HomeMy WebLinkAbout12-10-2019 ATC Agenda PacketCity of San Luis Obispo, Agenda, Planning Commission
Agenda
ACTIVE TRANSPORTATION COMMITTEE
Tuesday, December 10, 2019
6:00 p.m. SPECIAL MEETING
NOTE DIFFERENT LOCATION
City Council Chamber
City Hall
990 Palm Street
San Luis Obispo, CA
MISSION: The purpose of the Active Transportation Committee (ATC) is to provide oversight
and policy direction on matters related to bicycle and pedestrian transportation in San Luis Obispo
and its relationship to bicycling and walking outside the City.
CALL TO ORDER Chair Jonathan Roberts
ROLL CALL : Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette
Dunaway, Jenna Espinosa, Timothy Jouet, Briana Martenies, Jonathan
Roberts
(chair)
PUBLIC COMMENT: At this time, people may address the Committee about items not on the
agenda. Persons wishing to speak should come forward and state their name and address.
Comments are limited to three minutes per person. Items raised at this time are generally referred
to staff and, if action by the Committee is necessary, may be scheduled for a future meeting.
ACTION ITEM
1. ACTIVE TRANSPORTATION IN THE FROOM RANCH DRAFT
ENVIRONMENTAL IMPACT REPORT
(SCHWARTZ/SCOTT – 30 MINUTES)
The Froom Ranch Draft Environmental Impact Report (DEIR) and Specific Plan has been released
for a public comment period that ends December 23, 2019. The project proposes to develop 50
acres of the 109.7-acre Froom Ranch Specific Plan area and construct a mix of land uses including
a Life Plan Community with 404 units of independent and assisted senior housing, up to 174 multi-
Active Transportation Committee Agenda December 10, 2019 Page 2
family residential units, 100,000 square feet of retail-commercial uses including a hotel, open
space and a public park.
The entire DEIR can be found at:
https://www.slocity.org/Home/Components/News/News/7042/17?backlist=%2f
See Staff Report attached.
Staff Recommendation: Review the Froom Ranch Specific Plan and the Draft EIR and provide
comments on the consistency of the findings with City policy regarding bicycle and pedestrian
transportation.
DISCUSSION ITEM
2. PROJECT PRIORITIZATION IN THE ACTIVE TRANSPORTATION PLAN
(SCHWARTZ/FUKUSHIMA – 90 MINUTES)
Staff will present a potential draft framework for project prioritization for the Active
Transportation Plan (ATP) and is requesting input from the committee on the suggested
framework, and process for proceeding with prioritization of bicycle and pedestrian improvement
projects in development of the Draft ATP – scheduled for release in March of 2020. Staff has
drafted the initial framework for project prioritization as follows:
Bicycle Project Prioritization
Core Bikeway Network
Starting with the Draft Future Bikeway Network Map, as developed in collaboration with the ATC
and presented to the community during the recent ATP public outreach activities, identify a Core
Network of bikeways to be assigned the highest priority and urgency for implementation. This
Core Network would include a limited number of crosstown routes that are anticipated to provide
the greatest potential to serve new bicycle ridership—a combination of low-stress routes (protected
bike lanes, multiuse paths and neighborhood greenways) that access most common destinations in
the city. Segment and crossing improvements along this core network would be assigned the
highest priority for funding requests and implementation.
Staff has developed an initial draft of the Core Bikeway Network based on initial estimates of
ridership potential using the City’s Travel Demand Forecasting Model. The Draft Core Bikeway
Network Map is shown below, and the staff presentation will include additional details on
estimated ridership potential for these routes.
Active Transportation Committee Agenda December 10, 2019 Page 3
Draft Map of Core Bikeway Network
Other Bikeway Improvements
Outside of the Core Bikeway Network, a potential framework for prioritization of other bikeway
improvements could include the following factors:
1. Prioritize improvements based on safety/collision trends, as presented in the City’s Annual
Traffic Safety Report
2. Prioritize improvements based on disadvantaged community areas and public outreach
received
3. Prioritize improvements based on proximity to key destinations:
a. Routes and crossings within proximity of local schools
b. Routes and crossings within proximity of parks and recreational facilities
c. Routes and crossings within proximity of Cal Poly
d. Routes and crossings within proximity of Downtown
e. Routes and crossings within proximity to retail and employment centers
4. Continue to implement future bikeway improvements in conjunction with the annual
Active Transportation Committee Agenda December 10, 2019 Page 4
pavement management projects and/or larger capital improvement projects (i.e. sewer line
replacements, etc.)
Pedestrian Project Prioritization
Future pedestrian improvements predominantly include projects such as sidewalk/pathway
installation and repairs, ADA curb ramps, street lighting, intersection and mid-block crossing
improvements, traffic calming and placemaking features (streetscape enhancements,
parkway/landscaping and other beautification enhancements). A suggested framework for
prioritizing pedestrian improvement projects includes:
1. Prioritize improvements based on safety/collision trends, as presented in the City’s Annual
Traffic Safety Report
2. Prioritize improvements based on proximity to key destinations:
a. Projects within proximity of local schools
b. Projects within proximity of parks and recreational facilities
c. Projects within proximity of Cal Poly
d. Projects within proximity of Downtown
e. Projects within proximity of retail and employment centers
3. Continue to implement pedestrian safety improvements in conjunction with the annual
pavement management projects and/or larger capital improvement projects (i.e. sewer line
replacements, etc.)
ADJOURNMENT
The next Regular Meeting of the Active Transportation Commi ttee is scheduled for
Thursday , January 16 , 2020 at 6:00 p.m., in the Council Hearing Room, 990 Palm Street, San
Luis Obispo, California.
The City of San Luis Obispo wishes to make all of its public meetings accessible to the
public. Upon request, this agenda will be made available in appropriate alternative formats to
persons with disabilities. Any person with a disability who requires a modification or
accommodation in order to participate in a meeting should direct such request to the City Clerk’s
Office at (805) 781-7100 at least 48 hours before the meeting, if possible. Telecommunications
Device for the Deaf (805) 781-7107.
Agenda related writings and documents are available online or for public inspection at the Public
Works Department, 919 Palm Street, SLO. Meeting audio recordings can be found at the following
web address:
http://opengov.slocity.org/WebLink/1/fol/60965/Row1.aspx
Meeting Date: December 10, 2019
Item Number: 1
It
2
ACTIVE TRANSPORTATION COMMITTEE AGENDA REPORT
SUBJECT: Active Transportation in the Froom Ranch Draft Environmental Impact Report
PROJECT ADDRESS: 12165 and 12393 BY: Emily Creel, Contract Planner
Los Osos Valley Road
VIA: Shawna Scott, Senior Planner
Luke Schwartz, Transportation Manager
FILE NUMBERS: SPEC-0143-2017 / GENP 0737-2019 / EID 0738-2019
RECOMMENDATION: Review the Froom Ranch Specific Plan and the Draft EIR and provide
comments on the consistency of the findings with City policy regarding bicycle and pedestrian
transportation.
SITE DATA
Applicant JM Development Group, Inc.
Representative Pam Ricci and Victor Montgomery,
RRM Design Group
Proposed
Zoning/General
Plan
SP-3 Madonna on LOVR, would
require pre-zoning for Specific
Plan. Proposes Medium-High
Density Residential, High Density
Residential, Commercial Retail,
Conservation/Open Space, and
Public Facilities
Site Area Approximately 110 acres
Environmental
Status
A Draft EIR is now under public
review. The public review period
will extend through December 23,
2019.
1.0 BACKGROUND/SUMMARY
On April 5, 2016, the City Council authorized initiation of the Madonna on Los Osos Valley Road
(LOVR) Specific Plan (currently referred to as the Froom Ranch Specific Plan).1 The project includes a
Specific Plan, General Plan Amendment, and related actions that would allow for development of
approximately 50 acres of the 109.7-acre Froom Ranch Specific Plan area. Amendments to the General
1 Froom Ranch Specific Plan available online: https://www.slocity.org/government/department-directory/community-
development/planning-zoning/specific-area-plans/froom-ranch
Agenda Item 1, Page 1 of 10
Plan would include a change in the land uses to include a senior residential community (Villaggio) and
to allow development above 150 feet in elevation, since hillside development is regulated by several
General Plan policies and programs, including Land Use Element Policy 6.4.7(H), which specifies that
no building sites should be allowed above the 150-foot elevation line in the Irish Hills area. As part of
its initiation of the Specific Plan, the City Council required that the project applicant also develop a
feasible “actionable alternative” that locates all development below the 150-foot elevation. Both the
proposed project and the actionable alternative are evaluated in the Draft EIR.
Proposed Project. The Froom Ranch
Specific Plan proposes a mix of land
uses, including a Life Plan
Community with 404 units of
independent and assisted senior
housing known as Villaggio, up to
174 multi-family residential units,
100,000 square feet of retail-
commercial uses (including a 70,000-
square foot hotel), open space (54% of
the project site), and a public park (see
Figure 1 Conceptual Site Plan).
Both the proposed project and the
actionable alternative propose to
reconstruct, relocate, and reuse four
historic structures within the Froom
Ranch Dairy complex to the new
public park, including the main
residence, creamery/house, dairy
(round-nose) barn, and granary. The
project and actionable alternative also
propose to relocate approximately
2,145 linear feet of Froom Creek
within the Specific Plan area.
The proposed project includes the
following transportation and
circulation features:
1. Widening of LOVR along a portion of the project site’s frontage and signalization of the
LOVR/Auto Park Way intersection;
2. Proposed internal roadway network consisting of public and private roads;
3. Proposed bicycle and pedestrian facilities throughout the Specific Plan area;
4. Parking facilities to accommodate residents, employees, and visitors within the Specific Plan
area; and
5. A new bus stop that would be integrated into the regional public transportation system.
Figure 1. Conceptual Land Use Plan
Agenda Item 1, Page 2 of 10
Actionable Alternative. The actionable alternative (Alternative 1) proposes the same type and amount
of development within the Specific Plan area; however, it includes a major reconfiguration of the
proposed land use plan and redesign of key project elements specifically to cluster proposed land uses
into a smaller development footprint by relocating proposed development in the Upper Terrace portion
of Villaggio down to the lower portion of the proposed Life Plan Community located below the 150-foot
elevation.
The actionable alternative was developed
in large part based on a revised site plan
prepared by the project applicant.
However, one significant change to what
was proposed by the applicant was made
through the evaluation of alternatives in the
Draft EIR: the location of the public park
(incorporating the four historic structures
to be relocated/reconstructed) was
relocated to the area above the 150-foot
elevation in the northwest portion of the
site (refer to Figure 2, Alternative 1
Conceptual Land Use Plan). This area is
heavily disturbed as a result of its use as an
active permitted quarry and is also
currently being used for construction
staging. The multi-family residential uses
proposed by the applicant at this location
were moved downhill to the lower portions
of the site below the 150-foot elevation.
This key change was made and included as
part of the actionable alternative because it
resulted in a substantial reduction to the
level of impacts associated with Aesthetics
and Visual Resources, Biological
Resources, Cultural and Tribal Cultural
Resources, Land Use and Policy
Consistency, and Wildfire. Refer to Figure 2, Alternative 1 Conceptual Land Use Plan.
Alternative 1 is identified in the Draft EIR as the environmentally preferred alternative.
The Draft EIR includes evaluation of potential environmental effects of the proposed project and the
actionable alternative. The Draft EIR has been referred to the Planning Commission to receive comments
on the environmental analysis which can be incorporated into the Final EIR and included with the
discussion when the Planning Commission and City Council consider certification of the Final EIR and
project approval. The Draft EIR and supporting technical reports are available on the City’s website:
https://www.slocity.org/government/department-directory/community-development/documents-
online/environmental-review-documents/-folder-2018
Figure 2. Alternative 1 Conceptual Land Use Plan
Agenda Item 1, Page 3 of 10
2.0 COMMITTEE’S PURVIEW
The Active Transportation Committee’s role is to review the Draft EIR and provide any feedback regarding
the adequacy of the environmental analysis and additional needed information or modifications or issues
which should be addressed in mitigation measures regarding bicycle and pedestrian transportation.
3.0 SITE INFORMATION
The project site consists of two parcels totaling
approximately 109.7 acres (APNs 067-241-030 and
067-241-031) within unincorporated San Luis
Obispo County, and adjacent to City of San Luis
Obispo city limits. The site is located immediately
west of Los Osos Valley Road between U.S.
Highway 101 and the Irish Hills Plaza. These parcels
are identified for future annexation in the Land Use
Element (LUE) as the Madonna on Los Osos Valley
Road (LOVR) Specific Plan Area (SP-3).
Dominant features at the site include the Froom
Ranch Dairy complex, stormwater basins, John
Madonna Construction office (within the dairy
complex), staging and materials storage, quarry area,
wetlands adjacent to Calle Joaquin, grasslands, and
Froom Creek and associated tributaries (refer to
Figure 3, Existing Site Conditions). Surrounding uses
include Irish Hills Plaza (including the Costco/Home
Depot shopping center) to the north, Los Osos Valley
Road and auto dealerships to the east, hotels along
Calle Joaquin and Mountainbrook Church to the
south, and the Irish Hills Natural Reserve and
associated trails and open space to the west.
4.0 GENERAL PLAN GUIDANCE
The Froom Ranch Specific Plan area was one of three Specific Plan areas designated for development in
the General Plan Land Use (LUE) and Circulation Elements update (adopted by the City Council in
December 2014). The project is intended to be predominantly consistent with policy direction for the area
included in the General Plan by providing a mixed-use project that provides workforce housing options and
preserves at least 50% of the site as open space. However, the applicant has requested modifications to the
range of land uses currently designated in the LUE for the Specific Plan area, including the proposed
Villaggio life plan community, an increase in the number of allowable residential units, and a requested
modification to allow some development above the 150-foot elevation, subject to certain performance
standards.
Figure 3. Existing Site Conditions
Agenda Item 1, Page 4 of 10
5.0 DISCUSSION AND EVALUATION
A brief summary of key multimodal transportation mitigation recommendations most relevant to the
purview of the Active Transportation Committee includes:
1. Project access and circulation designs should be modified to incorporate the following elements
consistent with current City, FHWA and NACTO best practices for multimodal street design:
a. In addition to signalization of the LOVR/Auto Park Way intersection, include the
following intersection design elements:
• Install center medians with pedestrian refuge islands at north and south
intersection approaches;
• Install a single northbound left-turn lane in lieu of dual lefts, as currently
proposed, to shorten crossing distance for pedestrians;
• Install a bulbout at the southwest corner to shorten pedestrian crossing distance;
• Install Lead Pedestrian Intervals (LPIs) at all pedestrian crossings;
• Install protected bicycle intersection features, consistent with planned
improvements at the nearby intersections of Madonna/Dalidio and LOVR/Froom
Ranch Way.
b. Install sidewalks along the LOVR project frontage, completing the current gap between
Irish Hills Plaza and Calle Joaquin.
c. Provide Class IV protected bike lanes along on-site Commercial Collector A in lieu of
Class II bike lanes, as currently proposed.
d. Include traffic calming features along the on-site public residential street (Local Road A)
2. The Draft EIR identifies the following mitigation recommendations to address direct and
cumulative project-related impacts to bicycle and pedestrian facilities at off-site roadways and
intersections:
a. Install Class IV protected bike lanes along LOVR between Diablo Drive and South
Higuera, including the segment between Froom Ranch Way and Calle Joaquin as defined
in the Council-adopted concept for the Bob Jones Trail (Calle Joaquin to Oceanaire
Connector).
b. Extend westbound bike lane and install bike box at westbound approach of S.
Higuera/Tank Farm intersection.
c. Install Lead Pedestrian Intervals at LOVR/Madonna intersection crossings
d. Install Lead Pedestrian Intervals at LOVR/Calle Joaquin intersection crossings
e. Install Lead Pedestrian Intervals at S. Higuera/Tank Farm intersection crossings
A detailed discussion of project impacts and mitigation measures as identified in the Draft E IR is
provided below.
Transportation. Table 1 summarizes the project’s potential impacts related to transportation and
associated mitigation measures. The complete analysis is available on the City’s website:
https://www.slocity.org/Home/ShowDocument?id=24502
The Traffic Impact Study is available in the Draft EIR Appendix, on the City’s website:
https://www.slocity.org/Home/ShowDocument?id=24519
Table 1. Summary of Impacts to Transportation
Agenda Item 1, Page 5 of 10
Transportation Impacts Mitigation
Measures
Residual
Impact TIS Impact
TRANS-1. Project construction activities
would potentially create traffic impacts due to
congestion from construction vehicles (e.g.,
construction trucks, construction worker
vehicles, equipment, etc.) as well as
temporary traffic lane and sidewalk closures.
MM TRANS-1
Less than
Significant with
Mitigation
--
TRANS-2. Under Existing plus Project
conditions, the addition of Project traffic
would exacerbate existing queuing and peak
hour traffic for automobiles, and poor levels
of service for pedestrians and bicycle modes
of transportation, causing transportation
deficiencies in the Project vicinity.
MM TRANS-2
MM TRANS-3
MM TRANS-4
MM TRANS-5
MM TRANS-6
MM TRANS-7
MM TRANS-8
MM TRANS-9
MM TRANS-10
MM TRANS-11
MM AQ-6
Significant and
Unavoidable
Existing plus
Project Impacts
TRANS-3. Under Near-Term plus Project
(Scenario 2) conditions, the addition of
Project traffic would exacerbate existing
queuing and peak hour traffic for automobiles
and poor levels of service for pedestrians and
bike modes of transportation, causing
transportation deficiencies in the Project
vicinity.
MM TRANS-2
MM TRANS-5
MM TRANS-6
MM TRANS-8
MM TRANS-9
MM TRANS-12
MM TRANS-13
MM TRANS-14
MM TRANS-15
MM TRANS-16
MM TRANS-17
MM TRANS-18
Significant and
Unavoidable
Near-Term plus
Project Impacts
TRANS-4. The Project would result in traffic
safety impacts and inadequate emergency
access and evacuation options, resulting in
potential for structural damage, injuries, or
loss of life due to wildland fires or other
emergency situations.
MM HAZ-4
MM TRANS-19
MM TRANS-20
MM TRANS-21
MM TRANS-22
MM TRANS-23
Less than
Significant with
Mitigation
Emergency
Vehicle Access
Impacts
TRANS-5. Onsite circulation would result in
safety impacts to pedestrian and bicycle
access.
MM TRANS-24
Less than
Significant with
Mitigation
Access
Management
Assessment
TRANS-6. Under long-term Cumulative plus
Project conditions, Project-generated traffic
would result in a cumulatively considerable
contribution to traffic for automobiles and
poor levels of service for pedestrians and bike
modes of transportation, causing
MM TRANS-8
MM TRANS-9
MM TRANS-13
MM TRANS-23
MM TRANS-25
MM TRANS-26
MM TRANS-27
MM TRANS-28
Less than
Significant with
Mitigation
Cumulative plus
Project Impacts
Agenda Item 1, Page 6 of 10
Transportation Impacts Mitigation
Measures
Residual
Impact TIS Impact
transportation deficiencies in the Project
vicinity.
MM TRANS-29
MM TRANS-30
Impacts to traffic and transportation upon implementation of the proposed project would consist of
delays and/or exceedance of intersection capacities, resulting in poor levels of service for automobiles,
pedestrians, and bicycle modes of transportation. More specifically, project-generated traffic would
cause exceedance of intersection capacities at various intersections not subject to the City’s authority or
requiring completion of the Prado Road Overpass/Interchange project to adequately reduce impacts.
Although the project would implement mitigation measures and the applicant would pay a fair share fee
to offset project contributions to this impact, as no County or Caltrans program for improvements is
currently adopted, some potential impacts were determined to be significant and unavoidable.
Transportation – Alternative 1. Impacts related to transportation and traffic would not substantially vary
in comparison to the proposed project due to the identical levels of residential and commercial
development proposed under Alternative 1 and consistent anticipated generation of 2,700 daily vehicle
trips. However, emergency access points would potentially be altered as compared to the proposed
project, lessening potential evacuation impacts. Alternative 1 would include similar road and
transportation improvements as proposed under the project:
Table 2 summarizes potential impacts related to transportation and associated mitigation measures
associated with the implementation of Alternative 1. The complete analysis is available on the City’s
website: https://www.slocity.org/Home/ShowDocument?id=24506
Table 2. Summary of Impacts to Transportation – Alternative 1
Transportation Impacts Mitigation Measures Residual Impact
TRANS-1. Alternative 1 construction
activities would potentially create traffic
impacts due to congestion from construction
vehicles (e.g., construction trucks,
construction worker vehicles, equipment, etc.)
as well as temporary traffic lane and sidewalk
closures.
MM TRANS-1
Less than Significant with
Mitigation (Incrementally
Less)
TRANS-2. Under Existing plus Project
conditions, the addition of Alternative 1 traffic
would exacerbate existing queuing and peak
hour traffic for automobiles, and poor levels
of service for pedestrians and bicycle modes
of transportation, causing transportation
deficiencies in the Project vicinity.
MM AQ-6
MM TRANS-2
MM TRANS-3
MM TRANS-4
MM TRANS-5
MM TRANS-6
MM TRANS-7
MM TRANS-8
MM TRANS-9
MM TRANS-10
MM TRANS-11
Significant and
Unavoidable (Similar)
Agenda Item 1, Page 7 of 10
Transportation Impacts Mitigation Measures Residual Impact
TRANS-3. Under Near-Term plus Project
(Scenario 2) conditions, the addition of
Alternative 1 traffic would exacerbate existing
queuing and peak hour traffic for automobiles
and poor levels of service for pedestrians and
bike modes of transportation, causing
transportation deficiencies in the Project
vicinity.
MM TRANS-2
MM TRANS-5
MM TRANS-6
MM TRANS-8
MM TRANS-9
MM TRANS-12
MM TRANS-13
MM TRANS-14
MM TRANS-15
MM TRANS-16
MM TRANS-17
MM TRANS-18
MM TRANS-19
MM TRANS-20
Significant and
Unavoidable (Similar)
TRANS-4. Alternative 1 would result in
traffic safety impacts and inadequate
emergency access and evacuation options,
resulting in potential for structural damage,
injuries, or loss of life due to wildland fires or
other emergency situations.
MM HAZ-4
MM TRANS-21
MM TRANS-22
MM TRANS-23
Less than Significant with
Mitigation (Incrementally
Less)
TRANS-5. Onsite circulation would result in
safety impacts to pedestrian and bicycle
access.
MM TRANS-24
Less than Significant with
Mitigation (Incrementally
Less)
TRANS-6. Under long-term Cumulative plus
Project conditions, Alternative 1-generated
traffic would result in a cumulatively
considerable contribution to
traffic for automobiles and poor levels of
service for pedestrians and bike modes of
transportation, causing transportation
deficiencies in the Project vicinity.
MM TRANS-8
MM TRANS-9
MM TRANS-13
MM TRANS-25
MM TRANS-26
MM TRANS-27
MM TRANS-28
MM TRANS-29
MM TRANS-30
Less than Significant with
Mitigation (Incrementally
Less)
Impact TRANS-1, associated with construction traffic impacts, would be less severe when compared to
those associated with the proposed project because removal of development in the Upper Terrace would
eliminate the need for construction vehicles to travel along Calle Joaquin and within proposed local roads
within the project site. Construction timing under Alternative 1 would change to avoid overlap between
occupancy of Villaggio and construction activities in the Upper Terrace, as proposed by the project,
reducing construction related traffic impacts on the Villaggio population. Alternative 1 would result in
construction traffic being separated from occupied portions of the site in Villaggio and Madonna Froom
Ranch and would shorten the time in which construction vehicles would interfere with regular roadway
traffic. As under the proposed project, this Alternative would implement MM TRANS-1 requiring
preparation of a Construction Transportation Management Plan for all phases of development, to be
reviewed and approved by the City. Given substantial reductions in development footprint and
implementation of required mitigation measures, this impact would be incrementally less severe when
compared to the project and would be less than significant with mitigation.
Agenda Item 1, Page 8 of 10
Impact TRANS-2, regarding exacerbation of queuing and peak hour traffic for automobiles and poor
levels of service for pedestrians and bicycle modes of transportation under Existing plus Alternative 1
conditions, would be similar to the proposed project. The anticipated residential population of
Alternative 1 is the same as the project and roadway intersections impacted by the project would continue
to be impacted by Alternative 1. Although fewer internal roadways would be required as a result of
removal of residential uses in the Upper Terrace, internal traffic would continue to be potentially
significant at occupation of Madonna Froom Ranch; similar to the proposed project, MM TRANS-11
requiring use of traffic calming measures on Local Street “A” would reduce this impact to less than
significant. Although required implementation of MM TRANS-2 through -5 and MM TRANS-7 through
-11 would reduce other impacts under Existing plus Alternative 1 conditions to less than significant, MM
TRANS-6 requiring payment of fair share costs for the completion of the Prado Road
Overpass/Interchange project would not mitigate potential impacts until this infrastructure project is
complete. Therefore, similar to the project, if the Prado Road Overpass/Interchange project is not in
place by occupancy of Alternative 1, this impact would remain significant and unavoidable.
Impact TRANS-3, which addresses exacerbation of existing queuing and peak hour traffic for
automobiles and poor levels of service for pedestrians and bicyclists under Near-Term plus Alternative
1 conditions, would be similar to the project. As discussed above, Alternative 1 would generate similar
population increases and associated traffic as the proposed project. Although required implementation
of MM TRANS-2, -5, -8, -9, -12, -13, and -15 through -18 would reduce impacts under Near-Term plus
Alternative 1, completion of MM TRANS-6 and MM TRANS-14 require completion of the Prado Road
Overpass/Interchange project, which cannot be ensured by this alternative. Therefore, if the Prado Road
Overpass/Interchange project is not in place by occupancy of Alternative 1, this impact would remain
significant and unavoidable.
Impact TRANS-4, addressing inadequate emergency access and evacuations in areas of high and very
high fire hazard, would be less severe when compared to the project, as additional emergency evacuation
options would be provided under Alternative 1 and development would be reduced to lower risk areas
of the site. Similar to the project, Alternative 1 would continue to provide an emergency access route
between Madonna Froom Ranch and Irish Hills Plaza. Unlike the proposed project, Alternative 1 would
not provide an emergency access route through the Mountainbrook Church private road and would
instead provide one emergency access route along the proposed stormwater basin and/or another across
the realigned Froom Creek channel to connect to LOVR, thereby improving options for emergency
access and evacuation. The access route adjacent to the stormwater basin would allow evacuees located
within the southwestern portion of Villaggio to evacuate without further exacerbating potential
congestion along LOVR, as well as provide additional ingress and egress points for emergency
responders. Additionally, Alternative 1 would require MM TRANS-19, inclusion of an emergency
access point from the Lower Area to the existing dirt access road that connects to the utility power line
structures at the top of the ridgelines, and MM TRANS-22, requiring provision of emergency respondent
access to project site perimeters, which would increase emergency access to the site and reduce potential
impacts to less than significant with mitigation, similar to the proposed project.
Impact TRANS-5, regarding pedestrian and bicycle circulation safety issues, would be similar to the
project, as anticipated generation of internal roadway trips would be the same. MM TRANS -24 would
continue to be required, ensuring Alternative 1 would include design guidance published by the National
Association of City Transportation Officials and the Federal Highway Administration, including
Agenda Item 1, Page 9 of 10
installation of American Disabilities Act-compliant sidewalks, Lead Pedestrian Intervals and pedestrian
refuges at the LOVR/Auto Park Way intersection, and Class IV bikeways along LOVR
approaching/departing this intersection. Implementation of this mitigation measure would ensure
residual impacts to onsite circulation for pedestrians, and bicyclists would be less than significant with
mitigation, similar to the proposed project.
Impact TRANS-6 regarding Cumulative plus Project conditions, would be similar when compared to the
proposed project. As under the project, potentially significant impacts could occur to 14 separate
intersections and roadway segments due to increased automobile, pedestrian, and bicycle traffic under
Cumulative plus Project conditions (see Table 3.13-16 in Section 3.13, Transportation and Traffic, of
the Draft EIR). However, required implementation of MM TRANS-25 through -30, as well as MM
TRANS-8, -9, and -13, would reduce cumulative impacts to less than significant with mitigation, similar
to the proposed project.
6.0 NEXT STEPS
Provide any feedback regarding the adequacy of the Draft EIR, environmental analysis, and/or additional
needed information or modifications or issues which should be addressed in mitigation measures and/or
the Final EIR. All comments received in this review will be responded to and included in the Final EIR.
When the Final EIR is complete, City Advisory Bodies and the Planning Commission and City Council
will consider the following entitlements: Specific Plan, General Plan Amendment, Pre-Zoning, Vesting
Tentative Map, Annexation, and certification of the FEIR.
Agenda Item 1, Page 10 of 10