at a project level,
mitigation has been incorporated to ensure all project impacts are reduced to
below a level of significance. Due to the existing disturbed/developed nature of
the majority of the plan area and the surrounding region, significant cumulative
impacts on sensitive natural communities would not occur.
Community Character and Aesthetics
Potential project -related cumulative community character and aesthetic impacts
would occur if the project's incremental contribution, when combined with past,
present, and reasonably foreseeable future projects, would cumulatively
contribute to the degradation or deterioration of the visual setting or damage
scenic views or vistas. Past projects, namely planning regulations that led to the
introduction of industrial uses with existing residential uses, have resulted in an
area that has many unsightly conditions. One main objective of the project is to
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improve the plan area's aesthetics while enhancing its unique community
character.
As discussed in Section 3.6, the project would not result in significant impacts on
aesthetics or community character. The plan area is nearly built out and
completely surrounded by development, and all new development would be
required to be reviewed by the City to ensure compliance with the proposed
design guidelines. Furthermore, the project is not located in the vicinity of a state
scenic highway, and it would not create a new source of light and glare.
Therefore, the project's contribution to cumulative impacts on community
character and aesthetics would not be significant.
Land Use and Planning
Cumulative impacts related to land use would occur if the proposed project,
combined with past, present, and reasonably foreseeable future projects, were to
cumulatively contribute to development of incompatible land uses or result in
inconsistencies with any applicable land use planning documents. However, no
cumulative land use impacts related to land use or policy issues have been
identified. The proposed Westside Specific Plan would not conflict with any of
the applicable goals, policies, or objectives of the National City General Plan,
National City Zoning Code, or any of the other applicable policy and planning
documents as discussed in Section 3.7, "Land Use." While past projects have led
to the existing land use and planning conflicts, the proposed project would
attempt to reverse this pattern. Therefore, the proposed project's incremental
contribution to cumulative impacts from past, present, and reasonable foreseeable
future projects would not be cumulatively considerable and is therefore not
significant.
Population and Housing
No significant adverse impacts on Population and Housing would occur as a
result of the proposed Westside Specific Plan. Development associated with past
and present projects have lead to existing urban setting of the Westside
neighborhoods, surrounding area, and the City of National City. Reasonably
foreseeable future projects would continue to develop the urban environment.
However, growth within the city has been measured and planned in the City's
General Plan, Land Use Code, and the regional plans. The implementation of the
Westside Specific Plan would, by design, induce a substantial increase in
population growth through new land -use regulations permitting additional single-
family, multi -family, and mixed -use commercial -residential development in the
plan area. However, the plan includes implementing programs that ensure
consistency with the General Plan and establishes development standards, land -
use regulations, and design guidelines that require the compatibility of all
development with available public service and infrastructure requirements.
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Additionally, the project is in substantial conformance with the RCP and RTP.
Because the project is consistent with the local and regional plans and is a
planning document designed to meet the needs of a municipality through
identifying future need for utilities, public services, transportation improvements,
and smart growth/transit-oriented policies, the projects incremental contribution
to impacts from past, present, and reasonably foreseeable future project would be
less than cumulatively considerable and is therefore not significant.
Hazards and Hazardous Materials
Risks involving the use and handling of hazardous materials and onsite release of
hazardous materials would be regulated in accordance with applicable federal,
state, and local laws, rules, and ordnances. Past, present, and reasonably future
projects have been and continue to be subject to the same federal, state, and local
regulations that are designed to ensure that storage and handling of hazardous
materials are conducted properly. Because compliance with these applicable
laws, rules, and/or regulations is mandatory, cumulative impacts related to the
use and handling of hazardous materials would be less than significant.
Sites within the plan area are contaminated by prior spills and releases from past
and present land uses. The project would not contribute to these previous
impacts because of existing federal, state, and local regulations. However,
redevelopment under the Westside Specific Plan may expose workers and nearby
sensitive receptors to hazardous materials during construction and grading
activities. Mitigation is required that would identify the potential of encountering
hazardous materials, requiring the collection of samples to determine the extent
and type, and contacting the CUPA for remediation and closure. Implementing
mitigation measures MM HAZ-1, MM HAZ-2, and MM HAZ-3 would reduce
impacts associated with construction activities to a level less than significant.
Furthermore, because reasonably foreseeable projects proposed under the
Westside Specific Plan would not contribute to the existing contaminated
conditions, there would not be an incremental project contribution to a
cumulative impact. Therefore the project would not contribute to a cumulatively
considerable impact. Therefore, cumulative impacts associated with hazards and
hazardous materials would be less than significant.
Utilities and Public Services
Existing utility and energy systems are adequately sized and have available
capacity to meet the needs of the proposed project as it reaches up to 75 percent
build out during its 20 year lifespan. In addition, future discretionary
development projects within the plan area would be subject to further CEQA
compliance, and it is possible project -specific impacts would be identified, in
which case project -specific mitigation would be proposed to reduce potential
impacts to below a level of significance. Because existing systems are adequate
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to serve the project at 75% build -out as well as present and reasonably
foreseeable future projects, cumulative impacts are less than significant.
Constructing new residences and commercial/retail office space would increase
the demand on the National City public services of fire, police, school,
recreation, and library. However, although individual projects would increase
demand for public services, the developer would be required to pay development
impact fees, SB 50 fees, and Quimby fees. Development impact fees are
mandatory fees collected by the City for all developments and are standard
mechanisms for cities to recover increased costs associated with providing
services to new developments. Payment of mandatory development impact fees,
along with subsequent environmental compliance review for specific future
projects developed under the proposed project which would serve to identify
project -specific impacts on public services. Therefore, the project's contribution
to cumulative impacts from present and reasonably foreseeable future projects to
public services would be less than significant.
Growth Inducement
Section 15126.2(d) of the CEQA Guidelines requires that an EIR discuss the
ways in which a proposed project could foster growth -inducing effects. Growth
inducement refers to economic or population growth, the construction of
additional housing, or removal of obstacles to population growth. Direct growth
inducement may result from the provision of public services and infrastructure
(e.g., utility lines and roads) to a previously undeveloped area. Such a provision
can foster additional growth by reducing development constraints for nearby
areas, thereby inducing other landowners in the area to convert their property to
other uses. Direct impacts can also result from a development's population
placing strain on existing public services, or a particular development increasing
the pace of density of existing surrounding developments. Indirect growth -
inducing impacts include the additional demand for housing, commodities, and
services that new development attracts by increasing population and/or services
in an area.
Most of the Westside Specific Plan area likely to experience infill and
redevelopment is currently served by existing public facilities and utility systems.
Improvements to water, wastewater, circulation systems, electrical lines, and
other public services and utilities would likely be needed within the plan area in
order to accommodate additional population, employment activity, housing units,
and commercial space. However, the proposed project would not be expected to
induce development beyond what can be accommodated based on local and
regional plans. As discussed in Section 3.7 "Land Use and Planning" and 3.8
"Population and Housing," implementation of the Westside Specific Plan would
be consistent and in substantial conformance with growth -related policies, goals,
and objectives identified in SANDAG's RCP and the City's General Plan.
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Consequently, the proposed project would not result in significant adverse
growth -inducing impacts on the environment.
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Chapter 7
Alternatives
Chapter 7
Alternatives
Introduction
This chapter discusses a reasonable range of alternatives to satisfy Section
15126.6 of the CEQA Guidelines, which states that an "EIR shall describe a
range of reasonable alternatives to the project, or to the location of the project,
which would feasibly attain most of the basic objectives of the project but would
avoid or substantially lessen any of the significant effects of the project." As
such, the alternatives discussed within this chapter meet most of the proposed
project objectives and would either avoid or reduce some of the significant
effects of the proposed project as summarized in Table 7-1. In addition, as
required by CEQA, the No Project Alternative is included in the analysis. All
four alternatives have been qualitatively analyzed at a level that provides
sufficient information about the environmental effects of each alternative for
comparative purposes and to allow for informed decision -making. The
alternatives identified for the Westside Specific Plan are:
• Alternative 1—No Project Alternative
• Alternative 2—No Mixed -Use Alternative
• Alternative 3—Reduced Buildout Alternative
• Alternative 4—Retain and Expand Industrial Uses Alternative
CEQA Requirements for Alternatives
The range of alternatives required in an EIR is governed by a "rule of reason"
that requires an EIR to set forth only those alternatives necessary to permit a
reasoned choice. An EIR need not consider every conceivable alternative to a
project. Rather, the alternatives must be limited to ones that meet the project
objectives, are ostensibly feasible, and would avoid or substantially lessen at
least one of the significant environmental effects of the project (CEQA
Guidelines, Section 15126.6[f]). The EIR must also identify an environmentally
superior alternative other than the No Project Alternative. Alternatives may be
eliminated from detailed consideration in the EIR if they fail to meet most of the
project objectives, are infeasible, or do not avoid or substantially lessen any
significant environmental effects (CEQA Guidelines, Section 15126.6[c]).
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CEQA Project Objectives and Section Criteria
The proposed project's objectives were developed based on the community
planning process described in Chapter 2, "Project Description." Objectives are
numbered 1 through 8 for ease of reference within this chapter.
1. Preserve and enhance the residential characteristics of the Westside.
2. Allow new residential development that is compatible with the
neighborhood's traditional architecture, scale, and massing.
3. Allow new building heights up to five stories in the MCR-2 zone.
4. Allow mixed uses that increase neighborhood activity and engagement as
well as create a living environment where people can walk for goods,
services, recreation, and transit.
5. Reduce co -location of housing with businesses that use, store, or generate
hazardous materials.
6. Buffer housing from freeway emissions and noise.
7. Reduce environmental impacts on Paradise Creek.
8. Actively enforce the City's Municipal Code Section 18.108 and 18.108.100
(Substitution of Non -Conforming Uses) as part of the development review
process for existing projects requiring permit renewals and for future
proposed projects within the Westside Specific Plan area.
Project Alternatives
Alternative 1—No Project Alternative
Description and Setting of the No Project
Alternative
Evaluation of the CEQA-required No Project Alternative compares the impacts
of the proposed project against the impacts of not approving the project. Under
this alternative, any future projects within the 100-acre Westside neighborhood
would be evaluated based on the existing land uses and zones applied to the
neighborhood. As such, future development and land use improvements for the
No Project Alternative would be evaluated according to the existing Light
Manufacturing Residential (MLR), Light Manufacturing Planned Development
(ML-PD), Civic Institutional Open Space (IC -OS), and Heavy Commercial (CH)
land uses. The Open Space Reserve (OSR), Limited Commercial (CL), Civic
Institutional (IC), and three new zones not currently used by the City —
Residential Single -Family (RS-4), Mixed Use Commercial -Residential (MCR-1),
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and Mixed Use Commercial -Residential (Smart Growth Center, MCR-2)—would
not be implemented.
Comparison of the Effects of the No Project
Alternative to the Proposed Project
Traffic, Circulation, and Parking
The No Project Alternative would allow development and redevelopment to
continue under the existing land uses and zones, which would potentially include
additional industrial uses not permitted under the proposed project. Thus, a
greater number of future ADTs would be generated from industrial uses under
the No Project Alternative than under the proposed project.
Additionally, development under the No Project Alternative would not attempt to
increase development densities along the Trolley line, nor would it incorporate
mixed -use development designed to reduce dependency on automobiles.
Consequently, the No Project Alternative would not utilize alternative
transportation options as efficiently, which could result in a greater number of
ADTs on a per household basis.
However, because development densities would be lower under the No Project
Alternative, total ADTs would be fewer, and impacts on the surrounding street
networks would generally be reduced. Thus, impacts on traffic, circulation, and
parking under the No Project Alternative would be reduced compared to the
proposed project because of its relatively lower development density and reduced
population size.
Air Quality
The No Project Alternative would allow development and redevelopment to
continue under the existing land uses and zones, which would potentially include
additional industrial uses not permitted under the proposed project. Thus, it is
reasonable to assume that industrial uses and the emissions associated with such
uses would continue, while new industrial emission sources could be developed
as permitted by the MLR, ML-PD, and CH zones.
Additionally, development under the No Project Alternative would not attempt to
increase development densities along the trolley line, nor would it incorporate
mixed -use development designed to reduce dependency on automobiles.
Consequently, the No Project Alternative would not use alternative transportation
options as efficiently, which could result in a larger amount of emissions per
household.
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In both the proposed project development scenario and the No Project
Alternative scenario, residential uses would be within 500 feet of I-5. The
proximity of residential uses to the freeway would increase the human exposure
to levels of vehicular emissions high enough to be considered a risk to human
health and would consequently result in a significant air quality impact. In
contrast to the No Project Alternative, however, the proposed project would
encourage a greater density of residential uses, including residential uses
associated with bottom floor commercial, to be developed near the Trolley line
which parallels the I-5 at a distance slightly greater than 100 feet.
Overall, however, because development densities would be lower under the No
Project Alternative, total ADTs would be fewer, and impacts on the surrounding
street networks would generally be reduced. As a result, automobile emissions
would be less under the No Project Alternative. Thus, impacts on air quality
under the No Project Alternative would be reduced slightly compared to the
proposed project because of its relatively lower development density and reduced
population size.
Noise
The No Project Alternative would allow development and redevelopment to
continue under the existing land uses and zones, which would potentially include
additional industrial uses not permitted under the proposed project. Thus, it is
reasonable to assume that industrial uses and the noise associated with such uses
would continue, while new industrial uses could be developed as permitted by
the MLR, ML-PD, and CH zones. Noise associated with industrial sources
would be greater under the No Project Alternative.
Construction noise and vibration would be similar in both scenarios, but
potentially less frequent under the No Project Alternative because it is anticipated
that development would occur less frequently and in smaller increments than
development under the proposed project. Therefore, there would be less
construction -related noise under the No Project Alternative.
As discussed under Traffic, Circulation, and Parking, the No Project Alternative
would add fewer ADTs on the surrounding street networks because development
densities would be lower. As a result, there would be slightly less traffic -related
noise; however, the difference would likely be 2 dB or less, which is
imperceptible to the human ear.
Overall, noise impacts under the No Project Alternative would be mixed when
compared to the proposed project: noise from industrial sources would continue
and could increase; but construction -related noise would be less frequent, and
traffic -related noise would be reduced.
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Cultural Resources
3
The No Project Alternative would allow development and redevelopment to
continue under the existing land uses and zones, while the proposed project
would encourage development through altering the existing land use and zoning
regulations for the Westside neighborhood. However, in either case,
development would result in physical modifications within the plan area that
could be of potential historic or cultural significance. Consequently, future
development under either the No Project Alternative or the proposed project
would be subject to further evaluation by a historian, architectural historian,
and/or archaeologist. Because the No Project Alternative would not reduce the
potential to adversely affect existing cultural resources, impacts on cultural
resources would be similar to the proposed project.
Biological Resources
Under the No Project Alternative, land uses and zoning regulations would
continue to allow for development within undeveloped areas of the
neighborhood, in conformance with existing land uses and zones. Paradise Creek
Restoration Plan objectives— including protection, restoration, and construction
of amenities within the creek corridor —would continue to apply to the
neighborhood under the No Project Alternative. Potential impacts on biological
resources caused by future development on vacant parcels and along Paradise
Creek would continue under the No Project Alternative.
However, potential impacts on biological resources and wetlands due to
automobile -related industrial uses would be greater under the No Project
Alternative because there would be no attempt to amortize these potentially
polluting uses, which are associated with hazardous materials such as oils, paints,
car batteries, etc. As such, the potential for impacts to occur on jurisdictional
wetlands and waters as well as sensitive habitat would be slightly greater under
the No Project Alternative than under the proposed project.
Hazards and Hazardous Materials
The No Project Alternative would allow development and redevelopment to
continue under the existing land uses and zones, which would potentially include
additional industrial uses not permitted under the proposed project. In many
cases, specific state and federal laws require evaluation and remediation of
contaminated soils. However, unlike the proposed project, no specific mitigation
would be in effect throughout the plan area. As described in Section 3.9,
"Hazards and Hazardous Materials," any future development or redevelopment
within the plan area that could potentially contain or result in the disturbance of
any hazardous materials would be required to prepare a Phase I Environmental
Site Assessment (ESA) prior to approval of the proposed project scenario.
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Furthermore, because the project would replace light manufacturing land uses
with residential, commercial, and office uses and encourage removal or clean-up
of excessively polluting automobile -related light -industrial uses interspersed
throughout the neighborhood, the potential for impacts to occur as a result of
hazardous materials exposure would be reduced over time by the proposed
project, which would not be the case with to the No Project Alternative.
Therefore, impacts related to hazards and hazardous materials would be reduced
under the proposed project compared to the No Project Alternative because of the
addition of hazardous material mitigation and the goal to amortize automobile -
related industrial uses that do not meet the non -conforming use ordinance.
Effects Found Not to Be Significant under the Proposed
Project
Implementation of the proposed project was found to result in less -than -
significant impacts requiring no mitigation under the following resource areas:
agricultural resources, community character and aesthetics, geology and soils,
hydrology and water quality, land use and planning, mineral resources,
population and housing, recreation, and utilities and public services. Impacts
related to agricultural resources, geology and soils, and mineral resources would
not occur under the No Project Alternative. Issues related to land use and
planning, population and housing, and utilities and public services would be
similar under the No Project Alternative. Impacts related to hydrology and water
quality and community character and aesthetics would be greater under the No
Project because of the continuation of auto -related industrial uses. , and impacts
on recreation would be greater under the No Project Alternative because no
additional recreational facilities would be developed.
Rationale for the Proposed Project
The proposed project is preferred over the No Project Alternative because the No
Project Alternative would not meet most of the primary project objectives (1, 2,
3, 4, 5, 7, and 8), which include reducing the co -location of housing with
businesses that use, store, or generate hazardous materials. As such, the
proposed project is preferred to the No Project Alternative.
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Alternative 2—No Mixed -Use Alternative
Description and Setting of the No Mixed -Use
Alternative
The No Mixed -Use Alternative considers replacing the Mixed -Use Commercial -
Residential (MCR-1) and Mixed Use Commercial -Residential (Smart Growth
Center, MCR-2) zones with Residential Single -Family (RS-4) to reduce
significant project impacts associated with air quality and traffic. The City's
non -conforming use ordinance and Paradise Creek Restoration Plan would still
apply to the plan area; and the proposed Limited Commercial (CL), Civic
Institutional (IC), and Open Space Reserve (OSR) land uses would remain
unchanged from the proposed project.
Comparison of the Effects of the No Mixed -Use
Alternative to the Proposed Project
Traffic, Circulation, and Parking
The No Mixed -Use Alternative would eliminate mixed -use residential,
commercial, and office from the Westside Specific Plan. Areas zoned for MCR-
1 and MCR-2 under the proposed project would be reclassified to RS-4, which
would result in additional single-family ADTs, but would eliminate ADTs
generated from higher density mixed -use residential, commercial, and office
uses. The result would be fewer ADTs associated with residential uses and no
ADTs associated with mixed -use commercial businesses. Total ADTs would be
fewer, and impacts on the surrounding street networks would generally be
reduced. Thus, impacts on traffic, circulation, and parking under the No Mixed -
Use Alternative would be less than those under the proposed project.
Air Quality
As described under Traffic, Circulation, and Parking, areas zoned for MCR-1
and MCR-2 under the proposed project would be reclassified to RS-4 in the No
Mixed -Use Alternative, which would result in additional single-family ADTs,
but would eliminate ADTs generated from higher density mixed -use residential,
commercial, and office uses. The result would be lower vehicular emissions
from fewer ADTs associated with residential uses and no ADTs associated with
mixed -use commercial businesses. Therefore, vehicle emissions would be less
under the No Mixed -Use Alternative.
In both the proposed project development scenario and the No Mixed -Use
Alternative scenario, residential uses would be within 500 feet of I-5. The
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proximity of residential uses to the freeway would increase the human exposure
to levels of vehicular emissions high enough to be considered a risk to human
health and a significant air quality impact. In contrast to the No Mixed -Use
Alternative, however, the proposed project would encourage a greater density of
residential uses, including residential uses associated with bottom floor
commercial, to be developed in close walking distance from the Trolley line at a
distance of approximately 400 feet from I-5.
Overall, impacts on air quality under the No Mixed -Use Alternative would be
slightly less than under the proposed project because there would be fewer ADTs
and a smaller residential population would be exposed to vehicular emissions
from I-5.
Noise
As described under Traffic, Circulation, and Parking, areas zoned for MCR-1
and MCR-2 under the proposed project would be reclassified to RS-4 in the No
Mixed -Use Alternative. This would result in additional single-family ADTs, but
would eliminate ADTs generated from higher density mixed -use residential,
commercial, and office uses. However, the reduction in traffic would not be
great enough to perceivably reduce traffic -related noise. Thus, noise from traffic
under the No Mixed -Use Alternative would be similar to the proposed project.
Construction noise and vibration would occur in both scenarios since new
development would be encouraged through the rezoning of the Westside
neighborhood. The elimination of mixed -uses would not substantially reduce
construction -related noise and vibration. Therefore, noise related to construction
under the No Mixed -Use Alternative would be similar to the proposed project.
Cultural Resources
As with the proposed project, the No Mixed -Use Alternative would alter the
existing land use and zoning regulations for the Westside neighborhood but
would not directly result in any physical modifications. However, the No Mixed -
Use Alternative would encourage the redevelopment of buildings and vacant sites
that may be of historic and/or archaeological significance. As such, any physical
modifications within the plan area that could be of potential historic or cultural
significance would be subject to further evaluation by a historian or architectural
historian as well as an archaeologist under both the proposed project and the No
Mixed -Use Alternative. Therefore, impacts on historic and archaeological
resources under the No Mixed -Use Alternative would be similar to the proposed
project.
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Biological Resources
3
Potential impacts on biological resources caused by future development on
vacant parcels and restoration efforts along Paradise Creek would continue under
the No Mixed -Use Alternative. While the No Mixed -Use Alternative would
reduce the overall land use intensity at buildout, land uses and zoning regulations
would still apply throughout the Westside neighborhood, including undeveloped
areas. As such, the potential for biological impacts within undeveloped areas
would be similar to the proposed project.
Paradise Creek Restoration Plan objectives, including protection, restoration, and
construction of amenities within the creek corridor, would continue to apply to
the neighborhood under the No Mixed -Use Alternative. Additionally, potential
impacts on biological resources and wetlands due to automobile -related industrial
uses would be similar under the No Mixed -Use Alternative as there would be an
attempt to amortize those potentially polluting uses associated with hazardous
materials such as oils, paints, car batteries, etc. As such, the potential for impacts
to occur on jurisdictional wetlands and waters would be similar to the proposed
project.
Hazards and Hazardous Materials
Impacts related to hazards and hazardous materials under the No Mixed -Use
Alternative would be similar to those under the proposed project. As described
in Section 3.9, "Hazards and Hazardous Materials," any future development or
redevelopment within the plan area that could potentially contain or result in the
disturbance of any hazardous materials would be required to prepare a Phase I
Environmental Site Assessment (ESA) prior to approval under either the
proposed project or the No Mixed -Use Alternative. Also, both would replace
light manufacturing land uses with residential, commercial, and office uses and
would encourage removal or clean-up of excessively polluting automobile -
related light -industrial uses interspersed throughout the neighborhood. As such,
the potential for impacts to occur as a result of hazardous materials exposure
under the No Mixed -Use Alternative would be similar to the proposed project.
Effects Found Not to Be Significant under the Proposed
Project
Implementation of the proposed project would result in less -than -significant
impacts requiring no mitigation under the following resource areas: agricultural
resources, community character and aesthetics, geology and soils, hydrology and
water quality, land use and planning, mineral resources, population and housing,
recreation, and utilities and public services. Issues related to agricultural
resources, community character and aesthetics, geology and soils, hydrology and
water quality, land use and planning, mineral resources, population and housing,
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recreation, and utilities and public services under the No Mixed -Use Alternative
would be similar to the proposed project because the No Mixed Use Alternative
would encourage new residential and commercial development but would
comply with state and local regulations.
Rationale for the Proposed Project
Although the No Mixed -Use Alternative would reduce impacts on air quality and
traffic, this alternative does not achieve Objectives 3 or 4, which are targeted to
encourage smart growth opportunities within the Westside neighborhood by
allowing building heights up to five stories in the mixed -use (MCR-2) zone;
encouraging a mix of land uses, including office and commercial, to support
neighborhood activities and walkability; and encouraging density near mass
transit.
Alternative 3—Reduced Buildout Alternative
Description and Setting of the Reduced Buildout
Alternative
The Reduced Buildout Alternative evaluates impacts of the proposed Westside
Specific Plan using a similar land use plan, but with half the density/intensity of
development. The Reduced Buildout Alternative considers a buildout of
approximately 829 single- and multi -family residential units and 2,869 new
residents. Office and commercial development also would be reduced by half,
resulting in 334,570 square feet of office and 446,094 square feet of retail. This
alternative is considered the Environmentally Superior Alternative, and would
reduce impacts associated with traffic, circulation, and parking; air quality; and
noise.
Comparison of the Effects of the Reduced
Buildout Alternative to the Proposed Project
Traffic, Circulation, and Parking
The Reduced Buildout Alternative would allow for half the density/intensity of
development as proposed under the proposed project, resulting in fewer ADTs
generated by a smaller neighborhood population. Consequently, impacts on the
surrounding street networks would generally be reduced. Thus, impacts on
traffic, circulation, and parking under the Reduced Buildout Alternative would be
less than those under the proposed project.
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Air Quality
3
As described under Traffic, Circulation, and Parking, the Reduced Buildout
Alternative would generate fewer ADTs than the proposed project, resulting in
lower overall vehicular emissions.
In both the proposed project development scenario and the Reduced Buildout
Alternative scenario, residential uses would be within 500 feet of I-5. The
proximity of residential uses to the freeway would increase the human exposure
to levels of vehicular emissions high enough to be considered a risk to human
health and a significant air quality impact. In contrast to the Reduced Buildout
Alternative, however, the proposed project would encourage a greater density of
residential uses to be developed in close walking distance from the Trolley line at
a distance of approximately 400 feet from I-5.
Overall, impacts on air quality under the Reduced Buildout Alternative would be
slightly less compared to the proposed project because of fewer ADTs and a
smaller residential population exposed to vehicular emissions from I-5.
Noise
As described under Traffic, Circulation, and Parking, the Reduced Buildout
Alternative would generate fewer ADTs than the proposed project. However, the
reduction in traffic would not be great enough to perceivably reduce traffic -
related noise. Thus, traffic noise under the Reduced Buildout Alternative would
be similar to the proposed project.
Construction noise and vibration would occur in both scenarios because new
development would be encouraged through the rezoning of the Westside
neighborhood. The reduction in density and intensity under the Reduced
Buildout Alternative would serve to reduce construction -related noise and
vibration by reducing the possible number of development projects. Therefore,
construction -related noise would be less than under the proposed project.
Cultural Resources
Both the proposed project and the Reduced Buildout Alternative would alter the
existing land use and zoning regulations for the Westside neighborhood but
would not directly result in any physical modifications. However, both would
encourage the redevelopment of buildings and vacant sites that may be of historic
and/or archaeological significance. As such, any physical modifications within
the plan area that could be of potential historic or cultural significance would be
subject to further evaluation by a historian or architectural historian as well as an
archaeologist under both the proposed project and the Reduced Buildout
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Alternative. Impacts on historic and archaeological resources under the Reduced
Buildout Alternative would be similar to the proposed project.
Biological Resources
Potential impacts on biological resources caused by future development on
vacant parcels and from restoration efforts along Paradise Creek would continue
under the Reduced Buildout Alternative. While the Reduced Buildout
Alternative would reduce the overall land use intensity at buildout, development
would still occur throughout the Westside neighborhood, including on
undeveloped parcels. As such, the potential for biological impacts within
undeveloped areas would be similar to the proposed project.
Paradise Creek Restoration Plan objectives, including protection, restoration, and
construction of amenities within the creek corridor, would continue to apply to
the neighborhood under the Reduced Buildout Alternative. Additionally,
potential impacts on biological resources and wetlands due to automobile -related
industrial uses would be similar under the Reduced Buildout Alternative as there
would be a similar attempt to amortize those potentially polluting uses associated
with hazardous materials such as oils, paints, car batteries, etc. As such, the
potential for impacts to occur on jurisdictional wetlands and waters would be
similar to the proposed project.
Hazards and Hazardous Materials
Impacts related to hazards and hazardous materials under the Reduced Buildout
Alternative would be similar to those under the proposed project. As described
in Section 3.9, "Hazards and Hazardous Materials," any future development or
redevelopment within the plan area that could potentially contain or result in the
disturbance of any hazardous materials would be required to prepare a Phase I
Environmental Site Assessment (ESA) prior to approval under either the
proposed project or the Reduced Buildout Alternative. Also, both would replace
light manufacturing land uses with residential, commercial, office, and mixed -use
land uses and would encourage removal or clean-up of excessively polluting
automobile -related light -industrial uses interspersed throughout the
neighborhood. As such, the potential for impacts to occur as a result of
hazardous materials exposure under the Reduced Buildout Alternative would be
similar to the proposed project.
Effects Found Not to Be Significant under the Proposed
Project
Implementation of the proposed project would result in less -than -significant
impacts requiring no mitigation under the following resource areas: agricultural
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City of National City 7.0 Alternatives
resources, community character and aesthetics, geology and soils, hydrology,
land use and planning, mineral resources, population and housing, recreation, and
utilities and public services. Issues related to agricultural resources, community
character and aesthetics, geology and soils, hydrology and water quality, land use
and planning, mineral resources, population and housing, recreation, or utilities
and public services under the Reduced Buildout Alternative would be similar to
the proposed project because the Reduced Buildout Alternative would encourage
new residential and commercial development but would comply with state and
local regulations.
Rationale for the Proposed Project
Although the Reduced Buildout Alternative would reduce impacts on air quality,
noise, and traffic, this alternative does not achieve Objectives 3 or 4, which are
targeted to encourage smart growth opportunities within the Westside
neighborhood by allowing building heights up to five stories in the mixed -use
(MCR-2) zone; encouraging a mix of land uses, including office and commercial,
at an intensity that would support a jobs -housing balance, promote walkability;
and encouraging density near mass transit to offer alternatives to automobile use.
Alternative 4—Retain and Expand Industrial Uses
Alternative
Description and Setting of the Retain and Expand
Industrial Uses Alternative
The Retain and Expand Industrial Uses Alternative would involve a land use plan
that (1) encouraged removal of the Residential Single -Family land use
designation and RS-4 zone and (2) did not propose mixed -use residential land use
designations and the MCR-1 and MCR-2 zones. Instead, these zones would be
replaced with land uses that permitted and encouraged light -industrial uses,
similar to the light -industrial and automobile -related uses currently within the
Westside neighborhood. The purpose for this alternative is to avoid any co -
location issues from a neighborhood mix of residential and light -industrial uses
by removing the residential uses and replacing them with other light -industrial
uses, thereby eliminating negative impacts on residential uses caused by the
light -industrial uses and zones within the Westside neighborhood.
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City of National City 7.0 Alternatives
Comparison of the Effects of the Retain and
Expand Industrial Uses Alternative to the
Proposed Project
Traffic, Circulation, and Parking
The Retain and Expand Industrial Uses Alternative would encourage the removal
of single-family residential uses and would not propose mixed -use land uses.
Instead, this alternative would encourage light -industrial uses similar to the light -
industrial and automobile -related uses currently within the Westside
neighborhood. Light -industrial and automobile -related uses would generate
more ADTs than a plan that proposed single-family residential uses in the same
area. Thus, a greater number of future ADTs would be generated under the
Retain and Expand Industrial Uses Alternative than under the proposed project.
Impacts related to traffic, circulation, and parking would be greater under the
Retain and Expand Industrial Uses Alternative.
Air Quality
The Retain and Expand Industrial Uses Alternative would allow development
and redevelopment to continue under the existing industrial land uses and zones.
Thus, it is reasonable to assume that industrial uses and the emissions associated
with such uses would continue, while new industrial emission sources would be
developed as permitted by the MLR zone. Moreover, the greater number of
ADTs from industrial uses would contribute to a higher amount of air emissions.
Impacts on air quality would be greater under the Retain and Expand Industrial
Uses Alternative.
The Retain and Expand Industrial Uses Alternative would not propose additional
residential uses. Consequently, no new residential uses would be within 500 feet
of I-5. Thus, while the proposed project would increase the human exposure to
levels of vehicular emissions high enough to be considered a risk to human
health and consequently would result in a significant air quality impact, the
Retain and Expand Industrial Uses Alternative would not. Impacts on resident
health from proximity to I-5 would be reduced under the Retain and Expand
Industrial Uses Alternative. Overall, however, impacts on air quality from an
increase in industrial operations and from increased traffic emissions would be
greater under the Retain and Expand Industrial Uses Alternative.
Noise
The Retain and Expand Industrial Uses Alternative would encourage the removal
of single-family residential uses and would not propose mixed -use land uses.
Instead, this alternative would encourage light -industrial uses similar to the light-
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industrial and automobile -related uses currently within the Westside
neighborhood. Noise from both existing and new industrial uses would be
greater than with the addition of residential uses. Noise associated with
stationary sources would be greater under the Retain and Expand Industrial Uses
Alternative.
Construction noise and vibration would be similar in both scenarios because in
both cases new construction would be encouraged. Under the Retain and Expand
Industrial Uses Alternative, construction -related noise would be similar to the
proposed project.
As discussed under Traffic, Circulation, and Parking, the Retain and Expand
Industrial Uses Alternative would add more ADTs to the surrounding street
networks because the intensity of land uses would be greater. As a result, traffic -
related noise would be slightly greater under the Retain and Expand Industrial
Uses Alternative; however, the difference would likely not be greater than 1-2
dB, which is imperceptible to the human ear.
Overall, noise impacts under the Retain and Expand Industrial Uses Alternative
would be greater than under proposed project because noise from industrial
sources would continue to increase, which would result in a noisier operating
environment.
Cultural Resources
Both the proposed project and the Retain and Expand Industrial Uses Alternative
would alter the existing land use and zoning regulations for the Westside
neighborhood but would not directly result in any physical modifications.
However, both the proposed project and the Retain and Expand Industrial Uses
Alternative would encourage the redevelopment of buildings and vacant sites that
may be of historic and/or archaeological significance. As such, any physical
modifications within the plan area that could be of potential historic or cultural
significance would be subject to further evaluation by a historian or architectural
historian as well as an archaeologist under both the proposed project and the
Retain and Expand Industrial Uses Alternative. Impacts on historic and
archaeological resources under the Retain and Expand Industrial Uses
Alternative would be similar to the proposed project.
Biological Resources
The Retain and Expand Industrial Uses Alternative would still apply developable
land uses and zoning regulations throughout the Westside neighborhood,
including within undeveloped areas. Consequently, potential impacts on
biological resources caused by future development on vacant parcels would be
similar to the proposed project and biological impacts resulting from restoration
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efforts along Paradise Creek would continue under the Retain and Expand
Industrial Uses Alternative.
Paradise Creek Restoration Plan objectives, including protection, restoration, and
construction of amenities within the creek corridor, would continue to apply to
the neighborhood under the Retain and Expand Industrial Uses Alternative.
However, potential impacts on biological resources and wetlands due to
automobile -related industrial uses would be greater under the Retain and Expand
Industrial Uses Alternative because there would be an increase in potentially
polluting uses. As such, the potential for impacts to occur on jurisdictional
wetlands and waters would be greater under the Retain and Expand Industrial
Uses Alternative.
Hazards and Hazardous Materials
As described in Section 3.9, "Hazards and Hazardous Materials," any future
development or redevelopment within the plan area that could potentially contain
or result in the disturbance of any hazardous materials would be required to
prepare a Phase I Environmental Site Assessment (ESA) prior to approval with or
without the proposed project. However, the Retain and Expand Industrial Uses
Alternative would retain existing automobile -related light -industrial uses and
would encourage an increase in light manufacturing land uses in places that are
currently residential or that are proposed as residential under the proposed
project. Therefore, the potential for impacts to occur as a result of hazardous
materials exposure would be greater under the Retain and Expand Industrial Uses
Alternative.
Effects Found Not to Be Significant under the Proposed
Project
Implementation of the proposed project was found to result in less -than -
significant impacts requiring no mitigation under the following resource areas:
agricultural resources, community character and aesthetics, geology and soils,
hydrology, land use and planning, mineral resources, population and housing,
recreation, and utilities and public services. Issues related to agricultural
resources, geology and soils, mineral resources, recreation, and utilities and
public services would be similar under the Retain and Expand Industrial Uses
Alternative. Impacts related to community character and aesthetics, hydrology
and water quality, land use and planning, and population and housing would be
greater under the Retain and Expand Industrial Uses Alternative because the
existing auto -related industrial uses would remain and new auto -related industrial
uses would be encouraged, increasing the potential for water quality impacts
from industrial run-off, land use impacts from land use conflicts between
residential and industrial uses, population and housing impacts by reducing the
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7.0 Alternatives
number of housing units over time, and community character and aesthetics by
allowing existing auto -related industrial uses to continue.
Rationale for the Proposed Project
The Retain and Expand Industrial Uses Alternative would not reduce any impacts
identified for the proposed project. Moreover, this alternative does not achieve
Objectives 1, 2, 3, or 4, all which emphasize residential characteristics and smart
growth. For these reasons, the proposed project is preferred over the Retain and
Expand Industrial Uses Alternative.
Table 7-1. Comparison of Project Alternative Impacts to Significant Proposed Project Impacts
Environmental
Analysis Issue Area
No Project
Alternative
(Alternative 1)
No Mixed -Use
Alternative
(Alternative 2)
Reduced Buildout
Alternative
(Alternative 3)
Retain and
Expand
Industrial Uses
Alternative
(Alternative 4)
Traffic, Circulation,
and Parking
Reduced
Reduced
Reduced
Greater
Air Quality
Reduced
Reduced
Reduced
Greater
Noise
Mixed
Similar
Reduced
Greater
Cultural Resources
Similar
Similar
Similar
Similar
Biological Resources
Greater
Similar
Similar
Greater
Hazards and
Hazardous Materials
Greater
Similar
Similar
Greater
Effects Not Significant
Mixed
Similar
Similar
Greater
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Alternatives Considered and Rejected
Transfer of Development Rights Alternative
An alternative that would allow the transfer of development rights from one
parcel to another in order to promote clustering and the expansion of
undeveloped areas was considered but rejected because it would: (1) not reduce a
significant impact identified with the proposed project; and (2) did not meet
several of the primary project objectives, including Objectives 1, 2, and 3.
Multi -family Residential Only (No Single -Family
Residential) Alternative
An alternative that would eliminate all single-family land use designations and
zoning from the proposed project was considered but rejected because it would:
(1) not reduce a significant impact identified with the proposed project; and (2)
did not meet several of the primary project objectives, including Objectives 1 and
2.
Cluster Development and Increased Open Space
Alternative
An alternative that would cluster residential and commercial development to
increase open space while still meeting the demands of an increasing population
was considered but rejected because it would: (1) not reduce a significant impact
identified with the proposed project; (2) be politically infeasible without land
development rights to raze existing housing and businesses to set aside land for
open space development; and (3) did not meet several of the primary project
objectives, including Objectives 1, 2, and 3.
Alternative Site Selection Alternative
An alternative that would select a site other than the 100-acre area specified in
the Westside Specific Plan was considered but rejected because it would not meet
any of the primary project objectives as the objectives focus on improving the
conditions of the Westside community.
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Chapter 8
List of Preparers
Chapter 8
List of Preparers and Agencies Consulted
City of National City
Peggy Chapin, AICP Principal Planner
Stephen Manganiello Traffic Engineer
Claudia Silva, Esq. Senior Assistant City Attorney
ICF Jones & Stokes
Bob Stark, AICP Project Manager/Principal-In-Charge
Charles Richmond Deputy Project Manager
Erin Pace Project Coordinator/Community Character and
Aesthetics/ Utilities and Public Services
Erin Schorr Biological Resources
Robert Case Cultural Resources
Michael Slavick Air Quality/GHG
Matt McFalls Air Quality/GHG
Mike Greene Noise
Peter Hardie Noise
Aaron Brownwood Land Use and Planning /Utilities and Public
Services/Alternatives
Mayra Medel TOD Preliminary Analysis/Population and Housing
Ken Cherry Project Editor
Subconsultants
Linscott, Law & Greenspan, Engineers —Traffic Report
Westside Specific Plan November 2009
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ICFJ&S 440.08
City of National City 8.0 List of Preparers and Agencies Consulted
Nordby Biological Consulting —Wetland Delineation of Paradise Creek
Essentia Management Services—Westside Neighborhood Area -Wide Property
Inventory
• Dennis Crable Utilities and Public Services/Population and Housing
• Daryl Hernandez Hazards and Hazardous Materials
Agencies Consulted
California Department of Fish and Game (CDFG)
City of National City
Escondido Disposal Inc.
National School District
Regional Water Quality Control Board (RWQCB)
San Diego Association of Governments (SANDAG)
San Diego Gas and Electric (SDG&E)
State of California, California Department of Transportation, District 11,
Development Review Branch
State of California, Native American Heritage Commission
Sweetwater Authority
Sweetwater Union High School District
U.S. Army Corps of Engineers (USACE)
U.S. Fish and Wildlife Service (USFWS)
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Chapter 9
References
Chapter 9
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Accessed: December 2008.
Westside Specific Plan November 2009
Draft Environmental Impact Report 9-6
ICF J&S 440.08