HomeMy WebLinkAbout17. ScreencheckFEIR38LandUse3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-1
Final EIR
3.8 LAND USE AND PLANNING
This section describes existing and proposed land uses at the Avila Ranch Development
Project (Project) site and vicinity, and analyzes potential impacts that may result from land
use and planning conflicts. It also evaluates Project consistency with adopted goals and
policies of the City of San Luis Obispo’s (City’s) General Plan and Land Use and
Circulation Elements (LUCE), as well as the Airport Land Use Plan (ALUP) for the San
Luis Obispo County Regional Airport (Airport) and Airport Area Specific Plan (AASP).
Airport operations and physical safety hazards associated with the Project site in terms of
both the ALUP and LUCE safety standards are also discussed in Section 3.6, Hazards and
Hazardous Materials.
Information for this section was gathered from the LUCE Update EIR and Chevron Tank
Farm Remediation and Development Project EIR. Additional sources of information are
the City’s General Plan Safety Element, AASP, ALUP, the Airport Land Use Compatibility
Report (Johnson Aviation 2014), associated City Council Agenda Reports (City of San
Luis Obispo 2014c), as well as the Applicant-prepared Avila Ranch Development Plan
(Development Plan) and the Airport Land Use Commission’s (ALUC) Pre-Application,
and related staff reports and studies.
3.8.1 LUCE Update EIR
The LUCE Update EIR previously analyzed land use impacts related to the adoption of the
2014 LUCE, including those at the Project site. The LUCE Update EIR assessed
development of the Project site with up to 700 housing units and 25,000 square feet (sf) of
non-residential development and identified potential land use conflicts with adjacent and
nearby uses, including the Airport, agricultural, industrial and manufacturing uses. The
LUCE Update EIR concluded that potential land use conflicts at the site could feasibly be
reduced to less than significant with implementation of LUCE policies intended to ensure
compatibility of new development with existing land uses (City of San Luis Obispo 2014a).
Because of the proximity of the Airport to planned residential growth areas in the southern
part of the City, a key issue addressed in the LUCE Update EIR was consistency of future
development under the LUCE with the ALUP and the potential risks or hazards associated
with development near the Airport. The LUCE Update EIR associated technical studies and
Council Agenda Reports provided substantial evidence that the development of the Project
site under proposed LUCE land use designations would be consistent with ALUP safety and
noise standards. The LUCE Update EIR found that development of the Project site would
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result in less than significant impacts to land use. Each specific plan project is required to be
reviewed by the ALUC.
3.8.2 Environmental Setting
3.8.2.1 Surrounding Land Uses
The Project site is located at the southern boundary of the City and is generally bounded
by Buckley Road to the south, agricultural lands to the east, light industrial and warehouse
uses off of Suburban Road to the north, and Vachell Lane to the west. The Project site is
surrounded by a mix of incorporated City and unincorporated County lands, with urban
uses within the City to the north and west and rural and agricultural uses within the County
of San Luis Obispo (County) to the south and east. Allowable land uses on nearby
properties are governed by both the City and County General Plans, as well as zoning
ordinances, which must be consistent with the General Plan.
The northern and central areas of the Project site lie within the City’s urban area delineated
by the Urban Reserve Line (URL), which includes the urban areas of the City as well as a
limited portion of unincorporated area within the County.1 The City URL defines an
unincorporated extension of the City where residents of these areas share City infrastructure
and government-operated facilities and services, such as schools, libraries, and parks, and
also contribute to the local economy. The URL encompasses approximately 2,300 acres
beyond the existing City limit (City of San Luis Obispo & County of San Luis Obispo 2013).
The Project site is within the City limits (with the exception of some road improvements that
remain in the County) and partially within the URL (refer to Figure 1-1).
1 The URL represents the boundary of the City’s urban reserve, containing the area around the City where
urban development may eventually occur.
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Within the City, light industrial and open
storage uses border the Project site along
Vachell Lane to the west, with residential uses
including the Los Verdes residential
neighborhood located approximately 0.3 mile
further west between U.S. Highway 101 and
South Higuera Street on Los Osos Valley
Road. These neighborhoods are designated for
residential uses and zoned Residential Planned
Development (R-1-PD) and provide single
family homes within planned developments.
The area to the north of the Project site is
bordered by a mix of developed and
undeveloped lands planned for light industrial, business park, and open space uses. Lands
within the City north of the eastern portion of the Project site along Short Street, Earthwood
Lane, and Horizon Lane are designated as Service and Manufacturing. This area provides
existing industrial and office buildings and open storage yards occupied by businesses such
as Hanson Aggregates, Running and Tennis Warehouse, Lockheed Martin, Caltrans, and
Ernie Ball, Inc. (refer to Figure 3.8-1).
The Chevron Tank Farm property
northeast of the Project site is
designated for recreation under
the County Land Use Element and
for conservation/open space with
some business park and service
commercial under the City’s
AASP. The Chevron Tank Farm
property is predominantly vacant,
with remnants of its previous use
as a petroleum storage and
distribution facility. The Chevron
Tank Farm property is undergoing
remediation and restoration, including demolition of existing buildings, major grading, and
habitat restoration. Future development under the AASP would include up to 800,000 sf of
business park and service commercial uses, with the majority of the site reserved for habitat
City lands to the west and north of the Project
site provide a mix of light industrial,
manufacturing, and warehouse land uses,
including Ken’s Body Shop.
The Chevron Tank Farm property located northeast of the
Project site, is the site of a former major oil storage facility
that is undergoing cleanup and remediation and is planned
to be developed with a business park and public open space.
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restoration and open space, and approximately 15 acres for recreational use (City of San
Luis Obispo & County of San Luis Obispo 2013).
Unincorporated County lands immediately abutting the site to the south and east are
generally rural agricultural. Properties to the south of Buckley Road and east along
Esperanza Lane are zoned for agricultural uses and currently consist of a mix of row crops
and livestock grazing (refer to Figure 3.8-1). The nearest unincorporated lands with
residential uses are approximately 1.5 miles to the east of the Project site near the
intersection of Buckley Road and Broad Street.
City General Plan land use designations in the Project vicinity include Business Park to the
west of the site, Services and Manufacturing to the northwest of the site, Open Space to the
northeast of the site, and Agriculture to the east of the site. The site itself is designated as
Avila Ranch Specific Plan. To implement the General Plan, the existing zoning in the
Project vicinity allows a wide range of commercial, business, industrial/manufacturing,
and agricultural or open space uses (Table 3.8-1; Figure 3.8-1).
Table 3.8-1. Existing City and County Zoning Districts within Project Vicinity
Location Zoning District Example of Potential Uses
City Conservation/Open Space-Specific Plan (C/OS) Open Space, Park
Business Park-Specific Plan (BP-SP) Research and development, Light
manufacturing, Business services
Service-Commercial (C-S-SP) Storage, transportation, wholesaling, light
manufacturing uses
Residential Planned Development (R-1-PD)
(R-2-PD)
R-1: Low density residential
R-2: Medium density residential
Manufacturing (M-SP) Assembly, fabrication, wholesaling, storage
County Recreation (REC) Clubs, sports assembly, rural camping,
public parks
Residential Suburban (RS) Private Residences with acreage
Agriculture (AG) Agricultural processing, animal facilities,
crops and grazing
Commercial Service (CS) Light manufacturing uses, transportation,
warehouse
Note: Only C/OS and BP-SP occur on the Project site.
Source: (City of San Luis Obispo 2014b, 2015).
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Figure 3.8-1. Zoning Designations
The San Luis Obispo County Regional Airport (Airport) lies 0.6 mile east of the Project
site. The nearest runway, Runway 7-25, is approximately 0.7 mile to the east of the Project
site. The Airport provides commuter, charter, and private aviation service to the area. As
of 2005, business aviation accounted for approximately 5 percent of aviation operations,
with the majority of aviation operations being general aviation, including flight training
and leisure flying. The split of general aviation operations at the Airport averaged 60
percent itinerant and 40 percent local, and military operations accounted for less than one
percent of total operations. Enplaned air cargo at the Airport was growing at an average
annual rate of 2.4 percent.
The Project site falls within the jurisdiction of both the ALUC’s ALUP, adopted in 1973
and updated in 2005, as well as Airport Overlay Zones (AOZs) addressed in Chapter 7 of
the City’s 2014 LUCE Update (see Section 3.8.3, Regulatory Setting for details related to
the LUCE AOZs). The County ALUC is responsible for oversight of development subject
to the ALUP to ensure safety and land use compatibility with Airport operations, while the
City retains ultimate land use jurisdiction over potential development of the Project site.
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3.8.2.2 Project Site
The 150-acre Project site is currently vacant, but has historically been used for agriculture
with cultivated row crops and grazing. The Project site is designated as “Avila Ranch
Specific Plan (SP)” within the City’s LUCE Land Use Diagram, a designation that permits
consideration of future development under an adopted specific plan. The LUCE also
identifies the site as Special Focus Area, SP-4 in Section 8.1.6 of the LUCE, with specific
policy guidance for development of the Project site (see Section 3.8.2, Regulatory Setting).
Performance standards for the Project site as envisioned by the LUCE would allow up to
700 residential homes and 25,000 sf of Neighborhood Commercial space as part of the
specific plan. Moreover, the inclusion of parks, creek and open space improvements, and
dedications of on- and offsite agricultural lands are a part of the LUCE’s identified
performance standards for the Project.
The Project site is within the adopted AASP boundaries. Although the Project generally
follows the development pattern envisioned under the LUCE, the land use map for the
AASP does not reflect this pattern, nor do related circulation and infrastructure maps. For
these reasons, an amendment to the AASP would be needed to accommodate the proposed
Project.
Table 3.8-2. LUCE Performance Standards for the Project Site
Type Designations Allowed Minimum 1 Maximum
Residential Low Density Residential
Medium Density
Residential
Medium-High Density
Residential
High Density Residential
500 units 700 units3
Commercial Neighborhood Commercial 15,000 sf 25,000 sf
Open Space/ Agriculture Open Space
Agriculture
50% site
coverage 2
1 There can be a reduction in the minimum requirement based on specific physical and/or environmental constraints.
2 Up to 1/3 of the open space may be provided offsite or through in-lieu fees consistent with the AASP.
3 Density bonus program for affordable housing would allow additional units, consistent with existing City policies.
Source: (City of San Luis Obispo 2014a)
The City’s URL runs through the southern portion of the Project site, with 35 acres
bordering Buckley Road located outside the URL. The 115 acres of lands within the URL
are zoned BP-SP – “Business Park-Specific Plan.” BP-SP-zoned lands are intended for
research and development, light manufacturing, and business services that are compatible
with airport operations. The remaining 35 acres outside the URL are zoned C/OS –
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“Conservation/Open Space Specific Plan Area.” Lands zoned C/OS are intended to protect
natural resources (including agricultural lands) and are suitable for park and open space
uses.
The Project site is located approximately
0.61 nautical mile west of the end of
Runaway 7-25 of the Airport, a secondary
runway that accommodates roughly three
percent of Airport departure traffic (City of
San Luis Obispo 2014d). As such, the
Project site is subject to policies of the
ALUP as well as LUCE AOZ policies
including 7.16, 7.17, and 7.12. Both the
ALUP and the LUCE identify the site as
falling within aviation-related safety areas
that restrict allowable types and intensity of
development, although the aerial extent and
degree of restrictions imposed by the safety
standards in these two planning documents vary significantly. ALUP Safety Areas S-1B
and S-1C substantially restrict allowable residential densities on 42 acres in the eastern and
northern areas of the Project site while LUCE AOZs do not. Section 3.8.3, Regulatory
Setting below provides a detailed assessment of both ALUP and LUCE standards as they
apply to the Project site.
3.8.3 Regulatory Setting
This section summarizes relevant federal, state, regional, and local land use plans and
regulations. Evaluation of the proposed Project’s consistency with specific goals, policies,
and requirements from relevant land use plans is provided below in Section 3.8.4,
Consistency with Plans and Policies.
3.8.3.1 Federal
Federal Aviation Administration (FAA), Federal Aviation Regulation, Part 77 Objects
Affecting Navigable Airspace
A Notice of Proposed Construction or Alteration (Form 7460-1) may be required by the
FAA. The FAA Airport Design Guide, Advisory Circular (AC) 150/5300-13, contains
guidance pertaining to land uses within the runway protection zone (RPZ). As part of FAA
The Project site is located west and in line with
Runway 7-25 of the Airport, of which, Runway 25
supports 3% of aircraft departures. Runway 11-
29 supports 100% of arrivals and 97% of
departures. Shown is an arrival of a small
passenger aircraft about to touch down on
Runway 11-29.
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grant assurances, if an airport sponsor receives federal funds for an airport, it is required
that use of land adjacent to or in the immediate vicinity of the airport be restricted to
activities and purposes compatible with normal airport operations.
3.8.3.2 State
Government Code Section 63450
State law (Government Code Section 63450) authorizes cities to adopt specific plans for
implementation of their general plans in a defined area. All specific plans must comply
with Sections 6540-65457 of the Government Code. These provisions require that a
specific plan be consistent with the adopted general plan and, in turn that all subsequent
subdivisions and development, public works projects, and zoning regulations must be
consistent with the specific plan. Specific plans are required to include distribution,
location and types of uses, development, and improvements to public facilities and
infrastructure. Tailored regulations, conditions, programs, standards, and guidelines help
implement the vision for long-range development of the specific plan area.
Caltrans’ California Airport Land Use Planning Handbook
The California Department of Transportation, Division of Aeronautics, administers much
of the California State Aeronautics Act (SSA) pursuant to Public Utilities Code (PUC),
Section 21001 et seq., which aims “to protect the public interest in aeronautics and
aeronautical progress.” Caltrans’ California Airport Land Use Planning Handbook
(Caltrans Airport Handbook 2002, updated in 2011) establishes guidance on land use
planning in the vicinity of airports in California. The Caltrans Airport Land Use Planning
Handbook (Handbook) also outlines the legal authority (and limitations thereof) possessed
by an ALUC when establishing noise and safety corridors around airports that potentially
restrict land use development. The intent of the Handbook is to make recommendations for
an ALUC for establishing land use development policies based upon FAA regulations,
rather than specifying precise statutes or means of interpreting FAA regulations. The
purpose of the Handbook is to provide guidance for conducting airport land use
compatibility planning as required by Article 3.5, Airport Land Use Commissions, PUC
Sections 21670 – 21679.5 (Caltrans 2011). Article 3.5 outlines the statutory requirements
for ALUCs, including the preparation of an Airport Land Use Compatibility Plan
(ALUCP). Article 3.5 mandates that the Division of Aeronautics create a Handbook that
contains the identification of essential elements for the preparation of an ALUCP (PUC
Sections 21674.5 and 21674.7). The Handbook also outlines the legal authority (and
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limitations thereof) possessed by an ALUC when establishing noise and safety corridors
around airports that potentially restrict land use development. This Handbook is intended
to (1) provide information to ALUCs, their staffs, airport proprietors, cities, counties,
consultants, and the public, (2) to identify the requirements and procedures for preparing
effective compatibility planning documents, and (3) define exemptions where applicable.
The intent of the Caltrans Airport Handbook is to make recommendations for an ALUC
for establishing land use development policies based upon FAA regulations, rather than
specifying precise statutes or means of interpreting FAA regulations. Each ALUC has the
final authority to establish safety and noise zones, policies and regulations based on the
input from the Handbook, local conditions, and special exceptions.
For the purposes of safety and noise hazards assessment, Public Resources Code Section
21096 and CEQA Guidelines Section 15154 prescribe that the Handbook is to be used to
assist in determining the potential for airport and safety issues as discussed in Section 3.6,
Hazards and Hazardous Materials, including aspects of the Project’s conformity with local
land use plans and regulations.
3.8.3.3 Regional
Regional Transportation Plan/Sustainable Communities Strategy
The 2014 Regional Transportation Plan/ Sustainable Communities Strategy (RTP) is the
region’s long-term vision for the transportation system. As required by state and federal
law, the San Luis Obispo Council of Government (SLOCOG) prepares, updates and adopts
the RTP every four years. The RTP facilitates the compliance with the state mandate for
communities to coordinate with state and regional agencies in order to achieve consistency
with regional air quality and greenhouse gas (GHG) emission targets (Senate Bill 375).
Airport Land Use Plan for the San Luis Obispo County Regional Airport
The ALUP for the San Luis Obispo County Regional Airport was adopted in December
1973, most recently amended in 2005, and is currently being updated by the County ALUC.
The ALUP provides guidance for the establishment of compatible land use within the
Airport Land Use Planning Area (ALUPA). The ALUP contains policies and guidelines
which address public safety and noise exposure within the ALUPA and provides land use
guidance based upon established safety and noise corridors. Its policies affect areas under
both City and County jurisdiction. The ALUP is a key governing land use document
regarding safety and noise related restrictions on land use surrounding the Airport. As such,
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the ALUP is utilized to assess the compatibility of a proposed project with adopted plans
and policies.
The existing ALUP Safety Area “analog” maps have recently been reinterpreted to a more
precise GIS format that will be compatible with local mapping accuracy standards for
viewing and consistency with ALUP Safety Areas. The maps and the location of safety
zones and noise contours used for the Project have been reviewed by the ALUC.
ALUP Safety Areas
The entire Project site is located within various ALUP Safety Areas for the Airport. The
ALUP provides guidance on the types of land uses and densities allowed within each Safety
Area (see Table 3.8-3), based on Safety Areas are described below in detail.
Table 3.8-3. Applicable ALUP Airport Safety Area Standards (ALUP Table 7)1
ALUP Safety Areas Allowable
Density
RPZ
Runway Protection Zone
Residential=0
Non-Residential=0
Ag, roads, & parking may are allowable
S-1A
Areas with operations at 500 feet above ground
within 250 feet of extended centerlines
Residential= 0.2 dwelling units/acre
Non-Residential= 75 persons/acre2
S-1B
Maneuvering zone-glide slopes
Residential= 0.2 dwelling units/acre
Non-Residential= 75 persons/acre2
S-1C
Within ½ nautical mile of Runway 11-29
centerline operations at less than 500 feet above
ground level
Residential= 0.2 dwelling units/acre
Non-Residential= 120 persons/acre
S-2
Areas where operations are between 500-1,000
feet above ground level
Residential=Unlimited dwelling units/acre3
Non-Residential=Unlimited persons/acre3
1 Airport safety area standards are based on approved ACOS, Clustered Development Zone project classification and
Project compliance with a Detailed Area Plan that would be developed in consultation with the ALUC and determined
to be consistent with the ALUP.
2 Under the ALUP, non-residential projects located in Safety Area S-1B more than 1 nautical mile from the end of the
runway may contain a maximum of 75 persons/acre; therefore, the maximum allowable land use density at the Project
site is 75 persons/acre.
3 With an ACOS, Detailed Area Plan and Cluster Development Zone per Table 7 of the ALUP.
Source: ALUC 2005; City of San Luis Obispo 2014a; City of San Luis Obispo 2014c.
Runway Protection Zones (RPZs) are trapezoidal-shaped areas located at ground level
beyond each end of a runway. The dimensions of RPZs vary depending upon the type of
landing approach available at the airport (visual, non-precision, or precision) and the
characteristics of the critical aircraft operating at the airport (weight and approach speed).
Ideally, each RPZ should be entirely clear of all objects. On portions of the RPZ not under
airport control, the FAA recommends that churches, schools, hospitals, office buildings,
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shopping centers, and other places of public assembly such as recreational facilities, as well
as fuel storage facilities, be prohibited. Vehicle parking is considered acceptable only on
the outer edges of RPZs (outside the extended object-free area).
ALUP Safety Area S-1 is the area within the vicinity of which aircraft operate frequently
or in conditions of reduced visibility at altitudes less than 500 feet above ground level
(AGL). Safety Area S-1 is further divided into the following zones, each with different
hazards and development limitations.
ALUP Safety Area S-1A includes the area within 500 feet on either side of the
extended runway centerline and within 500 feet of an existing or planned runway
end. This is an area with frequent or low visibility aircraft operations at less than
500 feet above ground level, which are located within 250 feet of extended runway
centerlines and within 3,000 feet of a runway end. No part of the Project site is
within this Area.
ALUP Safety Area S-1B is comprised of those portions of Safety Area S-1 which
are not included in Safety Area S-1A, but are within probable gliding distance for
aircraft on expected approach or departure courses. This Safety Area also includes
State-defined sideline Safety Areas, inner turning zones and outer safety zones for
both Runway 11-29 and Runway 7-25. Aviation safety hazards to be particularly
considered in this area include mechanical failures, fuel exhaustion, deviation from
glideslope or minimum descent altitude (MDA) during instrument flight rules (IFR)
operations (due to pilot error or equipment malfunction), loss of control during
short approach procedures, stall/spin incidents during engine-out maneuvers in
multi-engine aircraft, loss of control during “go around” or missed approach
procedures, and midair collisions. Approximately 34.9 acres of the Project site is
within this area, which would be comprised of the Neighborhood Park, Town
Center, and the backyards of a number of R-1 low density residential units, and up
to seven R-3 townhome units in the northwest corner of ALUP Safety Area S-1B.
Airport Safety Area S-1C is comprised of those portions of Safety Area S-1 which
are not included in Safety Areas S-1A or S-1B, but are adjacent to Runway 11-29
(within 0.5 nautical mile [nm]) frequent or low-visibility aircraft operations at less
than 500 feet above ground level. Aviation safety hazards to be considered in this
area include mechanical failures, deviation from localized runaway approach
during IFR operations (due to pilot error or equipment malfunction), stall/spin
incidents during engine-out maneuvers in multi-engine aircraft, loss of control
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during “go around” or missed approach procedures, and loss of visual references
by aircraft performing circle-to-land procedures. The outer border of Safety Area
S-1C is rectangular in shape. Approximately 7.6 acres of the Project site are in this
area. Open Space is proposed for this Safety Area.
ALUP Safety Area S-2 represents the area within the vicinity of the Project where
aircrafts operate frequently or in conditions of reduced visibility at altitudes between 501
and 1,000 feet above ground level (AGL). Aviation safety hazards identified in the ALUP
include mechanical failures, fuel exhaustion, loss of control during turns from downwind
to base legs or from base to final legs of the traffic pattern, stall/spin incidents during
engine‐out maneuvers in twin engine aircraft, and midair collisions. Because aircraft in
Safety Area S‐2 are at greater altitude and are less densely concentrated than in other
portions of the ALUPA, the overall level of aviation safety risk is considered to be lower
than that in Area S‐1 or the RPZs (ALUC 2005). Approximately 107.5 acres of the Project
site are within Safety Area S-2, which would be comprised of all but seven of the 720
residential units in the Project.
ALUP Safety Policies
The ALUC reviews proposed projects within the ALUPA to determine consistency with
the ALUP. A proposed general plan, general plan amendment, specific plan, specific plan
amendment, zoning ordinance, zoning ordinance amendment, building regulation
modification, or individual development proposal may be determined to be inconsistent
with the ALUP by the ALUC. For the proposed Project, the key issue relates to residential
densities, with the ALUP generally requiring progressively lower allowable residential
land use densities, and related reductions in future population exposed to potential hazards,
the closer a property lies to the end of a runway (refer to Table 3.8-3). Key policies used
to review a project or local action for consistency with the ALUP include:
Policy S-1: Would permit or lack sufficient provisions to prohibit structures and
other obstacles within the RPZs for any runway at the Airport, as depicted in ALUP
Figure 4.
Policy S-2: Would permit or fail to adequately prohibit any future residential or
nonresidential development or redevelopment which would create, within the site
to be developed or redeveloped, a density greater than specified in ALUP Table 7
or any mixed-use development or redevelopment which would create, within the
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site to be developed or redeveloped, densities greater than illustrated in ALUP
Table 7.
Policy S-3: Would permit or fail to adequately prohibit any future development
project which specifies, entails, or would result in a greater building coverage than
permitted by ALUP Table 7.
Policy S-4: Would permit or fail to adequately prohibit high intensity land uses or
special land use functions (impaired egress uses or unusually hazardous uses),
except that, when conditions specified by ALUP Table 7 for density adjustments
have been determined to be met by the ALUC, high intensity land and/or special
function uses may be allowed in ALUP Safety Area S-2.
Developmental Intensity
As it pertains to ALUP Policy S-4, increases in allowable residential and non-residential
densities may be allowed with inclusion of an approved Airport Compatible Open Space
Plan (ACOS), Clustered Development Zone (CDZ) and/or Detailed Area Plan, as described
below. Table 7 of the ALUP specifies permissible development intensities in the respective
safety zones under different planning conditions.
• Airport Compatible Open Space Plan
On July 21, 2004, the ALUC voted to amend the ALUP with inclusion of the City’s
ACOS. The ACOS establishes open spaces in the areas around the Airport that can
serve as reserve spaces (for aircraft emergency situations). By maintaining reserve
spaces that keep certain land adjacent to the Airport free and clear from obstruction
or from buildings and uses where people congregate, the ACOS improves airport
safety while allowing for more intense development of urban areas. The areas
identified as reserve space in the ACOS include land that is close to the Airport, in
line with the main Airport runway, or along an over-flight area where aircraft
typically operate at lower altitudes. Identification of these areas in the ACOS plan
adds Airport safety to the list of reasons why these lands should not be developed
(City of San Luis Obispo & County of San Luis Obispo 2013). The Project includes
an approximately 120 foot by 1,200 foot ACOS Reserve Area on the north side of
Buckley Road between the east Project boundary and Jesperson Road.
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• Clustered Development Zone
A CDZ may include any part or all of the area encompassed by an ACOS, and the
geographic extent of each CDZ will be determined and specified by the responsible
local agency. In order to be approved by the ALUC, an ACOS that proposes to
establish one or more CDZs must be provided for the establishment, protection, and
maintenance in perpetuity of the following percentages of each proposed CDZ as
Reserve Space:
o in ALUP Airport Safety Area S-1C ...35% of the gross area of the CDZ
o in ALUP Airport Safety Area S-2 ......25% of the gross area of the CDZ
• Detailed Area Plan
The AASP is the Detailed Area Plan. The Project’s Development Plan also qualifies
as a Detailed Area Plan. The development of a Detailed Area Plan is a process
which affords local agencies an opportunity to work with the ALUC in planning
for development that meets local needs with respect to density while, by virtue of
an increased level of specificity, protects the public against undue aviation safety
hazards.
Applicability of ALUP to Project Site
As the Project site lies within the ALUPA, the Project is subject to the ALUP’s restrictions
in building height, allowable uses, and population densities in the interest of safety and
airport hazards. The Project site is located within ALUP Safety Areas S-1B, S-1C, and S-
2 and the 55 A-weighted decibels (dBA) CNEL and 65 dB single-event noise contours.
The ALUP designates approximately 34.9 acres of the Project site in Safety Area S-1B, 7.6
acres of the site in Safety Area S-1C, and 107.5 acres of the site in Safety Area S-2 (refer
to Table 3.8-4). These regulations limit residential development on the Project site within
the 42.5 acres that are currently mapped under the ALUP as being within Safety Areas S-
1B and S-1C to a total of 9 units (0.2 units/ acre), with the remaining roughly 107.5 acres
of the site that fall within Safety Area 2 unrestricted in terms of residential densities (refer
to Tables 3.8-3 and 3.8-4).
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Table 3.8-4. Acreage of Project Site within ALUP Airport Safety Areas
ALUP: Airport Safety Areas
Project Site
Designation
(acres)
RPZ
Runway Protection Zone 0
S-1A
Areas with operations at 500 feet above ground within 250 feet of extended centerlines 0
S-1B
Maneuvering zone-glide slopes 34.9
S-1C
Within ½ nautical mile of operations at less than 500 feet above ground level 7.6
S-2
Areas where operations are between 500-1,000 feet above ground level 107.5
Source: ALUC 2005.
The ALUP 55 dB CNEL and 65 dB single-event noise contours intersect the northeastern
corner of the Project site. Both of the noise contours are wholly contained within the S-1C
Safety Area and/or are outside of the URL. As addressed in Section 3.9, Noise, the ALUP
contains advisory restrictions on land use and development related to noise levels generated
by Airport operations, including with exposures of 55 dBA CNEL.
3.8.3.4 Local
City of San Luis Obispo General Plan
In accordance with California state law, the City adopted a General Plan to guide
development within the City. The General Plan expresses the City’s development goals,
state public policy in regards to future land uses, provides the basis for local government
decision making, and informs citizens and decision-makers of policies pertaining to
development. The purpose of the General Plan is to identify the appropriate location of
land uses, as well as basic design and function of circulation, open space, and infrastructure
policies, as well as public service needs. The City’s General Plan consists of eight state-
mandated and optional elements: Land Use and Circulation Element (2014); Housing
Element (2015); Noise Element (1996); Safety Element (2014); Conservation and Open
Space Element (2006); Parks and Recreation Element (2001); and, Water and Wastewater
Element (2014). Project consistency with specific policies from the General Plan are
analyzed below in Section 3.8.4, Consistency with Plans and Policies and within specific
EIR sections.
3.8 LAND USE AND PLANNING
3.8-16 Avila Ranch Development Project
Final EIR
Land Use and Circulation Element
The LUCE was adopted on December 9, 2014 and is the land use planning document that
governs existing and future land uses and establishes goals, policies, and development
criteria for land uses and circulation in the City. The LUCE identifies the Project site as
Special Focus Area, SP-4, with the following requirements:
Policy 8.1.6 Purpose. The Project area will be developed as primarily a residential
neighborhood development with supporting neighborhood commercial, park, recreation
facilities, and open space/resource protection. Within the Project, emphasis should be on
providing a complete range of housing types and afford abilities. The specific plan for this
area should consider and address the following land use and design issues:
a) Provision of a variety of housing types and affordability levels.
b) Modification of the AASP to either exclude this area or designate it as a special
planning area within the AASP.
c) Provision of buffers along Buckley Road and along eastern edge of property from
adjacent agricultural uses.
d) Provision of open space buffers along northern and western boundaries to separate
this development from adjacent service and manufacturing uses.
e) Provision of open space buffers and protections for creek and wildlife corridor that
runs through property.
f) Safety and noise parameters described in this General Plan and the purposes of the
State Aeronautics Act; or other applicable regulations relative to the San Luis
Obispo County Regional Airport.
g) Participation in enhancement to Buckley Road and enhancement of connection of
Buckley Road to South Higuera Street.
h) Appropriate internal and external pedestrian, bicycle, and transit connections to the
City’s circulation network.
i) Implementation of the City’s Bicycle Transportation Plan including connections to
the Bob Jones Trail.
j) Water and wastewater infrastructure needs as detailed in the City’s Water and
Wastewater Master Plans. This may include funding and/or construction of a
wastewater lift station.
k) Fire protection and impacts to emergency response times.
l) Architectural design that relates to the pastoral character of the area and preserves
view of agrarian landscapes.
m) Provision of a neighborhood park.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-17
Final EIR
LUCE Chapter 7, Airport Area
Regulations in Chapter 7 of the LUCE, titled Airport Area, apply to all uses, activities, and
existing and proposed development on properties within ALUP Safety Areas S-1B, S-1C,
and S-2 designated in the ALUP. The LUCE requires that new development and land uses
within the RPZs and ALUP Safety Area S-1A shall be consistent with provisions of the
ALUP. LUCE policies relating to airport land use are listed below.
7.3. Airport Land Use Plan. Land use density and intensity shall carefully balance
noise impacts and the progression in the degree of reduced safety risk further away
from the runways, using guidance from the ALUP, State Aeronautics Act, and
California Airport Land Use Planning Handbook guidelines. The City shall use the
Airport Master Plan forecasts of aviation activity as a reasonably foreseeable
projection of ultimate aviation activity sufficient for long-term land use planning
purposes. Prospective buyers of property subject to airport influence should be so
informed.
7.4. Airport Safety Zones. Density and allowed uses within the Airport Safety
Zones shall be consistent with the ALUP unless the City overrides a determination
of inconsistency in accordance with Section 21676 and 21676.5 et. seq. of the
Public Utilities Code. If the City overrides a determination, all land uses shall be
consistent with the State Aeronautics Act and guidance provided in the California
Airport Land Use Planning Handbook guidelines, City policies, and noise standards
as substantiated by the San Luis Obispo County Airport Master Plan activity
forecasts as used for noise planning purposes.
7.5. Airport Noise Compatibility. The City shall use the aircraft noise analysis
prepared for the Airport Master Plan EIR as an accurate mapping of the long term
noise impact of the airport’s aviation activity that is tied to the ultimate facilities
development depicted in the FAA-approved Airport Layout Plan. The City shall
use the 60 dB CNEL aircraft noise contour (FAA and State aircraft noise planning
standard) as the threshold for new urban residential areas. Interiors of new
residential structures shall be constructed to meet a maximum 45 dB CNEL.
7.12. County Airport Land Use Plan. The City shall continue to work with the
ALUC to strive to achieve consistency between the ALUP and the City’s General
Plan. If consistency cannot be achieved, the City shall preserve and maintain as a
plausible alternative its constitutional land use authority to overrule the ALUC with
3.8 LAND USE AND PLANNING
3.8-18 Avila Ranch Development Project
Final EIR
regard to adopting General Plan policies that are consistent with the purposes of the
California Airport Land Use Planning Handbook, State Aeronautics Act, and State
Law. Applicable sections of the Zoning Regulations and Specific Plans shall be
amended accordingly.
7.16. Airport Overlay Zone. The City shall create an AOZ to reflect the boundaries
of the ALUP within the City limits. The purpose of the AOZs are to codify airport
compatibility criteria in areas for which the City may override the ALUP
determination to ensure compliance with the requirements of the California State
Aeronautics Act (Cal. Pub. Utilities Code, Section 21670, et. seq.), which
establishes statewide requirements for airport land use compatibility planning,
guidance from the California Airport Land Use Planning Handbook, which is
published by the California Department of Transportation Division of Aeronautics
to support and amplify the State Aeronautics Act requirements, and other related
federal and state requirements relating to airport land use compatibility planning.
Implementation of the compatibility policies was intended to be accomplished
through the Zoning Regulations.
7.17. Airport Land Use and Zoning Code. The City shall update its Zoning
Regulations to address allowable uses and development standards for areas in
which the City may override a determination of inconsistency. Zoning Regulations
shall be consistent with the requirements of the State Aeronautics Act, use guidance
from the Caltrans Airport Handbook, and comply with related state and federal
requirements relating to airport land use compatibility. These development
standards will include, but are not limited to, intensity and density limitations,
identification of prohibited uses, infill development, height limitations,
obstructions and other hazards to flight, noise insulation requirements, buyer
awareness measures, nonconforming uses, and reconstruction. The process for
airport compatibility criteria reviews by the City shall be consistent with these
development standards.
LUCE Airport Overlay Zone
Subsequent to adoption of the LUCE, in 2015, the City adopted changes to its Zoning
Regulations to implement LUCE Chapter 7, Airport Area policies; particularly GIS based
mapping and adoption of AOZs to address aviation safety areas. AOZ dimensions and
maximum allowable densities are based on the recommendations made by the ALUC
Compatibility Report. This report employed guidelines for established airport safety areas
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-19
Final EIR
set forth by the Caltrans Airport Handbook, which provides recommendations, based on
runway length, for the size and configuration of aviation safety areas. Approximately 5
acres of the Project site lies within AOZ-4, 142 acres lies within AOZ-6, and 3 acres lies
outside the AOZs entirely (see Tables 3.8-5 and 3.8-6).
Table 3.8-5. LUCE AOZ Standards
City's Airport Overlay Zones Allowable Densities
AOZ-1
Runway Protection Zone
Residential= 0
Non-Residential=0
Ag, roads, & parking may be allowable
AOZ-2
Inner Approach/Departure Zone
Residential=0
Non-Residential= 60-80 persons/acre
AOZ-3
Inner Turning Zone
Residential= Infill to average of surrounding density
Non-Residential= 100-150 persons/acre
AO-4
Outer Approach/ Departure Zone
Residential=Infill to average of surrounding density
Non-Residential=150-200 persons/acre
AOZ-5
Sideline Zone
Residential=Infill to average of surrounding
Non-Residential= 100-150 persons/acre
AOZ-6
Traffic Pattern Zone
No Limitations
Outside AOZ No Limitations
Source: ALUC 2014.
Table 3.8-6. Acreage of Project Site within LUCE-defined AOZ
City's Airport Overlay Zone Project Site Acreage Project Site Designation
AOZ-1
Runway Protection Zone 0
--
AOZ-2
Inner Approach/Departure Zone 0
--
AOZ-3
Inner Turning Zone 0
--
AO-4
Outer Approach/ Departure Zone 5
Open space, Neighborhood Park.
AOZ-5
Sideline Zone 0
--
AOZ-6
Traffic Pattern Zone
142
Low density residential, medium density
residential, medium-high density residential,
high density residential, open space, pocket
park, neighborhood park, town center.
Outside AOZ 3 Medium density residential, pocket park.
Source: (ALUC 2014).
Compatibility
Compatibility issues between City goals and policies in the General Plan and the ALUP
have persisted over the course of many years, leading to differences in priorities and
planning approaches for lands surrounding the Airport. When the City last updated its Land
Use Element in 1994, the ALUC was then preparing an update of the ALUP. When the
3.8 LAND USE AND PLANNING
3.8-20 Avila Ranch Development Project
Final EIR
City completed an update of its Safety Element in 2000, the ALUP update was still
underway, inhibiting coordination between the City and ALUC. The current ALUP update
is scheduled to be completed in 2017. As discussed in Sections 3.8.2.2 and 3.8.3 above,
differing land use priorities, staggered land use planning document update schedules, and
differences in mapping techniques and interpretation of the Caltrans Airport Handbook
have led to different conclusions and recommendations for restrictions on land use
development surrounding the Airport, including the Project site.
As discussed above, the ALUP was originally adopted in 1973 and was last updated in
2005. Analysis performed as part of the LUCE update indicated that the mapping of the
ALUP Safety Areas appears to be inaccurate and as such, that these areas may not reflect
guidance set forth in the Caltrans Airport Handbook.
The LUCE Update EIR and associated technical studies provided detailed analysis of
safety hazards and noise concerns associated with the current and future operation of the
Airport in relation to planned growth in the southern areas of the City. The Airport Land
Use Compatibility Report findings were used to inform the City of potential airport safety
hazards presented by the LUCE Update, and provided recommendations to support airport
policy amendments that would increase compatibility between the LUCE and the ALUP,
if the ALUP update also incorporated these same policies.
As discussed above, for the Project site, the LUCE, associated technical studies, and
subsequent updates to the City’s Zoning Regulations found that only the eastern five acres
of the site would fall within AOZ-4, Outer Approach/ Departure Zone, a potentially
restrictive AOZ that would effectively limit density in this five-acre area to that equivalent
to the average of surrounding uses. The majority of the Project site (142 acres) was found
to fall within AOZ-6, Traffic Pattern Zone, or lie outside of any AOZ (3 acres), with no
associated restrictions in residential density. In contrast, the ALUP identifies 57 acres in
the northern and eastern reaches of the site as falling within ALUP Safety Areas S-1B and
S-1C, which severely restrict residential densities to 0.2 units/ acre, with the remaining
roughly 93 acres of the site that fall within ALUP Safety Area S-2, which is not restricted
for residential development. This difference between City and ALUP findings is due to a
fundamental difference in policy, and, as a result, the agencies use different criteria to
determine the boundaries of the safety zones.
In its findings for approval of the LUCE and to override the ALUP, the City noted that the
ALUP is outdated and appear to contain inaccuracies. The City also noted that such
changes in information and technology necessitate periodic updates to plans such as the
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-21
Final EIR
ALUP to reflect such new information. The need for changes increase the importance of
the City working with the ALUC to ensure that the ALUP reflects the Airport Master Plan
and the physical changes to the airport runways that have been constructed in recent years
(City of San Luis Obispo 2014c).
In summary, the main issue concerning the compatibility between the LUCE and ALUP is
the inconsistency of allowable densities located within the ALUP Safety Areas and those
set forth in City AOZs. For the Project site, the City’s adopted land use designations and
AOZs do not restrict residential density over 145 acres of the Project site, while the ALUP
severely limits densities over 57 acres of the site. As noted above, the City has found that
such restrictions are not warranted given actual operations of the Airport and the ALUC
has acknowledged potential inaccuracies in mapping in the 2005 ALUP. These issues as
they apply to the Project site are discussed further under Impacts LU-1 and LU-2 in Section
3.8.5.3 below.
City of San Luis Obispo’s Right to Overrule
In a circumstance where the ALUC makes a determination of inconsistency with the ALUP
for a proposed project, the City can overrule the ALUC determination of inconsistency as
allowed under Section 21676.5 et. seq. of the Public Utilities Code. As directed by the
LUCE, should an overrule action be taken, development shall be consistent with LUCE
policies and standards that reflect direction in the State Aeronautics Act, FAA regulations
concerning obstructions and notification, and guidance provided in the Caltrans Airport
Handbook. As stated in City Resolution 10585, in December 2014, the City Council
exercised the power to overrule the ALUC determination of inconsistency of the then-
proposed LUCE land use designations for land surrounding the Airport with the ALUP,
and found that land use designations set forth under the LUCE were consistent with sound
airport planning (City of San Luis Obispo 2014c).
While the City overruled the ALUC’s determination that the 2014 LUCE Update was
inconsistent with the ALUP, the action to overrule relates specifically to the LUCE Update,
and not to Specific Plan areas designed by the LUCE only. Therefore, potential
development projects that fall under the jurisdiction of the ALUP, including allowable
development on the Project site, would still be subject to ALUP consistency review by the
ALUC and potential for any follow on review and potential action by the City.
3.8 LAND USE AND PLANNING
3.8-22 Avila Ranch Development Project
Final EIR
Conservation and Open Space Element
The City’s adopted Conservation and Open Space (COS) Element contains goals and
policies pertaining to the preservation of open space and agricultural areas, protection of
scenic corridors, and the conservation of creeks and other natural resources. For the Project
site, issues of particular concern include protection and restoration of Tank Farm Creek, as
well as preservation of agricultural resources.
Housing Element
The City’s Housing Element includes goals, strategies, policies, and detailed programs to
secure adequate and affordable housing to its citizens. It serves as a community guide and
decision-making document to meet housing needs, preserve and enhance neighborhoods,
and increase affordable housing opportunities for very-low, low, and moderate income
persons and households. The Housing Element describes the City’s demographic,
economic, and housing stock to assist in addressing projected housing needs.
Additional General Plan Elements
The proposed Project must also be consistent with the policies of several other General
Plan Elements, particularly policies associated with noise impacts addressed in the Noise
Element, site access and the adequacy of bicycle facilities addressed in the Circulation
Element, and establishment of neighborhood parks discussed in the Parks and Recreation
Element (refer to Table 3.8-7).
City of San Luis Obispo Zoning Regulations
San Luis Obispo’s Zoning Regulations define 15 zoning districts in three categories:
residential, non‐residential, and overlay. The residential zones include: low‐density
residential, medium‐density residential, medium‐high‐density residential, and high‐density
residential. The non‐residential zones include: conservation/open space, office, public
facility, neighborhood commercial, retail commercial, community commercial, Downtown
commercial, tourist commercial, service commercial, manufacturing, and business-park.
The overlay zones include: planned development, specific plan, historic, mixed‐use, and
special considerations.
Airport Area Specific Plan
The Project site is within the AASP’s 1,500-acre planning area. The AASP is a land use
program with policies, goals, guidelines, and infrastructure financing strategies for future
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-23
Final EIR
development that ensure land use compatibility within the AASP planning area. The
Project site was annexed into the City in 2008 after the adoption of the AASP in 2005, and
was designated as Business Park, which is the same designation the County applied to the
site prior to its annexation to the City. The AASP was most recently amended in 2014 to
address changes to the Chevron Tank Farm property to the northeast of the Project site. As
part of this Project, the AASP would be amended to implement the 2014 LUCE, and to
accommodate the proposed Project. The amendment would also ensure the Project’s
consistency with the AASP’s programs, policies, and guidelines. As with other specific
plans in the City, the amended AASP would provide the development regulations
equivalent to zoning. While the AASP covers an area greater in size than that of the Project,
the amendments to the AASP are intended to specifically cover the proposed Project site.
The proposed AASP amendment does not include land use changes other than those for
the Project, except to the extent that the existing AASP fee schedule will need to be
modified, and this could affect parts of the AASP outside the Project site.
City of San Luis Obispo Community Design Guidelines
The City’s Community Design Guidelines, revised in 2010, includes numerous principles
related to site planning, building design, street orientation, and creek side development.
Section 3.1, Aesthetics and Visual Resources, analyzes the proposed Project’s physical
impacts related to principles outlined in these guidelines.
3.8.4 Consistency with Plans and Policies
This section summarizes relevant adopted goals and policies, and evaluates the proposed
Project’s consistency with guidelines and requirements established therein. The following
discussion of General Plan policies and preliminary determinations regarding Project
consistency with these policies is presented for informational purposes. Section 15125(d)
of the State CEQA Guidelines requires that an EIR “shall discuss any inconsistencies
between the proposed Project and applicable general plans and regional plans.” In this case,
the adopted plans most relevant to the proposed Project include the City’s General Plan
and the ALUC’s ALUP. Table 3.8-7 discusses preliminary determination of the Project’s
consistency with applicable policies from the General Plan and standards from the ALUP.
Detailed analysis of the consistency of the Project with the ALUP is provided in Appendix
N. Where potential policy inconsistencies are identified, to the extent feasible, the EIR
identifies mitigation measures to improve Project consistency with these policies. The City
will make the final decision regarding Project consistency.
3.8 LAND USE AND PLANNING
3.8-24 Avila Ranch Development Project
Final EIR
General Plan Consistency
Table 3.8-7 summarizes the proposed Project’s consistency with policies established under
the City’s General Plan. For reference, the Applicant also prepared a separate General Plan
conformity analysis containing additional policies, located in Appendix N.
Table 3.8-7. General Plan Policy Consistency Summary
Policy/Goal Summary Consistency
Finding Discussion
Land Use Element
1.4 – Urban Edges
Character
The City shall maintain a clear
boundary between San Luis
Obispo's urban development
and surrounding open land.
Development just inside the
boundary shall provide
measures to avoid a stark-
appearing edge between
buildings in the City and
adjacent open land.
Consistent Although development of the
site would result in creation of
residential development at the
edge of the City’s urban area,
the Project would include a
300-foot wide open space
buffer, including a landscaped
berm, along Buckley Road to
soften the transition from urban
to rural area. The urban edges
for the Project are outside of
the URL and will be preserved
with conservation easements.
Along the Buckley Road
frontage, the western third of
the Project is buffered by Tank
Farm Creek. The middle third
between Tank Farm Creek and
Jesperson will be buffered by
landscaping and a terra-formed
sound wall berm and fence, and
the eastern third will have
substantial open space inside
the URL.
1.5 – Jobs/Housing
Relationship
The gap between housing
demand (due to more jobs and
college enrollment) and supply
should not increase.
Consistent The proposed Project would
create 720 residential dwelling
units and would help maintain
the current jobs/housing ratio of
1.5. Currently, the City is job
rich and lacks adequate housing
for the local labor force. The
Project would help to meet this
housing demand.
1.7.1 – Urban
Reserve
The City shall maintain an
urban reserve line containing
the area around the city where
urban development might occur
Consistent Development of all residential
and commercial units exists
within the URL as envisioned
by this policy.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-25
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
1.8.1 – Open Space
Protection
Within the City's planning area
and outside the urban reserve
line, undeveloped land should
be kept open. Prime agricultural
land, productive agricultural
land, and potentially productive
agricultural land should be
protected for farming. Scenic
lands, sensitive wildlife habitat,
and undeveloped prime
agricultural land should be
permanently protected as open
space.
Consistent
with
Mitigation
In accordance with the LUCE
EIR, the Applicant must
dedicate open space land or, in
lieu of fees for newly annexed
land at a ratio of no less than
1:1.
The Project will dedicate 15
acres of open space within in
the URL and would be required
to provide for permanent
conservation of approximately
71 acres of offsite agricultural
lands.
1.8.3 – Commercial
uses in the
Greenbelt
The City shall not allow
commercial development
within the greenbelt area unless
it is clearly incidental to and
supportive of agriculture or
other open space uses.
Consistent The Project is within the URL
and therefore supportive of
agriculture and open space use
as a greenbelt.
1.8.5 – Building
Design and Siting
All new buildings and
structures should be
subordinate to and in harmony
with the surrounding landscape.
The City should encourage
County adoption of regulations
prohibiting new structures on
ridge lines or in other visually
prominent or environmentally
sensitive locations, and
allowing transfer of
development rights from one
parcel to another in order to
facilitate this policy.
Consistent The proposed Project site
design provides setbacks for the
riparian corridors and the
Buckley frontage. Buildings do
not back on to these facilities
except where necessary for
noise mitigation requirements.
1.8.6 – Wildlife
Habitat
The City shall ensure that
continuous wildlife habitat-
including corridors free of
human disruption are
preserved, and, where
necessary, created.
Consistent
with
Mitigation
Project development would
result in elimination of portions
of the Tank Farm Creek
riparian corridor. However, the
proposed Project would include
overall restoration of Tank
Farm Creek’s riparian corridor
subject to further design review
by the City. The realignment of
Tank Farm Creek will re-
connect the wildlife corridors
from the East Fork of San Luis
Creek to the Chevron open
space. The area will be re-
vegetated where necessary to
provide added foraging habitat
3.8 LAND USE AND PLANNING
3.8-26 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
and protection. MM BIO-2a
would require creek setbacks of
at least 35 feet to protect
riparian habitat and preserve the
existing corridor. See Section
3.4, Biological Resources, and
Section 3.7, Hydrology and
Water Quality.
1.9.1 – Agricultural
Protection
The City shall support
preservation of economically
viable agricultural operations
and land within the urban
reserve and city limits. The
City should provide for the
continuation of farming through
steps such as provision of
appropriate general plan
designations and zoning.
Consistent
with
Mitigation
The City has considered the
viability of agricultural
operations on the Project site
through past planning efforts,
such as the LUCE Update and
AASP. Though the site has
historically been cultivated with
barley, wheat, safflower, and
beans, agricultural productivity
is limited by availability of
irrigation water and soil type.
By acknowledging the Project
site’s limited productivity, the
LUCE Update and AASP
designated the area for urban
development with requirements
for conservation and
replacement of prime
agricultural land. Accordingly,
the Project would result in the
conversion of 81.2 acres of
prime agricultural land to non-
agricultural use (78.2 acres
within the Project site and 3
acres within the Buckley Road
Extension site). As required
under LUCE Policy 8.6.3, the
Applicant must dedicate open
space land or, pay in lieu of
fees for acquisition of
agricultural land at a ratio of no
less than 1:1. The Project will
dedicate 10 acres of prime soils
onsite for agricultural
operations and would be
required to conserve an
additional 71 acres of farmland
for offsite agricultural
conservation. See Section 3.2,
Agricultural Resources for
additional information
regarding the viability of
agriculture onsite.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-27
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
1.9.2 – Prime
Agricultural Land
The City may allow
development on prime
agricultural land if the
development contributes to the
protection of agricultural land
in the urban reserve or
greenbelt.
Consistent
with
Mitigation
The City has considered the
protection of agricultural
resources on the Project site
through past planning efforts,
such as the LUCE Update and
AASP. Though the site has
historically been cultivated with
barley, wheat, safflower, and
beans, agricultural productivity
is limited by availability of
irrigation water and soil type.
By acknowledging the Project
site’s limited productivity, the
LUCE Update and AASP
designated the area for urban
development with requirements
for conservation and
replacement of prime
agricultural land. Accordingly,
the Project would result in the
conversion of 78.2 acres of
prime agricultural land to non-
agricultural use (78.2 acres
within the Project site and 3
acres within the Buckley Road
Extension property). As
required under LUCE Policy
8.6.3, the Applicant must
dedicate open space land or,
pay in lieu of fees for
acquisition of agricultural land
at a ratio of no less than 1:1.
The Project will dedicate 10
acres of prime soils onsite and
would be required to conserve
an additional 71 acres of
farmland for offsite agricultural
conservation. See Section 3.2,
Agricultural Resources for
additional information
regarding agricultural land
protection in the urban
reserve/greenbelt.
1.10.2 – Means of
Protection
The City shall require that open
space is to be preserved either
by dedication of permanent
easements or transfer of fee
ownership to the City, the
County, or a responsible,
Consistent The urban edges for the Project
are outside of the URL and will
be preserved with conservation
easements or restrictive
covenants, which will be held
by conservation groups.
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3.8-28 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
nonprofit conservation
organization.
1.10.3 – Public
Access
Areas preserved for open space
should include public trail
access, controlled to protect the
natural resources, to assure
reasonable security and privacy
of dwellings, and to allow
continuing agricultural
operations. Public access
through production agricultural
land will not be considered,
unless the owner agrees.
Consistent The Project’s land use plan and
circulation plan includes public
streets that side onto the Tank
Farm Creek open space, and
connect to a multi-use trail that
provides public access along
the entire reach of Tank Farm
Creek. See Policy 3.3.2.
1.10.4 – Design
Standards
The City shall require cluster
development to:
A. Be screened from public
views by land forms or
vegetation, but not at the
expense of habitat. If the
visually screened locations
contain sensitive habitats or
unique resources as defined in
the Conservation and Open
Space Element, development
should be avoided in those
areas and instead designed to
cluster in the form of
vernacular farm building
complexes, to blend into the
traditional agricultural working
landscape.
B. Be located on other than
prime agricultural/and be
situated to allow continued
agricultural use.
C. Prohibit building sites and
roads within stream corridors
and other wetlands, on ridge
lines, rock outcrops, or visually
prominent or steep hillsides, or
other sensitive habitats or
unique resources as defined in
the Conservation and Open
Space Element.
D. Preserve historic or
archaeological resources.
Consistent
with
Mitigation
The City has considered
clustered development to
conserve resources on the
Project site through past
planning efforts, such as the
LUCE Update and AASP.
Though the site has historically
been cultivated with barley,
wheat, safflower, and beans,
agricultural productivity is
limited by availability of
irrigation water and soil type.
By acknowledging the Project
site’s limited productivity, the
LUCE Update and AASP
designated the area for urban
development with requirements
for clustering development to
preserve open spaces and
agricultural resources. The
Project would result in the
conversion of 78.2 acres of
prime agricultural land to non-
agricultural use (78.2 acres
within the Project site and 3
acres within the Buckley Road
Extension property). As
required under LUCE Policy
8.6.3, the Applicant must
dedicate open space land or,
pay in lieu of fees for
acquisition of agricultural land
at a ratio of no less than 1:1.
The Project will dedicate 10
acres of prime soils onsite and
would be required to conserve
an additional 71 acres of
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-29
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
farmland for offsite agricultural
conservation. See Section 3.2,
Agricultural Resources.
Additionally, the Tank Farm
Creek riparian corridor will
contain wetland setbacks per
amended AASP Program 6.3.7
and Policy 3.3.3 (see Section
3.4, Biological Resources).
There are no known historic or
archeological resources on the
Project site (see Section 3.5,
Cultural Resources).
1.13.8 A – Open
Space
The City shall require that each
annexation help secure
permanent protection for areas
designated open space, and for
the habitat types and wildlife
corridors within the annexation
area that are identified in the
COS Element.
Consistent The Project is already located
within the City and does not
include an annexation. The
Project would include provision
of 55.3 acres of open space,
including lands along Tank
Farm Creek.
1.13.10 – Solid
Waste Capacity
The City shall require that
adequate solid waste disposal
capacity exists before granting
any discretionary land use
approval which would increase
solid waste generation.
Consistent There is adequate capacity at
the Cold Canyon Landfill to
support the Project. See Section
3.13, Utilities.
2.3.7 – Natural
Features
The City shall require
residential developments to
preserve and incorporate as
amenities natural site features,
such as land forms, views,
creeks, wetlands, wildlife
habitats, wildlife corridors, and
plants.
Consistent
with
Mitigation
Project development would
result in substantial changes to
onsite natural drainage patterns
and elimination of portions of
the Tank Farm Creek riparian
corridor. In addition, areas of
Project development would
occur within designation City
creek setbacks. However, the
proposed Project would include
overall restoration and
enhancement of Tank Farm
Creek’s riparian corridor
subject to further design review
by the City. See Section 3.4,
Biological Resources, and
Section 3.7, Hydrology and
Water Quality.
2.3.8 – Parking The City shall discourage the
development of large parking
lots and require parking lots be
screened from street views. In
Consistent The Project includes a 75-space
parking lot to accommodate
Town Center parking. Design
guidelines would ensure proper
3.8 LAND USE AND PLANNING
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Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
general, parking should not be
located between buildings and
public streets.
screening of residential parking
places (see Project Appendix
F).
2.3.11 – Residential
Project Objectives
Residential projects should
provide:
-Privacy, for occupants and
neighbors of the project.
-Pleasant views from and
toward the project.
-Security and safety.
-Noise and visual separation
from adjacent roads and
commercial uses.
-Buffers from hazardous
materials transport routes, as
recommended by the City Fire
Department.
Consistent The Project would comply with
providing Residential Project
Objectives via adherence and
implementation of policies and
design guidelines. Refer to
Section 3.1, Aesthetics and
Visual Resources, 3.9, Noise,
and 3.7, Hazards and
Hazardous Materials.
3.3.1 – New or
expanded areas of
Neighborhood
Commercial use
The City shall provide for new
or expanded areas of
neighborhood commercial uses
that:
A. Are created within, or
extended into, nonresidential
areas adjacent to residential
neighborhoods.
B. Provide uses to serve nearby
residents, not the whole City.
C. Have access from arterial
streets, and not increase traffic
on residential streets.
D. Have safe and pleasant
pedestrian access from the
surrounding service area, as
well as good internal
circulation.
E. Are designed to be
pedestrian-oriented, and
architecturally compatible with
the adjacent neighborhoods
being served.
Consistent The Project would include
15,000 sf of neighborhood
commercial in the form of a
“Town Center”. The Town
Center may serve as a place for
a convenience store,
community gathering place, a
transit hub, and a location for
occasional community events
and gatherings.
Community members would be
able to access the Town Center
via community and regional
roadways, bicycle paths,
pedestrian linkages, and transit.
6.6.1 – Creek and
Wetlands
Management
Objectives
Maintain and restore natural
conditions and habitats;
minimize flooding damage;
recognize sections of creeks
which are in largely natural
areas and manage for maximum
ecological value.
Potentially
Consistent
with
Mitigation
Project development would
result in substantial changes to
onsite natural drainage patterns
and elimination of portions of
the Tank Farm creek riparian
corridor. In addition, areas of
Project development would
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-31
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Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
occur within designated City
creek setbacks. However, the
Project would include overall
restoration and enhancement of
Tank Farm Creek’s riparian
corridor subject to further
design review by the City.
Refer to Section 3.4, Biological
Resources and Section 3.7,
Hydrology and Water Quality.
6.6.3 – Amenities
and Access
New development adjacent to
creeks must respect the natural
environment and incorporate
the natural features as project
amenities, providing doing so
does not diminish natural
values.
Consistent
with
Mitigation
Project development would
result in substantial changes to
onsite natural drainage patterns
and elimination of portions of
the Tank Farm Creek riparian
corridor. In addition, areas of
Project development would
occur within designated City
creek setbacks. However, the
proposed Project would include
overall restoration and
enhancement of Tank Farm
Creek’s riparian corridor
subject to further design review
by the City.
The proposed Project would
include a Class I
pedestrian/bicycle path along
the west bank of Tank Farm
Creek that connects to the
Town Center and other
roadway linkages.
6.7 – Creeks and
Flooding Programs
Requires drainage
improvements and other Project
enhancements to reduce
potential flooding of creek
channels.
*Maybe not applicable with
undeveloped parcel.
Consistent
with
Mitigation
The proposed Project would
include major drainage
improvements and substantial
alteration to the existing Tank
Farm Creek floodplain and
associated changes to on- and
offsite drainage patterns. Refer
to Section 3.4, Biological
Resources, and Section 3.7,
Hydrology and Water Quality.
7.3 – Airport Land
Use Plan
Land use density and intensity
shall carefully balance noise
impacts and the progression in
the degree of reduced safety
risk further away from the
runways.
Consistent Project land use and
development densities would be
consistent with the 55 dB
CNEL noise contour and City
AOZ designed to reduce safety
risks, with development located
from 3,500 feet to over 6,000
3.8 LAND USE AND PLANNING
3.8-32 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
feet from the end of the airport
runway.
7.4 – Airport
Overlay Zones
Density and allowed uses
within the ALUP Safety Areas
shall be consistent with the
ALUP unless the City overrides
a determination of
inconsistency where all land
uses are consistent with the
AOZs.
Consistent Project land use densities would
be consistent with the LUCE
policies, ALUP policies and
regulations and City AOZs, as
well
7.5 – Airport Noise
Compatibility
The City shall use the 60 dB
CNEL aircraft noise contour
(FAA and State aircraft noise
planning standard) as the
threshold for new urban
residential areas. Interiors of
new residential structures shall
be constructed to meet a
maximum 45 dB CNEL.
Consistent Project development would be
located outside of the 60 dB
noise contour and interior noise
levels would be reduced to less
than 45 dB through application
of standard California Building
Code requirements. See Section
3.9, Noise.
8.1.6 – SP-4, Avila
Ranch Specific Plan
Area
This area will be developed as
primarily a residential
neighborhood development
with supporting neighborhood
commercial, park, recreation
facilities, and open
space/resource protection.
Within the Project, emphasis
should be on providing a
complete range of housing
types and afford abilities.
Consistent The Project would consist
primarily of new residential
neighborhoods with a variety of
housing types and affordability
levels along with supporting
open space, park and
commercial areas. See Section
3.10, Population and Housing.
Conservation and Open Space Element
2.2.1 – Atmospheric
Change
City actions shall seek to
minimize undesirable climate
changes and deterioration of the
atmosphere’s protective
functions that result from the
release of carbon dioxide and
other substances.
Consistent
with
Mitigation
Development of 720 new
residential units near the
southern edge of the City would
result in substantial GHG
generation during construction
and operation. Although bicycle
and pedestrian amenities and
local-serving commercial uses
would be provided, the site’s
distance from Downtown and
lack of high frequency transit
routes would present challenges
for minimization of long-term
GHG generation. See Section
3.3, Air Quality and
Greenhouse Gas Emissions.
3.8 LAND USE AND PLANNING
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Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
2.2.4 – Promote
walking, biking, and
use of public transit
use to reduce
dependency on
motor vehicles
City actions shall seek to
reduce dependency on gasoline-
or diesel-powered motor
vehicles and to encourage
walking, biking, and public
transit use.
Consistent Although the Project would
provide bicycle and pedestrian
facilities and new development
would be located in close
proximity to commercial and
industrial employment centers
in the City’s southern reaches,
The site’s distance from
Downtown and lack of high
frequency transit routes may
present challenges for
minimization of long-term
GHG generation. However, the
Project would provide bicycle
and pedestrian facilities, as well
as transit improvements that
would promote the use of
alternative methods of
transportation, therefore
reducing future GHG
emissions. Further, new
development would be located
in close proximity to
commercial and industrial
employment centers within the
City’s southern reaches,
promoting walkability and
reducing motor vehicle use.
9.2.1 – Views to and
from public places,
including scenic
roadways
Preserve and improve views of
important scenic resources from
public places...including streets
and roads.
Consistent Project development would
substantially alter and
potentially adversely impact
views along Buckley Road.
However, inclusion of a 300-
foot wide open space buffer and
landscape berm would help
minimize visual intrusion. This
change would not be significant
and would therefore be
consistent with City policy. See
Section 3.1, Aesthetics and
Visual Resources.
9.3.6 – View
blockage along
scenic highways
Determine that view blockage
along scenic roadways is a
significant impact.
Consistent Although Buckley Road is
identified as a scenic corridor,
inclusion of a 300-foot wide
open space buffer along
Buckley Road would prevent
view blockage. See Section 3.1,
Aesthetics and Visual
Resources.
3.8 LAND USE AND PLANNING
3.8-34 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
4.3.4 – Use of
Energy Efficient,
Renewable Energy
Resources
4.3.6 – Energy
Efficiency and
Green Building in
New Development
4.6.8 – Energy
Efficient Project
Design
Promotes use of cost effective,
renewable, non-depleting
energy sources, wherever
possible, in new construction
projects; encourages energy-
efficient LEED-certified “green
buildings”; emphasize use of
solar exposure and shading.
Consistent The Project is proposed to be
compliant with the U.S. Green
Building Council’s Leadership
in Energy and Environmental
Design for Neighborhood
Development (“LEED-ND”)
“Silver” certification and San
Luis Obispo County’s Green
Build “Emerald” certification
rating.
5.5.8 – Recycling
Facilities in New
Development
Requires facilities in new
developments to accommodate
and encourage recycling.
Consistent The Project would create
additional sources for
generation of solid waste.
Project Design Guidelines
would ensure recycling
facilities are provided.
7.3.1 – Protect
Listed Species
City will comply with State and
Federal requirements for listed
species; City will protect listed
species through its actions
on…development applications.
Potentially
Consistent
with
Mitigation
The Project would potentially
impact several listed species
through habitat development
and/or habitat degradation, but
would be subject to feasible
mitigation. See Section 3.4
Biological Resources.
7.3.3 – Wildlife
Habitat and
Corridors
Continuous wildlife habitat,
including corridors free of
human disruption, shall be
preserved and where necessary,
created by interconnecting open
spaces, wildlife habitat, and
corridors.
Consistent
with
Mitigation
The Project would convert 81.2
acres of open agricultural (78.2
acres within the Project site and
3 acres within the Buckley
Road Extension property),
which currently permit
relatively free wildlife passage
to urban development.
Development of the Project
would inhibit or eliminate such
passage. While the Project
would dedicate 55.3 acres as
open space, including the Tank
Farm Creek riparian corridor,
the Tank Farm creek corridor
would be relatively narrow,
particularly through the central
reaches of the site (e.g., 125
feet wide). This corridor would
be bordered by adjacent homes
and roads, traversed by a Class
I paved bicycle path, and
crossed by two bike bridges,
with associated noise, light, and
disturbances. The relatively
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-35
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Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
narrow width of this corridor
and proximity of development
would potentially interfere with
wildlife passage and limit its
value as a wildlife corridor.
Mitigation proposed in Section
3.4, Biological Resources
would address this policy.
7.7.6 – Replace
Invasive, Non-
Native Vegetation
with Native
Vegetation
The City and private
development will protect and
enhance habitat by removing
invasive, non-native vegetation
and by replanting it with native
California plant species.
Consistent The Project would include
habitat restoration efforts that
would involve removal of non-
native species and planting of
native vegetation. See Section
3.4, Biological Resources.
7.7.7 – Preserve
Ecotones
Ensure that “ecotones,” or
natural transitions along the
edges of different habitat types,
are preserved and enhanced.
Consistent The Project site currently
supports limited ecotones as it
primarily consists of open
agricultural fields, which border
native habitats along Tank
Farm Creek. While the Project
includes general proposals for
habitat restoration along the
creek corridor, it is unclear if
these would include creation of
different habitat types to meet
the intent of this policy.
Mitigation proposed in Section
3.4, Biological Resources,
would address this policy.
7.7.8 – Protect
Wildlife Corridors
Condition development permits
in accordance with applicable
mitigation measures to ensure
that important corridors for
wildlife movement and
dispersal are protected.
Consistent While the Project would
dedicate 55.3 acres as open
space, including the Tank Farm
Creek riparian corridor, the
Tank Farm Creek corridor
would be relatively narrow,
particularly through the central
reaches of the site (e.g., 125
feet wide). This corridor would
be bordered by adjacent homes
and roads, traversed by a Class
I paved bicycle path, and
crossed by two bike bridges,
with associated noise, light, and
disturbances. The relatively
narrow width of this corridor
and proximity of development
would potentially interfere with
wildlife passage and limit its
value as a wildlife corridor.
Mitigation proposed in Section
3.8 LAND USE AND PLANNING
3.8-36 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
3.4, Biological Resources,
would address this policy.
7.7.9 – Creek
Setbacks
Maintain creek setbacks to
include appropriate separation
from the physical top of bank,
the appropriate floodway,
native riparian plants, or
wildlife habitat and space for
paths.
Consistent
with
Mitigation
Project development including
the proposed Class I bicycle
path, fill associated with
development pads, and new
roads would intrude into the
minimum required creek
setbacks with secondary
consequences for protection of
habitats, water quality, and
wildlife movement. City policy
requires a minimum setback of
20 feet from the top of bank or
from the edge of the
predominant pattern of riparian
vegetation, whichever is farther
from the creek flow line.
Mitigation proposed in Section
3.4, Biological Resources,
would address this policy.
8.2.2A – Open
Space within the
Urban Area
Identifies creek corridors as a
valuable resource for dedication
as Permanent Open Space.
Consistent The Project would dedicate
55.3 acres as open space, a
limited portion of which would
include open space along the
Tank Farm Creek riparian
corridor.
8.2.2D – Open
Space within the
Urban Area
Identifies undeveloped land not
intended for urban uses as a
valuable resource for dedication
as Permanent Open Space.
Consistent The Project would dedicate
55.3 acres as open space,
including the Tank Farm Creek
riparian corridor, and 35 acres
outside the URL as open space.
8.2.2H – Open
Space within the
Urban Area
Identifies prime agricultural
soils as a valuable resource for
dedication as Permanent Open
Space.
Potentially
Consistent
The Project would dedicate
55.3 acres as open space,
including the Tank Farm Creek
riparian corridor, and 35 acres
outside the URL as open space.
There are 14 acres of Prime
Farmland, 12 acres of which
run along the Buckley Road
frontage outside the URL. See
Section 3.2, Agricultural
Resources.
8.3.2A – Open
Space Buffers
Requires buffers between urban
development and creek
corridors.
Consistent Project development, including
the proposed Class I bicycle
path, fill associated with
building pads and new roads
would intrude into the
minimum City required creek
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-37
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
setbacks, with secondary
consequences for protection of
habitats, water quality, and
wildlife movements. Mitigation
required in Section 3.4,
Biological Resources, would
address this policy.
8.6.3 – Required
Mitigation
Farmland requires mitigation to
permanently protect an equal
area of equal quality.
Consistent In accordance with the AASP
EIR and LUCE Update EIR, the
Applicant must dedicate open
space land or in lieu of fees for
newly annexed land at a ratio
no less than 1:1. The Project
would dedicate 71 acres as
conserved agricultural lands.
See Section 3.2, Agricultural
Resources.
8.7.2 – Enhance and
Restore Open Space
Enhance and restore open space
by removing invasive, non-
native species, re-establishing
native riparian vegetation,
eliminating sources of water
pollutants, removing trash and
debris contaminants, and
securing alternative funding.
Consistent The Project would include
habitat restoration efforts that
would involve significant
removal of non-native species
and planting of native
vegetation. See Section 3.4,
Biological Resources.
10.2.2 H –
Ahwahnee Water
Principles
Encourages principles/policies
for reduced water demand,
runoff, and flooding.
Consistent While the Project would create
an additional long-term demand
on City water supplies, the
Project would include state of
the art water conservation
measures that would meet
LEED-ND Silver and San Luis
Obispo Emerald Green
standards, including use of
recycled water and onsite flood
water retention. See Section
3.13, Utilities.
Housing Element
3.2 – Goal 2:
Affordability
Requires that affordable
housing production shall be
accommodated to meet the
City’s new housing
construction objectives.
Consistent The Project would result in 720
residential units, 105 units of
which qualify as affordable.
Project-proposed housing
would accommodate residents
that live and work in the City as
well as residents of very low-
income levels.
3.2 – Goal 4: Mixed
Income Housing
Preserve and accommodate
existing and new mixed-income
Consistent The Project would result in 720
residential units, 105 units of
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Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
neighborhoods and seek to
prevent neighborhoods or
housing types that are
segregated by economic status.
which qualify as affordable.
Project-proposed housing
would accommodate residents
that live and work in the City as
well as residents of very low-
income levels.
3.2 – Goal 6:
Housing Production
Outlines strategies for the City
to plan for new housing to meet
a full range of community
housing needs.
Consistent The Project would result in 720
residential units, 105 units of
which qualify as affordable.
Project proposed housing
would accommodate residents
that live and work in the City as
well as residents of very-low
income levels.
3.2 – Goal 10: Local
Preference
Maximize affordable housing
opportunities for those who
work in the City of San Luis
Obispo.
Consistent The Project would result in 720
residential units, 105 units of
which qualify as affordable.
Project-proposed housing
would accommodate residents
that live and work in the City.
3.2 – Goal 11:
Suitability
Develop and retain housing on
sites that are suitable for that
purpose.
Consistent The Project site is considered a
Special Plan Area established in
the LUCE to accommodate new
housing.
Noise Element
1.4 – New
Transportation
Noise Sources
Noise created by new
transportation noise sources
shall be mitigated to not exceed
City-specified indoor and
outdoor maximum noise
exposure levels.
Consistent The Project would not increase
transportation noise beyond
acceptable levels. See Section
3.9, Noise.
1.3 – New
Development
Design and
Transportation
Noise Sources
New noise-sensitive
development shall be located
and designed to meet the
maximum outdoor and indoor
noise exposure to city specified
levels.
Consistent Project exterior and interior
noise levels would remain
acceptable. See Section 3.9,
Noise.
1.10 – Existing and
Cumulative Impacts
The City shall consider
mitigation where existing or
cumulative increases in noise
levels significantly impact
noise-sensitive land uses,
including rerouting traffic,
noise barriers, reducing traffic
speed, retrofitting buildings,
and exaction of fees.
Consistent While the Project would
contribute to short-term
construction noise impacts and
long-term operational noise
impacts, the Project would not
significantly contribute to
existing and cumulative noise
impacts. See Section 3.9, Noise.
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Avila Ranch Development Project 3.8-39
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Table 3.8-7. General Plan Policy Consistency Summary (Continued)
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Finding Discussion
Safety Element
2.1 – Flood Hazard
Avoidance and
Reduction
C. No new building or fill
should encroach beyond, or
extend over, the top-of-bank of
any creek.
E. Within new development
areas, such as the potential
expansion areas shown in
Figure 2 of the Land Use
Element, substantial
displacement of flood waters
should be avoided by:
1. Keeping a substantial amount
of flood-prone land in the
vicinity as open space;
2. Enlarging man-made
bottlenecks, such as culverts,
which contribute to flood
waters backing up from them;
3. Accommodating in such
places uses which have
relatively low ratios of building
coverage to site area, for which
shallow flooding of parking and
landscape areas would cause
minimum damage.
4. Requiring new buildings to
be constructed above the 100-
year flood level.
F. Creek alterations shall be
considered only if there is no
practical alternative, consistent
with the Conservation and
Open Space Element.
G. Development close to creeks
shall be designed to avoid
damage due to future creek
bank erosion. Property owners
shall be responsible for
protecting their developments
from damage caused by future
bank loss due to flood flows.
Consistent
with
Mitigation
The proposed Project would
include substantial alteration to
the existing Tank Farm Creek
floodplain and associated
changes to on- and offsite
drainage patterns. Refer to
Section 3.4, Biological
Resources, and Section 3.7,
Hydrology and Water Quality.
3.0 – Adequate Fire
Service
Development shall be approved
only when adequate fire
suppression services and
facilities are available or will be
made available concurrent with
development, considering the
Consistent The Project site is marginally
outside the acceptable 4-minute
response time for fire protection
services. However, installation
of the Project’s proposed
Interim Fire Station would
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Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
setting, type, intensity, and
form of the proposed
development.
provide coverage to the Project
site, until the City’s fifth fire
station is constructed and
operational, ensuring that the
Project is consistent with City
policy for adequate fire service.
See Section 3.11, Public
Services.
5.2 – Minimizing
Hazardous Materials
People’s exposure to hazardous
substances should be
minimized.
Consistent
with
Mitigation
The Project would implement
standard good housekeeping
measures, best management
practices (BMPs), site
maintenance, and security
precautions, as well as
compliance with standards and
regulations. See Section 3.6,
Hazards and Hazardous
Materials.
7.0 – Policy S:
Airport Land Use
Plan
Development should be
permitted only if it is consistent
with the San Luis Obispo
County Airport ALUP.
Potentially
Consistent
The Project is in conformance
with the ALUP, Handbook,
AOZ standards, and LUCE
airport safety policies, and
further evaluated below in
Impacts LU 1 and LU 2.
9.3 A – Response
Performance
Standards
The City will evaluate fire-flow
capacities and identify
deficiencies through testing and
modeling of the water system.
For identified deficiencies, the
Utilities Department will
propose remedies to meet
recommended service levels
based on Insurance Service
Organization ratings and other
objective criteria.
Consistent The Project will provide
adequate water flow per
adopted City standards. See
Section 3.13, Utilities, and
Impact LU-3 below.
Water and Wastewater Management Element (WWME)
2.1.7 – Annexation
Criteria
Allows annexation of areas
outside City limits if they are
infill areas with access to
existing City wastewater
service.
Consistent The Project would be located
within City limits and the
City’s URL with access to
existing City services.
Wastewater disposal is
evaluated in Section 3.13,
Utilities.
B 2.2.2 – Service
Capacity
The City's wastewater
collection system and Water
Reclamation Facility shall
support population and related
Potentially
Consistent
There is adequate capacity at
the City’s Water Resource
Recovery Facility (WRRF) to
accommodate dry-weather
wastewater flows generated by
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-41
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
service demands consistent
with the General Plan.
the Project; however, under
wet-weather conditions, peak
wastewater flows may exceed
the WRRF capacity. See
Section 3.13, Utilities, and
Impact LU-3 below.
B 2.2.3 –
Wastewater Service
for New
Development
New development will only be
permitted if adequate capacity
is available within the
wastewater collection system
and/or Water Reclamation
Facility.
Potentially
Consistent
There is adequate capacity at
the City’s WRRF to
accommodate dry-weather
wastewater flows generated by
the Project; however, under
wet-weather conditions, peak
wastewater flows may exceed
the WRRF capacity. See
Section 3.13, Utilities, and
Impact LU-3 below.
Circulation Element
3.1.7 – Transit
Service Access
New development should be
designed to facilitate access to
transit service.
Potentially
Consistent
The Project would include
installation of bus stops and
facilitation of the extension of
bus service the Project site.
However, the site is outside of
areas that receive high
frequency transit service. Issue
evaluated in Section 3.12,
Transportation and Traffic.
4.1.4 – New
Development
The City shall require that new
development provide bikeways,
secure bicycle storage, parking
facilities and showers
consistent with City plans and
development standards. When
evaluating transportation
impacts, the City shall use a
Multimodal Level of Service
analysis.
Potentially
Inconsistent
Consistent
with
Mitigation
The Project would provide
dedicated bikeways and would
be required to provide bicycle
parking per City of San Luis
Obispo Municipal Code Section
17.16.060, which mandates that
bicycle parking be equal to 15
percent of vehicle parking
provided. However, an
important gap in the planed
regional Class II bicycle lane
along west bound Buckley
Road could cause impacts to
cyclists and inconsistencies
with the BTP. See Section 3.12,
Transportation and Traffic.
5.1.2 – Sidewalks
and Paths
The City should complete a
continuous pedestrian network
connecting residential areas
with major activity centers as
well as trails leading into City
and County open spaces.
Consistent
with
Mitigation
The Project would include fully
developed pedestrian facilities
within the Project site;
however, access to the
shopping center to the north
would be along roadways that
may not be fully developed
3.8 LAND USE AND PLANNING
3.8-42 Avila Ranch Development Project
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
with pedestrian amenities. This
issue would be addressed with
required mitigation. See Section
3.12, Transportation and
Traffic.
5.1.4 – Pedestrian
Access
New or renovated commercial
and government public
buildings shall provide
convenient pedestrian access
from nearby sidewalks and
pedestrian paths, separate from
driveways and vehicle
entrances.
Consistent Sidewalks and pedestrian
pathways separate from
driveways and/or vehicle
entrances are provided to the
proposed Town Center. See
Section 3.12, Transportation
and Traffic.
15.1.2 –
Development along
Scenic Routes
The City will preserve and
improve views of important
scenic resources from streets
and roads. Development along
scenic roadways should not
block views or detract from the
quality of views.
Consistent While the Project would change
visual character of the area, the
Project would preserve
important views through
inclusion of a 300-foot setback
for new development from
Buckley Road. See Section 3.1,
Aesthetics and Visual
Resources.
Parks and Recreation Element
3.13.1 – Parks
System
The City shall develop and
maintain a park system at a rate
of 10 acres of parkland per
1,000 residents. Five acres shall
be dedicated as a neighborhood
park. The remaining five acres
required under the 10 acres per
1,000 residents in the
residential annexation policy
may be located anywhere
within the City’s park system as
deemed appropriate.
Consistent A 9.80-acre neighborhood park
would be located to the east of
the Town Center, and within
0.5 mile from most proposed
residential neighborhoods.
Additionally, seven mini-parks
and one pocket park would be
created on irregular-shaped
tracts of land near residential
areas to serve the local
population. These parks would
serve residential areas farther
from the neighborhood park.
Community gardens would be
located on 1.30 acres of the
planned open space east of the
neighborhood park.
3.15 –
Neighborhood Parks
- San Luis Obispo residents
shall have access to a
neighborhood park within 0.5
to 1.0 mile walking distance of
their residence.
-All residential annexation
areas shall provide developed
neighborhood parks at the rate
Consistent A 9.80-acre neighborhood park
would be located to the east of
the Town Center, and within
0.5 mile from most proposed
residential neighborhoods.
Additionally, seven mini-parks
and one pocket park would be
created on irregular-shaped
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-43
Final EIR
Table 3.8-7. General Plan Policy Consistency Summary (Continued)
Policy/Goal Summary Consistency
Finding Discussion
of five acres per 1,000
residents.
-In neighborhoods where
existing parks do not
adequately serve residents,
mini-parks may be considered.
tracks of land near residential
areas to serve the local
population. These parks would
serve residential areas farther
from the neighborhood park.
Community gardens would be
located on 1.30 acres of the
planned open space east of the
neighborhood park.
Sources: City of San Luis Obispo 1996, 2006, 2014b, 2015.
ALUP Consistency
Table 3.8-8 summarizes Project consistency with the ALUP. ALUP consistency is also
further discussed in Impact LU-2.
Table 3.8-8. ALUP Consistency Summary
Project Component Consistency Finding Discussion
55 dB CNEL Aviation Noise Contour
Open Space Consistent Dedicated open space area is an acceptable use under the
ALUP 55 dB CNEL Aviation Noise Contour. Issue
evaluated in Section 3.9, Noise. Proposed uses in the 55
dB CNEL contour are open space, agriculture and
community gardens.
Safety Area S-1B
Neighborhood Park Consistent Park space is an acceptable land use under ALUP Safety
Area S-1B.
Residential Consistent Up to seven residential units are permitted in the 35-acre
S-1B area. These will be clustered in the northwest
portion of the zone. This is consistent.
Town Center Consistent Retail and commercial uses are allowed under ALUP
Safety Area S-1B.
Open Space Consistent Dedicated open space area and agricultural operations
are acceptable land uses under ALUP Safety Area S-1B.
Safety Area S-1C
Open Space Consistent Dedicated open space area is an acceptable land use
under ALUP Safety Area S-1C.
Safety Area S-2
Residential Uses Consistent There are 713 residential units proposed within this
Safety Area; however, there are no density restrictions
within Safety Area S-2. See Impact LU-2 for further
discussion.
Park and Open Space Consistent Dedicated open space area is an acceptable land use
under ALUP Safety Area S-2.
3.8 LAND USE AND PLANNING
3.8-44 Avila Ranch Development Project
Final EIR
AASP Consistency
Table 3.8-9 summarizes Project consistency with the AASP. AASP consistency is also
further discussed in Impact LU-2.
Table 3.8-9. AASP Consistency Summary
Policy/Goal Consistency
Finding Discussion
Policy 3.2.1 Riparian Vegetation.
Establish healthy, continuous riparian
vegetation along (1) East Branch of San Luis
Obispo Creek from Broad Street to Santa Fe
Road, (2) Acacia Creek from the northern
planning area boundary to the confluence with
East Branch of San Luis Obispo Creek, (3)
Orcutt Creek from the planning area northern
boundary to its confluence with Acacia Creek,
and (4) Tank Farm Creek from the planning
area’s northern boundary to its southern
boundary.
Potentially
Consistent
A continuous riparian corridor would be
established under the Project from the
northeastern boundary to the southwestern
corner, establishing a consistent riparian
zone. However, the proposed limited
setbacks of development from the riparian
corridor would be inconstant with City
policy. Increased setbacks and development
reconfiguration would ensure consistency. .
Policy 3.2.4 Wetlands and Buffer Areas.
Designate for open space use wetlands and
their associated buffer areas.
Consistent The Project includes open space buffers
between wetland areas and proposed
development areas, primarily on either side
of Tank Farm Creek and in the southeast
region of the Project site. However, Project
development would also result in the
permanent loss of habitats within the Project
site including protected wetlands and riparian
areas associated with Tank Farm Creek.
These impacts would be mitigated by MM
AG-1a, MM HYD-4a, MM HYD-4b, MM
BIO-1a, MM BIO-1b, MM BIO-2a through -
2j, and MM BIO-6 implementing a
Biological Mitigation Plan, Best
Management Practices, and Environmental
Monitor to oversee, replace, restore, create,
and protect, among other actions, existing
and future wetlands associated with the
Project site and maintain high-quality
wildlife habitat. Coordination with the
Regional Water Quality Control Board
(RWQCB), City Fire Department (SLOFD),
and CDFW is included.
Policy 3.2.5 Restoring Marginal or
Degraded Wetlands.
When reviewing plans to restore marginal or
degraded wetlands, require (1) techniques for
isolation, stabilizing, or removing petroleum
contamination of soil and groundwater that
minimize disturbance of existing wetland and
other surface resource values, (2)
configuration of the ground surface to retain
Consistent Please refer to Policy 3.2.4 discussion above.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-45
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
wetland characteristics, (3) removal of
invasive, non-native plants, (4) introduction
of native plants, (5) methods approved by
the RWQCB, and the SLOFD and (6) will
not create a significant attraction for large
birds in consideration of airport safety.
Policy 3.2.6 Expansion of Wetlands.
Where suitable buffers can be provided,
expand wetlands into areas within the
wetlands complex that are conducive to
wetlands, but that do not initially meet the
definition of wetlands. However, any
expansion or changes to wetlands must take
into account the potential increase in airport
safety hazards as a result of bird strikes.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 3.2.8 Professional Direction of
Wetland Work.
Assure that all wetlands restoration,
enhancement, and creation will be under the
direction of qualified professionals. Seek
the cooperation of trustee agencies, such as
the California Department of Fish and
Wildlife (CDFW), and obtain any necessary
approvals from these agencies.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 3.2.9 Design of Detention Areas.
Design onsite drainage detention areas
within the Airport Area to support wetlands
characteristics, so they will be visually
attractive elements of the landscape and
components in a system of wildlife habitat,
in addition to flood control facilities.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 3.2.10: Recreational Use of
Wetlands Complex.
Recreational use of the wetlands complex
and buffer areas should be limited to non-
intrusive observation and study. The type
and extent of public access should be
restricted in order to maintain high-quality
wildlife habitat.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 3.2.11 Impacts from Run-Off.
Minimize the water-quality impacts
associated with run-off from rooftops and
paved areas, due to contaminants,
temperature changes, velocity changes, and
sediment by providing dispersed surface
drainage across areas with suitable soil and
vegetation whenever feasible, instead of
Consistent Please refer to Policy 3.2.4 discussion
above.
3.8 LAND USE AND PLANNING
3.8-46 Avila Ranch Development Project
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
piped or other concentrated drainage from
roofs and paved areas directly to creeks.
Policy 3.2.15 Continuous Open Space
Corridors.
Provide continuous open space corridors
linking open space resources within the
Airport Area to resources outside of the
Airport Area.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 3.2.16 Continuous Wetlands.
Development in the Airport Area should not
isolate or further fragment wetlands,
uplands or their associated habitat areas.
Partially
Consistent
with
Mitigation
Wetland and open space areas are
primarily retained along Tank Farm Creek
and created in the northeastern and
southern regions of the Project site.
Wetlands may be affected by the proposed
Jespersen Road extension resulting in
fragmentation of the existing wetland. MM
BIO-2B, Biological Mitigation Plan,
would mitigate the Congdon Tarplant and
impacts to isolated wetlands by requiring a
Bio Mitigation Plan which requires habitat
replacement. Impacts and proposed
mitigation measures for wetlands are
detailed further in Section 3.4, Biological
Resources.
Policy 3.2.18 Mitigate Loss of Ag and
Open Space Land.
To mitigate the loss of agricultural and open
land in the Airport Area, development shall
help protect agricultural and open space
lands to the south and east by securing
protected areas at least equal to the area of
new development, where on-site protection
is not available.
Partially
Consistent
with
Mitigation
The Project would result in the conversion
of 71 acres of prime farmland and is
therefore subject to mitigation under
Policy 1.9.2. Proposed mitigation measure
MM AG-1 would satisfy the criteria of
Policy 1.9.2, therefore making the Project
consistent with this policy after mitigation.
However, implementation of MM AG-1
would not fully mitigate such impacts
since the lost agricultural land could not be
replaced or recreated. Further discussion of
these impacts and their determination can
be found under the discussion of Impact
AG-1 in Section 3.2, Agricultural
Resources.
Policy 3.2.20 Acquire Land South of
Airport.
Utilize locally-generated acquisition
funding, as well as outside grant support, to
acquire fee or easement interest in lands
south of the airport in the following order of
priority:
Buckley Road Area. Agricultural lands on
either side of Buckley Road between
Vachell Lane and Broad Street should
receive the highest priority in conservation
Partially
Consistent
Please refer to Policy 3.2.18 discussion
above. Acquisition of agricultural lands
south of the airport would be permitted
under proposed mitigation.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-47
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
funding. There is ongoing, incremental
conversion of lands from agriculture to
other uses, as well as ongoing small-scale
subdivision of rural properties. There are
relatively few large properties in this area.
Easements to secure development rights
and maintain scenic character would be
the primary focus of this effort, and
easement acquisition is the preferred
strategy.
Other Lands. Areas such as the ranches and
woodland areas south of the Airport may
also be targeted for fee or easement
acquisition; however, these areas are not
considered as vulnerable to land use
changes as the aforementioned areas.
Program 3.3.7. Creek Restoration
Standards.
The City will work with CDFW and
responsible federal agencies to establish
standards for grading, stabilization, and
revegetation of all creek channels in the
Airport Area. The standards will cover plant
species, planting densities, and long-term
maintenance requirements and
responsibilities.
Consistent Please refer to Policy 3.2.4 discussion
above.
Goal 4.1.9 Airport Operations.
Airport Area land uses and development,
including Airport Compatible Open Space
(ACOS), should be compatible with the
long-term operation of the airport, and
enhancing the viability of the airport as a
regional transportation facility.
Consistent Due to the location and density allotments
designed by the Project, implementation of
the Project would be consistent with
airport standards for established airport
safety areas and noise buffers. Impacts to
safety, noise, and hazards are further
discussed within Sections 3.6, Hazards
and Hazardous Materials, 3.9, Noise, 3.12,
Transportation and Traffic.
Policy 4.3.3 Airport Land Use Plan
Consistency.
Airport Area development must be
consistent with the standards and
requirements of the ALUP and/or Public
Utilities Code Sections 21670-21679.5.
Consistent The Project would be consistent with all
ALUP noise contour and safety area
policies, as detailed above in Table 3.8-8.
Program 6.3.G Development Review
Requirements.
In order to mitigate air, noise and traffic
impacts associated with development of the
AASP, ensure private development
participation in the implementation of the
plan by requiring the construction of on-
street bicycle lanes as part of development
Consistent The Project includes on-street bicycle
lanes, off-street paths, bus stops,
intersections, and other street and transit
facility improvements throughout the
Project site consistent with City standards
and standards within the AASP. Specific
impacts to air, noise, and traffic are further
discussed in Sections 3.3, Air Quality and
3.8 LAND USE AND PLANNING
3.8-48 Avila Ranch Development Project
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
street frontage improvements, and require
development to dedicate and construct off-
street paths where their alignments are
within private property. Require
development adjacent to bus stops to
construct turnouts and bus stops (including
shelters) conforming to the bus stop
standards in SLO Transit’s Short Range
Transit Plan. Project may be required to
construct intersection and other street
improvements in proportion to their
development size and location.
Greenhouse Gas Emissions, 3.9, Noise,
and 3.12, Transportation and Traffic.
Program 6.3.I Class I and Class II Bicycle
Lanes.
Class I bicycle paths and Class II bicycle
lanes shall be constructed, signed and
marked to meet or exceed the minimum
standards established by the Caltrans
Highway Design Manual and the City of
San Luis Obispo design standards. Class I
paths should be a minimum of 12 feet in
width with 2-foot shoulders, except in
hillside areas where grading would cause
visual impacts or along creeks where space
is limited. Class II bicycle lanes shall be
designed in accordance with the City
Bicycle Plan and should be 6 to 7 feet in
width.
Consistent The Project includes Class I and II bicycle
facilities that meet the design standards
within the Caltrans Highway Design
Manual as well as City standards. Further,
with implementation of MM TRANS-11,
the Project would be consistent with the
City’s Bicycle Transportation Plan (BTP).
See Section 3.12, Transportation and
Traffic.
Program 6.3.L Transit Facility
Requirements.
As part of the development review process,
the City will require new development to
provide for transit facilities along or
adjacent to the project frontage.
Consistent Please refer to Program 6.3.G discussion
above.
Goal 6.4.3.
Improve Buckley Road to arterial standards
while maintaining a street character
consistent with the area’s rural setting.
Consistent Please refer to Program 6.3.G discussion
above.
Standard 6.4.3.1.
Buckley Road shall be extended as a two-
lane rural arterial from its currently western
terminus at Vachell Lane to South Higuera
Street. Timing of extension will be based on
achieving traffic volumes and conditions
that justify the improvements or when the
intervening properties between Vachell
Lane and South Higuera Street are
redeveloped. Setbacks shall be provided on
both sides of the road to allow for
Consistent The Project includes extending Buckley
Road from the intersection with Vachell
Lane west to South Higuera Street, per
Standard 6.4.3.1 recommendations. Traffic
volume and use impacts of this extension
are detailed in Section 3.12,
Transportation and Traffic.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-49
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
expansion to a four-lane roadway if future
traffic volumes and conditions justify
additional lanes.
Standard 6.4.3.2.
Buckley Road shall be design to minimize
impact to adjacent creeks and open space
where possible. Setbacks shall be provided
on both sides of the road to allow for
expansion to a four-lane roadway if future
traffic volumes and conditions justify
additional lanes.
Consistent Setbacks from Tank Farm Creek and
preserved wetland areas are included in the
Project. Additionally, traffic volume and
circulation impacts of the extension are
detailed in Section 3.12, Transportation
and Traffic.
Standard 6.4.3.3.
On the north side of Buckley Road in
undeveloped areas, outside of the 20-foot
graded shoulder, there shall be a 12-foot
wide multi-use path.
Consistent The Project includes a multi-use path on
the north side of Buckley Road in
undeveloped areas.
Standard 6.4.4.1.
Commercial and industrial collectors
without center turn lanes shall have a
minimum of two 13-foot travel lanes and
two 6-foot bicycle lanes. Each side of the
road will have 7-foot tree-lined parkways
between the curb and a 5-foot wide
sidewalk unless an alternative cross section
is approved by the Director of Public
Works.
Consistent The Project would include parkway, curb,
tree, and sidewalk minimums and
adherence to standards as approved by the
City Department of Public Works.
Policy 7.1.1. Encourage BMPs.
The City will encourage Best Management
Practices for drainage when reviewing all
development proposals. The use of bio-
swales for conveying storm water on-site
through open channels is particularly
encouraged for their efficacy and natural,
aesthetic quality.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 7.1.2. Creek Corridor
Enhancement.
As part of the development review process
for sites that are crossed by one or more
creek corridors, the City will require creek
corridor enhancement consisting of:
• Removal of non-native vegetation.
• Removal of obstructions that impede
storm flows and that are detrimental to
aquatic species.
• Establish additional riparian
vegetation.
Consistent Please refer to Policy 3.2.4 discussion
above.
3.8 LAND USE AND PLANNING
3.8-50 Avila Ranch Development Project
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
Policy 7.1.3. Offsite Improvements
Permissible.
When detention requirements cannot be
fully met onsite, offsite improvements of
creek corridors is permissible, consistent
with the requirements of the City’s
Waterways Management Plan and Drainage
Design Manual.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 7.1.4. Porous Paving Encouraged.
The use of porous paving to facilitate
rainwater percolation is encouraged. As a
condition of project approval, the City will
require parking lots and paved outdoor
storage areas, where practical, to use one or
more of the following measures to reduce
surface water runoff and aid in groundwater
recharge: porous paving; ample landscaped
areas that receive surface drainage and that
are maintained to facilitate percolation;
drainage detention basins with soils that
facilitate percolation.
Consistent The Project would result in adverse
impacts to water quality due to polluted
runoff during construction activities,
however implementation of MM BIO-2a
and MM HYD-2a through -2c would limit
these impacts. Further discussion is
contained in Impact HYD-2 of Section 3.7,
Hydrology and Water Quality.
Policy 7.1.5. Onsite Detention Basins and
Creek Corridors.
Detention basins will be owned by the
subdivider, a property owners’ association,
or a major nonresidential parcel owner, and
will be maintained by an owners’
association or a special district. Ownership
and maintenance of minor waterways will
be the same, with a City easement for open
space and, where trails occur, public access.
Consistent Please refer to Policy 3.2.4 discussion
above.
Policy 7.9.1: Adequate Fire Suppression
Services and Facilities.
The City shall provide adequate fire
suppression services and facilities to the
Airport Area, consistent with the Safety
Element of the General Plan, by completing
area transportation improvements, co-
locating City fire services with existing
CALFIRE facilities located on Broad Street,
and/or establishing a permanent facility
within the Airport Area.
Consistent An Interim Fire Station would be
implemented by the Project at the
intersection of Earthwood Lane and
Venture Drive within the Airport Area
during Phase 3, and would be subject to
the City’s approval and consistent with the
General Plan’s Safety Element and San
Luis Obispo Fire Department Master Plan
(2016). This fire station would remain
operational until establishment of the
City’s fifth fire station to serve the
southern region of the City. Additional
discussion of this item is contained within
Section 3.11, Public Services.
Policy 7.9.3 Interim Safety Improvements.
Until a permanent facility is developed that
enables the City to achieve its response
travel time objectives, new development in
Consistent Please refer to Policy 7.9.1 discussion
above.
3.8 LAND USE AND PLANNING
Avila Ranch Development Project 3.8-51
Final EIR
Table 3.8-9. AASP Consistency Summary (Continued)
Policy/Goal Consistency
Finding Discussion
the Airport Area may be required to finance
other improvements that will contribute to
alleviating current deficiencies, as identified
in the San Luis Obispo Fire Department
Master Plan (2009). This policy will be
implemented on a case by case basis
through conditions of approval when project
specific fire and life safety impacts are
identified. The Avila Ranch Project may
provide an interim fire and/or emergency
response substation at the intersection of
Earthwood Lane and Venture Drive. Such
facilities shall be to the satisfaction of the
City Fire Chief.
3.8.5 Environmental Impact Analysis
3.8.5.1 Thresholds of Significance
With respect to land use, Appendix G of the CEQA Guidelines states that a project would
have a significant impact on the environment if it would:
a) 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;
b) Physically divide an established community; or,
c) Conflict with any applicable habitat community plan or natural community
conservation plan.
3.8.5.2 Impact Assessment Methodology
Information for this analysis was provided by the City of San Luis Obispo General Plan
LUCE and Safety Element, AASP, ALUP, and Project site information on file with the
City. The Airport Land Use Compatibility Report, prepared by Johnson Aviation in 2014,
was consulted for information regarding compatibility with the Airport. Additionally,
information for this section was gathered from recent EIRs, such as the LUCE Update EIR
and Chevron Tank Farm Remediation and Development Project EIR prepared for the
adjacent property.
With regards to threshold ‘a’, the proposed Project’s potential consistency with relevant
General Plan policies and programs is evaluated in Section 3.8.4, Consistency with Plans
3.8 LAND USE AND PLANNING
3.8-52 Avila Ranch Development Project
Final EIR
and Policies. Associated land use impact analysis is also provided in Impacts LU-1 and
LU-2, as well as within individual resource sections of this EIR. Only those elements of
the Project that have the potential to conflict with a stated goal, policy, or program are
highlighted in this section.
As it pertains to threshold ‘b’ within the thresholds of significance, the Project would not
physically divide an established community, based on the lack of residential land uses
within the Project site as the site is bordered by existing agricultural and industrial land.
Similarly as it pertains to threshold ‘c’, the Project would not conflict with a habitat
community plan or natural community plan as none apply to the Project site or immediate
vicinity.
The land use consistency analysis considers whether the Project would be consistent with
regional and local plans, policies, and regulations applicable to the Project. In accordance
with CEQA and the purpose of this EIR, this discussion primarily focuses on those goals
and policies that relate to avoiding or mitigating environmental impacts, and an assessment
of whether any inconsistency with these standards creates a significant physical impact on
the environment. CEQA Guidelines Section 15125(d) requires that an EIR discuss
inconsistencies with applicable plans that the decision-makers should address. By law, the
project should be consistent with every policy and objective in a planning document.
However, a project is considered consistent with the provisions of the identified regional
and local plans if it is compatible with and will further the objectives and policies of the
plans.
3.8.5.3 Project Impacts and Mitigation Measures
This section discusses the land use impacts associated with the construction and operation of
the Project. Land use impacts associated with the Project are summarized in Table 3.8-10.
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Table 3.8-10. Summary of Project Impacts
Land Use Impacts Mitigation Measures Residual Significance
LU-1. Project development would include residential
uses located within the LUCE-defined Airport
Overlay Zones (AOZs) that would be consistent with
AOZ density and use restrictions and that would not
interfere with airport operations or create safety
impacts under recognized state and federal guidance
for airport operations and safety.
None required Less than Significant
LU-2. The proposed Project would include
development within ALUP Safety Areas S-1B, S-1C,
and S-2; however, the Project would be potentially
consistent with the ALUP.
None required Less than Significant
LU-3. The proposed Project would be potentially
inconsistent with several adopted City policies in the
General Plan designed to protect biological resources
and agricultural resources and ensure provision of
adequate utilities and public services.
MM AG-1
MM BIO-2a – j
MM PS-2
MM TRANS-2a – f
MM TRANS-4
MM TRANS-11
MM TRANS-12
Significant and
Unavoidable but
Mitigable
Impact LU-1 Project residential uses proposed within the LUCE-defined Airport
Overlay Zones (AOZs) would be consistent with AOZ density and use
restrictions and would not interfere with airport operations or create
safety impacts under recognized state and federal guidance for airport
operations and safety (Less than Significant).
Project development would result in construction of 720 new units with an associated
increase of 1,649 new residents and a small commercial Town Center with employees and
patrons in the vicinity of the approaches to Runway 7-25, crosswind departures from
Runway 11-29, departures from Runway 7-25, and within LUCE AOZs.
The Project site is located in LUCE AOZ-4 and -6. Approximately five acres of the 150-
acre Project site (3.4 percent) are located in AOZ 4, 142 acres (94.6 percent) are located in
the AOZ-6, and three acres (2 percent) are located outside the AOZs altogether. Only AOZ-
4 (Outer Approach/ Departure Zone) provides for restrictions on residential density. The
portion of the Project site within AOZ-4 would be maintained as open space and no
residential units or Neighborhood Commercial space would be located within AOZ-4. All
residential units would be located in AOZ-6 or outside the AOZs, both of which have no
limitations on development intensity for either residential or non-residential uses (Table
3.8-11).
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Table 3.8-11. Residential Units Proposed within AOZs
City's Airport Overlay
Zone in Project Site Allowable Densities
Project Site
Designation
(acres)
Proposed
Residential
Units in
Zone
AOZ-4
Outer Approach/
Departure Zone
Residential = Infill to average of surrounding
density
Non-Residential = 150-200 persons/acre 5 0
AOZ-6 Traffic Pattern
Zone
No Limitations
142 712
Outside AOZ No Limitations 3 8
Source: ALUC 2014.
AOZ-4: No residential units are proposed in AOZ-4. Although no units are
proposed within this AOZ, it is permissible for residential units to infill to average
surrounding density. This is consistent with the allowable residential density of
AOZ-4 within the Project site.
AOZ-6: A total of 712 residential units and the Town Center are proposed in AOZ-
6. This is allowable in AOZ-6, which has an unlimited allowable density. This is
consistent with the allowable residential and non-residential densities of AOZ-6
within the Project site.
Outside AOZ Limits: A total of 8 residential units proposed outside AOZ
boundaries. With no density limitations outside the AOZs, residential units in this
area are consistent with the zoning code.
The City’s AOZs are designed to address airport operational safety issues and avoid
potential for airport related hazards, consistent with applicable state and federal guidelines
and standards. The AOZs address land use densities and development standards within the
City, consistent with the City’s local land use authority. The AOZs do not replace or usurp
the ALUC’s authority. Rather, due to documented potential inaccuracies with existing
ALUP Safety Area maps and differences in policy approach to Airport planning between
the City and the ALUC, the AOZs have been applied to areas within the City limits to
clarify the accurate extent of safety zones based on the Caltrans Airport Handbook.
The AOZs are proposed for areas within the City and are designed to provide development
standards that address airport safety consistent with the City’s local authority. As part of
the LUCE Update EIR, the City previously found that development of up to 700 units on
the Project site would be consistent with direction in the State Aeronautics Act, the FAA
regulations, and guidance provided in the Caltrans Airport Handbook. Proposed Project
3.8 LAND USE AND PLANNING
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development location and density is generally consistent with that envisioned under the
LUCE and is not anticipated to result in any significant airport related risks or safety
hazards risks (refer to Impact HAZ-3). Based on the location, type, and density of
development included in the Project, the Project would be consistent with the City’s AOZs,
land use compatibility impacts with the LUCE Airport polices, and associated AOZs, and
impacts would be less than significant.
Impact LU-2 The proposed Project would include development within ALUP Safety
Areas S-1B, S-1C, and S-2; however, the Project would be potentially
consistent with the ALUP (Less than Significant).
Project development would result in construction of seven units within ALUP Safety Areas
S-1B and no units located in Safety Area S-1C, which would not conflict with allowable
density permitted under the ALUP (Table 3.8-12). The majority of proposed Project
development (713 units) would fall within Safety Area S-2, which does not restrict
residential density and would therefore be consistent with provisions of the ALUP. As
stated in ALUP safety policies, each ALUP Safety Area has density restrictions based on
the proposed land use. Based on the location and density allotments designed by the
Project, implementation of the Project would be consistent with ALUP standards for the
current ALUP Safety Areas.
Table 3.8-12. ALUP Airport Safety Area Standards for Residential Densities1
1 Airport safety zone standards are based on Clustered Development Zone project classification and Project compliance
with a Detailed Area Plan that would be developed in consultation with ALUC and determined to be consistent with
ALUP.
2 Maximum density of residential land is unlimited with approved ACOS, and Clustered Development Zone (CDZ) and
Development Area Plan.
Source: ALUC 2005.
ALUP
Safety
Area
Project Site
Designation
(approximate
acres)
Maximum
Land Use
Density –
Residential
(units/acre)
Maximum
Allowable Units
in Safety Area
on Project site
Proposed
Residential
Units within
Safety Airport
Safety Area
Consistent with
ALUP
S-1B 34.9 0.2 7 R-3: 7
Total: 7
Yes
S-1C 7.6 0.2 1.5 Total : 0 Yes
S-2 107.5 unlimited unlimited R-1: 105
R-2: 305
R-3: 178
R-4 : 125
Total: 713
Yes
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ALUP Safety Area S-1B: A total of 7 R-3 residential units are proposed in ALUP
Safety Area S-1B. This is consistent with the allowable residential density of ALUP
Safety Area S1-B within the Project site.
Not included in the 7 unit total are 16 R-1 lots located on the boundary of ALUP
Safety Area S-1B. The Project Design Guidelines include measures to avoid land
use impacts associated with ALUP Safety Area S-1B. These measures include a
minimum 45-foot rear yard for any R-1 units that back onto the ‘Town Center’
properties due to ALUP Safety Area requirements (see Appendix F). This setback
would ensure no R-1 residential structures would be constructed within ALUP
Safety Area S-1B.
Also proposed within ALUP Safety Area S-1B, is the 15,000-sf Town Center. The
allowable non-residential density within ALUP Safety Area S-1B is 75 people/acre.
With a total of 34.9 acres of the Project within ALUP Safety Area S-1B, up to 2,617
people would be allowed within ALUP Safety Area S-1B at any given time.
Increased density of people within this ALUP Safety Area S-1B would most likely
result from people utilizing the Neighborhood Commercial area for either goods or
services or from residents utilizing the Neighborhood Park for recreation. Adjacent
to the Town Center is the proposed parking lot which provides 75 parking spaces.
Capacity (persons/per acre) of ALUP Safety Area S-1B could theoretically be
reached assuming the full utilization of the parking lot, coupled civilian occupation
of the Town Center area for shopping and work purposes, and residents recreating
at the park. With such occupation, it would still be highly unlikely that there would
be an exceedance of 2,617 persons in ALUP Safety Area S-1B at any given time.
ALUP Safety Area S-1C: No residential units are proposed in ALUP Safety Area
S-1C. This is consistent with the allowable residential density of ALUP Safety Area
S-1C within the Project site.
ALUP Safety Area S-2: A total of 713 residential units are proposed in ALUP
Safety Area S-2. This is within the allowable density of unlimited units and is
consistent with the allowable residential density of ALUP Safety Area S-2 within
the Project site.
The Project is potentially consistent with the 2005 ALUP and the City’s AOZs, as
described in Impact LU-1. As noted in Section 3.6, Hazards and Hazardous Materials, it
is also consistent with Caltrans Airport Land Use Planning Handbook’s safety and noise
3.8 LAND USE AND PLANNING
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standards. The reasons for this the discrepancy in approach to safety zone mapping appear
largely related to the use of different criteria to determine the extent of safety zones and
policy differences.
Additionally, the Project involves a Development Plan, includes a Reservation Area for
emergency landings, and clusters development in conformance with the ALUP; therefore
it qualifies as a Detailed Area Plan and a Clustered Development Zone project and will be
reviewed as such under the ALUP.
The ALUC, during a hearing held on December 21, 2016, determined that the Project, as
well as the Mitigated Project Alternative, were in conformance with the ALUP (ALUC
2016).The ALUC will review the Project for consistency with ALUP Airport Safety Areas
and determine the Project’s consistency with the ALUP. If the ALUC finds that the Project
is inconsistent with the ALUP, the City has the authority to exercise an override action of
the ALUC under California Public Utilities Code Section 21676.5. The LUCE Update EIR
concluded that any potential impacts could be reduced to a less than significant level with
the implementation of the existing and proposed LUCE policies.
In conclusion, the Project would be consistent with the LUCE AOZs, which the City has
found represents the actual extent of airport-related safety hazard zones consistent with
direction in the State Aeronautics Act, the FAA regulations, guidance provided in the
Handbook, and the ALUP; therefore, no resultant substantial physical airport-related safety
hazards would occur as result of Project implementation, consistent with ALUP policies.
While the Project would still be subject to review by the ALUC for consistency with the
ALUP, based on the analysis provided above and substantial evidence in the record
provided by the LUCE Update EIR and 2014 Airport Land Use Compatibility Report,
airport land use planning impacts to future residents and commercial Town Center
employees or patrons would be less than significant.
Impact LU-3 The proposed Project would potentially be inconsistent with several
adopted City General Plan policies designed to protect biological and
agricultural resources and ensure provision of adequate utilities and
public services (Significant and Unavoidable but Mitigable).
Consistent with the scope and purpose of this EIR, this discussion primarily focuses on
those goals and policies that relate to avoiding or mitigating environmental impacts, and
an assessment of whether any inconsistency with these standards creates a significant
physical impact on the environment. Discussion of each applicable General Plan policy is
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provided in Table 3.8-7 in Section 3.8.4, Consistency with Plans and Policies. After a
review for consistency, it is found that the Project is potentially inconsistent with several
policies designed to protect agricultural resources and biological resources and ensure
provision of adequate public services as further summarized below.
Agricultural Resources
Policy 1.8.1, Open Space Protection, states that prime agricultural land, productive
agricultural land, and potentially productive agricultural land shall be protected for
farming. To the contrary, Policy 1.9.2, Prime Agricultural Land, allows development on
prime agricultural land if the development contributes to the protection of agricultural land
within the City URL. Implementation of Mitigation Measure AG-1a, as required by COS
Policy 8.6.3 (C) and AASP Policy 3.2.18, would require that the Applicant establish an
offsite agricultural conservation easement or pay in-lieu fees to a designated fund dedicated
to acquiring and preserving agricultural land. The Project would result in the conversion of
71 acres of prime farmland and is therefore subject to mitigation under Policy 1.9.2.
Proposed mitigation measure Mitigation Measure AG-1 would satisfy the criteria of Policy
1.9.2, therefore making the Project consistent with this policy after mitigation. However,
implementation of Mitigation Measure AG-1 would not fully mitigate such impacts since
the lost agricultural land could not be replaced or recreated.
Further discussion of these impacts and their determination can be found under the
discussion of Impact AG-1 in Section 3.2, Agricultural Resources. With the
implementation of Mitigation Measure AG-1 addressed under Impact AG-1, impacts
associated with the policies addressing conversion of prime farmland soils to
nonagricultural uses would be significant and unavoidable but mitigable.
Biological Resources
The proposed Project would include several design elements that would be built in close
proximity to the riparian habitat and wildlife corridor along Tank Farm Creek, potentially
impacting sensitive habitats and disrupting wildlife movement due to construction
activities and future disturbances for increased noise, activities, and lighting, etc. In
particular, fill slopes along up to 2,000 feet of Tank Farm Creek would intrude to areas
within 20 feet of the creek bank and potentially within the riparian canopy. Similarly, over
2,800 feet of the proposed paved Tank Farm Creek Class I bicycle path with a disturbance
area of 20 feet in width would be located in close proximity to the top of the creek bank.
3.8 LAND USE AND PLANNING
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Setbacks are defined in terms of the distances from the top of bank or edge of riparian drip
line, whichever is farther from the creek, that development is permitted to occur. COS
Element, Policy 7.7.9--Creek Setbacks, states that the City shall maintain creek setbacks to
include appropriate separation from the physical top of bank, the appropriate floodway,
native riparian plants or wildlife habitat, and space for paths. Additionally, COS Policy
7.7.9 indicates that if there is no practicable alternative, the City may permit a prohibited
feature to encroach into a setback to allow reasonable development of a parcel. The City
Zoning Regulations prohibit the following activities from occurring within a setback area:
paving, parking lots; and, in nonresidential zones, areas used for storing or working on
vehicles, equipment, or materials. Section 17.16.025 of the City Zoning Regulations, Creek
Setbacks, further establishes setback distances for different classes of creeks. Development
plans and construction that conflict with local policies and ordinances protecting sensitive
resources, however, are considered a significant impact under CEQA.
In addition, the General Plan contains policies and objectives that protect creeks, wildlife
corridors, and listed species, such as LU Policy 6.6.1, which aims to maintain and restore
natural habitats and manage for maximum ecological value; COS Policy 7.3.3, which aims
to preserve continuous wildlife habitat; and COS Policy 7.7.8, which aims to ensure
protection of wildlife corridors from development. The Project would be potentially
consistent with these policies as the Project would dedicate 55.3 acres as open space,
including the Tank Farm Creek riparian corridor. However, Project development would
result in substantial changes to onsite open space, elimination of portions of the Tank Farm
Creek riparian corridor, and development that encroaches into the Tank Farm Creek
wildlife corridor. Areas of Project development would occur within designated City creek
setbacks. The relatively narrow width of this corridor and proximity of development would
potentially interfere with wildlife passage and limit its value as a wildlife corridor. This
has the potential to be inconsistent with LU Policy 6.6.1, and COS Policies 7.3.3 and 7.7.8.
However, mitigation measures required by Section 3.4, Biological Resources would help
to achieve consistency with these policies. Further discussion of these impacts and their
determination can be found under the discussion of Impact BIO-2 in Section 3.4, Biological
Resources. With the implementation of MM BIO-2a through 2j addressed under Impact
BIO-2, impacts associated with the setbacks to the creek would be significant but
mitigable.
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Public Services
Policy 9.3A, Response Performance Standards, states that fire protection service must be
able to provide a travel time under 4 minutes; however, as described in Section 3.11, Public
Services, the Project site is outside the 4-minute response time. However, with construction
of the Interim Fire Station at 50 percent of Project buildout, which would remain
operational until construction and operation of the City’s fifth fire station for the southern
portion of the City, the Project would be consistent with Policy 9.3A. Additionally, the
Project would be consistent with AASP policy sections 77.9.1, 7.9.3, and 7.9.4 as detailed
in Table 3.10-9. As such, impacts would be significant but mitigable. See Section 3.11,
Public Services, for additional analysis. Additionally, while the San Luis Obispo County
Unified School District recognizes that one to two schools may be needed in order to serve
the population resulting from the LUCE Update, the General Plan does not contain policies
that specifically address school capacity or school facilities.
Transportation and Traffic
The Project includes a number of transportation and circulation improvements, including
onsite collector and local roadways, offsite roadway improvements, Class I and II bicycle
facilities, and the expansion of transit lines. As described in Section 3.12, Transportation
and Traffic, Project-generated traffic has the potential to exceed maximum volume
thresholds within the Circulation Element for Horizon Lane, Earthwood Lane, and
Suburban Road. With Earthwood Lane being the only access to Suburban Road, traffic
volumes using this road are forecast to exceed Circulation Element thresholds with the
addition of the Project’s Phase 4 traffic. However, implementation of MM TRANS-2a
through 2f and MM TRANS-4 would mitigate this impact. Further, Policy 4.1.4 of the
City’s Circulation Element requires new development to provide bikeway connections to
the greater transportation network; however, bicycle network connections between the
Project and the greater network are incomplete. Implementation of MM TRANS-11, which
requires the completion of the Buckley Road Class II bicycle lane, would make the Project
consistent with this policy. Lastly, the proposed Project would increase transit demand in
the area and introduce new residential areas that are not within 0.25 mile of a bus route, as
required by Circulation Element Policy 3.1.6 Service Standards. With implementation of
MM TRANS-12, the Applicant would be required to coordinate with SLO Transit, prior to
occupancy of the site, to ensure that the new bus stops are adequately served to be in
accordance with Policy 3.1.6, Service Standards. Therefore, the Project would be
3.8 LAND USE AND PLANNING
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consistent with General Plan transportation and traffic policies after the implementation of
mitigation and impacts would be significant but mitigable.
Utilities
As described in Section 3.13, Utilities, the WRRF would have sufficient remaining
capacity to accommodate the estimated 0.08 million gallons per day (MGD) that would be
generated by the Project during dry-weather conditions. However, during wet-weather
conditions, the Project would potentially exacerbate the existing deficiency of the WRRF
to process and treat peak flows that can exceed 20 MGD under existing conditions. This
would be potentially inconsistent with WWME Policy B 2.2.2, Service Capacity, and B
2.2.3, Wastewater Service for New Development. While peaks in wastewater flow may
result in permit violations and release of effluent to San Luis Creek, the Project’s
contribution of 0.08 MGD to this existing issue is nominal. Additionally, the pending
WRRF upgrades would increase capacity to handle both wet-weather and dry-weather
flow. As a result, the Project’s impact to the WRRF during wet-weather conditions would
be less than significant. To limit effects of wastewater generation, new development is
required to pay a development impact fee to the City for the connection to a public sewer.
As the Project would require the connection to the City collection system for the Project,
the Applicant would be subject to development impact fees implemented by the City for
utility services that would offset any impacts to capacity at the City’s WRRF. Therefore,
the Project would be consistent with these policies and impacts would be less than
significant.
Mitigation Measures
MM AG-1, MM BIO-2a through 2j, MM PS-2, MM TRANS-2a through 2f, MM TRANS-4,
MM TRANS-11, and MM TRANS-12 shall apply.
Residual Impact
With the implementation of proposed mitigation measures regarding potential impacts to
agricultural resources, biological resources, and utilities, plan consistency impacts would
be less than significant. Implementation of mitigation measure MM AG-1 would result in
the dedication of an agricultural easement or payment of in-lieu fees that would offset the
loss of prime soils within the Project site, consistent with LU Policy 8.6.3. This would
protect agricultural lands consistent with LU Policies 1.8.1 and 1.9.2.
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Implementation of Mitigation Measures BIO-2a through 2j would minimize impacts to
Tank Farm Creek and the associated wildlife corridor by moving the Class I bicycle path
outside of the creek setback and improving restoration efforts along the riparian corridor.
These measures would allow the Project to achieve consistency with policies that protect
wildlife corridors and Tank Farm Creek.
Implementation of Mitigation Measure PS-2 would offset the Project’s contribution to
increased demand on fire protection services. Further, once the Interim Fire Station is
operational within the Project site, the Project would be consistent with Policy 9.3A,
Response Performance Standards.
Lastly, implementation of mitigation measures within Section 3.12, Transportation and
Traffic would result in Project consistency with General Plan Circulation policies and
standards, and would result in less than significant residual impacts.
3.8.5.4 Cumulative Impacts
The Project would include mainly residential development with some neighborhood
commercial and park and open space uses, and would increase residential land uses within
the City. However, such uses are consistent with the intent of the goals and policies
established within the City’s General Plan and Zoning Regulations after implementation
of mitigation, and would not cumulatively contribute to the loss of open space or
agricultural land beyond what is already anticipated in the City’s LUCE Update and EIR.
Implementation of the proposed Project in conjunction with other pending/future projects
listed in Table 3.0-1, would increase the number of new housing units and commercial
developments. This includes approximately 1,335 additional residential units and several
commercial projects. The proposed Project, in combination with pending/future
developments, is aligned with the City’s plans for build-out around 2057, as foreseen in
the LUCE (refer to Section 3.10, Population and Housing). All pending/future projects
would be required to adhere to City developments regulations and General Plan policies in
order to retain character of the City and mitigate environmental impacts where feasible. In
addition, all pending and future projects would be reviewed for consistency with the City
General Plan and all other applicable regulatory land use actions prior to approval.
Further, the Project is potentially inconsistent with ALUP development standards for
Safety Areas, but as described in Impact LU-2, is not expected to result in airport-related
safety hazards. As such, it is not expected to cumulatively contribute to potential airport
noise and/or safety issues. Mitigation would be incorporated to ensure the proposed project
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provides acceptable levels of accessible open space, and that the project complies with all
applicable zoning development standards. Consequently, implementation of the proposed
project is not expected to cumulatively impact land use.
Therefore, cumulative impacts to land use caused by the development of the proposed
Project, in combination with other pending/future projects, would be less than significant.
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