CEQA FindingsEspola Road Improvement Project City of Poway
CEQA Findings 1 May 2013
CEQA FINDINGS
(CONCERNING MITIGATION OF SIGNIFICANT EFFECTS)
ESPOLA ROAD IMPROVEMENT PROJECT
SCH No. 2003121157
May 2013
The following Findings are made for the proposed Espola Road Improvement Project (herein
referred to as the “Project”).The environmental effects of the Project are addressed in a Draft
Environmental Impact Report (EIR) dated March 2013 and a Final EIR dated May 2013, both of
which are incorporated by reference herein. The EIR addresses Project benefits, environmental
impacts, alternatives and other factors, and is recommended for certification.
The Final EIR consists of the Draft EIR; comment letters and responses to comments on the
Draft EIR; and a series of 10 volumes containing technical appendices to the EIR.
The California Environmental Quality Act (CEQA) (California Public Resources Code §21000
et seq.) and the State CEQA Guidelines (Title 14, California Code of Regulations, §15000 et
seq.) require that no public agency shall approve or carry out a project which identifies one or
more significant environmental effects of a project unless the public agency makes one or more
written findings for each of those significant effects, accompanied by a brief explanation of the
rationale for each finding. The possible findings are:
(1) Changes or alterations have been required in, or incorporated into, the project which
mitigate or avoid the significant environmental effects on the environment;
(2) Those changes or alterations are within the responsibility and jurisdiction of another
public agency and have been or can or should be adopted by that other agency; or
(3) Specific economic, legal, social, technological, or other considerations, including
considerations for the provision of employment opportunities for highly trained workers,
make infeasible the mitigation measures or alternatives identified in the EIR (CEQA,
§21081(a); Guidelines, §15091(a)).
The Final EIR evaluates potentially significant effects for the following environmental areas of
potential concern: (1) land use and planning, (2) visual/aesthetics, (3) noise, (4) biological
resources, (5) cultural resources and (6) geology/soils.
Of these six environmental subject areas, the Poway City Council concurs with the conclusions
in the Final EIR that biological resources, cultural resources and geology/soils would not involve
potentially significant impacts following implementation of mitigation. Significant impacts to
land use and planning would remain unmitigated following construction and implementation of
the Project. With regard to significant visual/aesthetics impacts, one would be mitigated below a
level of significance and one would remain significant and unmitigated. In addition, one
significant noise impact would be mitigated below a level of significance and the other
significant noise impact would potentially remain significant and unmitigated. For those areas in
which environmental impacts would remain significant and unavoidable, even with the
Espola Road Improvement Project City of Poway
CEQA Findings 2 May 2013
implementation of mitigation measures, overriding considerations exist that may make the
impacts acceptable.
For each significant effect identified for the proposed Project, one of the above three findings
applies. Therefore, the discussion of significant impacts, and mitigation measures where
possible, are organized below by finding rather than by environmental subject area.
Section A – Finding (1)
Pursuant to Section 15091(a)(1) of the State CEQA Guidelines, the Poway City Council finds
that, for each of the following significant effects as identified in the Final EIR, changes or
alterations (Mitigation Measures) have been required in, or incorporated into, the project which
avoid or substantially lessen each of the significant environmental effects as identified in the
Final EIR. The significant effects (Impacts) and Mitigation Measures are stated fully in the Final
EIR. The following section identifies all issue areas in the EIR for which changes or alternations
(Mitigation Measures) have been required in, or incorporated into, the Project which avoid or
substantially lessen each of the significant environmental effects as identified in the Final EIR.
The rationale for this finding for each Impact is as follows:
VISUAL/AESTHETICS
(1) Impact: Project design would largely mitigate visual impacts through landscaped
intersection focal points, streetscape, hydroseeding of modified slopes and planting of wall -
screening vines. Any mature oak or sycamore to be removed by the Project would be
measured. If measured trees exceed three inches in diameter at breast height, the tree woul d
be replaced in conformance with City of Poway (City) policy as a matter of Project design.
Sound wall landscaping (coverage with vines) could result in incomplete or inconsistent
coverage due to clumping without enhanced maintenance.
Mitigation Measure: In order to lower remaining landscaping-associated adverse visual
impacts to less than significant levels, for all stand-alone retaining or sound walls, an
enhanced maintenance and monitoring program shall be implemented by the City to ensure
that 100 percent vegetative cover is obtained. This program shall require that:
Vines planted in cut-outs along sidewalk areas fronting sound walls will be espaliered
to cover the walls (rather than allowing them to grow in a vertical bush form)
Rationale: Screening vines would be installed following the construction of retaining and
sound walls along the proposed roadway improvement corridor. Upon maturity, this new
vegetation would provide screening of both the retaining and noise walls. This would be
effective in mitigating the near-term visual impacts to less than significant levels.
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CEQA Findings 3 May 2013
NOISE
(1) Impact: Although short-term construction-period impacts would be less than significant,
noise-sensitive locations would be affected during Project construction.
Mitigation Measure: No mitigation is required for the less-than-significant short-term
construction-period impacts. The City is recommending the following construction noise
control measures, however, to further minimize noise effects at noise-sensitive locations
during Project construction:
Each internal combustion engine, used for any purpose on the job or related to the
job, shall be equipped with a muffler of a type recommended by the manufacturer.
No internal combustion engine shall be operated on the Project without said muffler.
The noise level requirement shall apply to the equipment on the job or related to the
job, including but not limited to trucks, transit mixer or transient equipment that may
or may not be owned by the contractor.
The use of loud signals shall be avoided in favor of light warnings except those
required by safety laws for the protection of personnel.
Unnecessary idling of internal combustion engines within 100 feet of residences
should be strictly prohibited.
Staging of construction equipment beyond 200 feet of residences and location of all
stationary noise-generating construction equipment, such as air compressors and
portable power generators, shall occur as far as practical from noise sensitive
residences. The contractor will place all stationary construction equipment so that
emitted noise is directed away from sensitive receptors (residences).
As directed by the City, the contractor will implement appropriate additional noise
mitigation measures, including changing the location of stationary construction
equipment, turning off idling equipment, rescheduling construction activity, notifying
adjacent residents in advance of construction work, and installing acoustic barriers
around stationary construction noise sources.
Rationale: As stated above, no mitigation is required for the less-than-significant short-term
construction-period impacts. This is due to the fact that construction activities would adhere
to Chapter 8.08, Noise Abatement and Control, of the City of Poway Municipal Code (PMC).
PMC Section 8.08.100 restricts the allowable hours of construction activities to 7:00 a.m.
through 7:00 p.m., Monday through Saturday, excluding legal holidays. This ordinance
states that the operation of any single or combined powered construction equipment is
prohibited before 7:00 a.m. or after 5:00 p.m. on Mondays through Saturdays or at any time
on a Sunday or holiday, except as permitted by the City Engineer. Further, the noise levels
associated with construction activities at residential properties are not to exceed 75 dBA,
averaged over an eight-hour period per day. Compliance with the standards and criteria of
the PMC would ensure that no potential environmental impacts resulting from noise would
occur. With implementation of these construction noise control measures, the impact would
remain at a less than significant level.
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CEQA Findings 4 May 2013
BIOLOGICAL RESOURCES
(1) Impact: The Project would result in significant direct impacts to southern willow riparian
forest (a California Department of Fish and Wildlife jurisdictional habitat), Diegan coastal
sage scrub, southern mixed chaparral (including disturbed) and non-native grassland.
Mitigation Measure: Mitigation ratios for significant impacts to sensitive biological
habitats and resources are based on the City’s Subarea Habitat Conservation Plan (HCP) and
either has been or will be confirmed by the resource agencies. All mitigation shall occur
prior to or concurrent with impacts.
Compensatory mitigation for impacts to southern willow riparian forest will be obtained
through purchase of wetland credits at a location acceptable to the City and resource agencies
and in compliance with the approved City HCP, or through in-lieu payment acceptable to the
City and resource agencies and in compliance with the approved City HCP. It is anticipated
that credits or in-lieu payment would support southern willow riparian forest replacement at a
3:1 ratio by a combination of creation (at least 1:1 or 0.02 acre) and enhancement (up to 2:1
or 0.04 acre), for a total of 0.06 acre.
Upland mitigation will occur at Van Dam Peak on a City-owned parcel within the City’s
Subarea HCP. The following mitigation will reduce impacts to below a level of significance:
Diegan coastal sage scrub to be mitigated at 2:1 in-kind, for a total of 0.08 acre
Southern mixed chaparral to be mitigated at 1:1 in-kind, for a total of 0.19 acre
Southern mixed chaparral – disturbed to be mitigated at 1:1 in-kind, for a total of 0.05
acre
Non-native grassland to be mitigated at 1:1 out-of-kind (Diegan coastal sage scrub),
for a total of 0.11 acre
With regard to southern mixed chaparral (including disturbed), a jurisdiction may require
mitigation or levy an in-lieu mitigation fee for impacts if it finds that such actions are
necessary to meet Multiple Species Conservation Program (MSCP) or Poway Subarea HCP
goals. When listed species occur, the replacement ratio becomes 2:1.
Rationale: Implementation of this mitigation would reduce the impact to a less than
significant level because the mitigation ratios for the impact to these habitats are consistent
with the ratio applied throughout the City (based on the City HCP), and the wildlife agencies
have reviewed and approved these mitigation ratios. The ratios are effective because these
reviewing agencies have reached consensus that retention at such ratios will result in
sustainable levels of Diegan coastal sage scrub and southern mixed chaparral.
(2) Impact: The Project would result in permanent impacts to 0.04 acre of Diegan coastal sage
scrub, the habitat of the orange-throated whiptail, a state species of special concern covered
under the Poway Subarea HCP.
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CEQA Findings 5 May 2013
Mitigation Measure: Impacts to the habitat of the orange-throated whiptail shall be
mitigated through the preservation of Diegan c oastal sage scrub habitat occupied by the
orange-throated whiptail (Cnemidophorus hyperythrus beldingi), as part of the 0.08 acre of
Diegan coastal sage scrub mitigation at Van Dam Peak.
Rationale: The habitat preservation ratio (2:1 for Diegan coastal sage scrub) is effective,
because through retention of sustainable habitat, sensitive species can continue to thrive. The
protected habitat sets aside Diegan coastal sage scrub habitat occupied by the orange-throated
whiptail. The specified habitat mitigation ratio takes into consideration the importance of
preserving areas necessary to ensure the continued survival of orange-throated whiptail. The
mitigation would preserve species habitat, and thus, help ensure survival of orange-throated
whiptails within the City. The mitigation ratio utilized for impacts to orange-throated
whiptail habitat was developed based upon retention of habitat. Implementation of this
mitigation measure would reduce impacts to orange-throated whiptail to less than significant
levels.
(3) Impact: Raptors and migratory birds have the potential to nest in vegetation within the
Project limits, including eucalyptus trees. Construction of the Project could result in
significant impacts to nesting raptors and/or migratory birds.
Mitigation Measure: Potential impacts to active nests shall be avoided by either: (1)
removal of vegetation including eucalyptus and other non-native trees outside of the breeding
season for most migratory birds (February 15 through August 31); or (2) surveys by a
qualified biologist prior to removal to ensure that no raptors or migratory birds are nesting.
If nesting birds are identified, the tree(s) shall remain in place until all chicks are fledged.
Construction activities will be precluded within 50 feet of any active migratory bird nest and
300 feet of any active raptor nest.
Rationale: These sensitive bird species would be protected from disturbance associated with
movement and noise from construction activities during the breeding season due to the
required 50- to 300-foot distance between construction activities and active nests, a distance
determined by the wildlife agencies to adequately attenuate the disturbance. Because the
daily activities of this species would not be disrupted, breeding and nes ting activities would
continue within the proposed Project corridor, thus helping to ensure the survival of these
species. Therefore, implementation of this mitigation measure would reduce impacts to
raptors and migratory birds to less than significant levels.
(4) Impact: Although not anticipated to occur within 300 feet of the Project construction area, if
coastal California gnatcatchers are present in the area, a significant impact could occur.
Mitigation Measure: Pre-construction surveys for the coastal California gnatcatcher
(Polioptila californica californica) shall be conducted in all coastal sage scrub habitat areas
within the Project limits. If birds are present (not expected), Espola Road construction
activities shall be limited to periods outside the breeding/nesting season in the abutting
portion of the road.
Espola Road Improvement Project City of Poway
CEQA Findings 6 May 2013
Rationale: Coastal California gnatcatchers would be protected from disturbance associated
with movement and noise from construction activities during the breeding season due to the
required 300-foot distance between construction activities and active nests, a distance
determined by the wildlife agencies to adequately attenuate the disturbance. Because the
daily activities of this species would not be disrupted, breeding and nesting acti vities would
continue within the proposed Project corridor, thus helping to ensure the survival of this
species. Therefore, implementation of this mitigation measure would reduce potential
impacts to the coastal California gnatcatcher to less than significant levels.
CULTURAL RESOURCES
(1) Impact: The Project could result in significant permanent impacts to archaeological
resources and/or human remains, if such items are encountered during grading activities.
Mitigation Measure: Due to the presence of alluvial and colluvial soils within the Project
area between Del Poniente Road and approximately 210 feet to the north, a professional
archaeologist that meets the standards set forth at 36 CFR §800.2(a)(1) shall monitor the
ground disturbance during trenching immediately north of Del Poniente Road to observe
whether archaeological deposits and/or human remains are present. If archaeological
deposits are found, the City shall comply with 36 CFR §800.13(b)(3); i.e., the City shall
undertake reasonable efforts to avoid, minimize or mitigate adverse effects to such
properties, including determination of actions to resolve adverse effects, and notification of
the State Historic Preservation Officer (SHPO) and/or appropriate Tribal Historic
Preservation Officer (THPO), any Indian tribe that might attach religious and cultural
significance to the affected property, and the Advisory Council on Historic Preservation
within 48 hours of the discovery. The notification shall describe the City’s assessment of
National Register eligibility of the property and proposed actions to resolve the adverse
effects. The SHPO/THPO, the Indian tribe and the Council shall respond within two work
days of the notification. The agency official shall take into account their recommendatio ns
regarding National Register eligibility and proposed actions, and then carry out appropriate
actions. The agency official shall provide the SHPO/THPO, the tribe and the Council (as
appropriate) a report of the actions when they are completed.
If any human bones are discovered, the County Coroner shall be contacted. In the event that
the remains are determined to be of Native American origin, the Most Likely Descendant, as
identified by the Native American Heritage Commission, shall be contacted in order to
determine proper treatment and disposition of the remains.
Rationale: Mitigation would reduce impacts to potential buried cultural resources to below
a level of significance because data recovery would allow important information to be
obtained prior to removal. The proposed mitigation would ensure that all information
contained in the archaeological record, which is important in understanding prehistory, is
preserved. The mitigation would ensure that the archaeological monitor has the authority to
halt or divert grading activities in the area of any discoveries.
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CEQA Findings 7 May 2013
In the event that human remains are unearthed during grading activities, the County Coroner
and/or the Native American Heritage Commission (NAHC) would be contacted as required
to ensure that the proper steps are taken. Mitigation would reduce impacts to human remains
to below a level of significance because, based on assessed significance, the site would be
avoided or recovery would be allowed and not destroyed during Project grading. The
proposed mitigation would ensure that any discovered human remains would be preserved
for the County Coroner and/or the NAHC and the associated tribe.
GEOLOGY AND SOILS
(1) Impact: Based on the conclusions provided in the Project Geotechnical Design Report and
the relative uncertainty regarding the presence and extent of corrosive materials within the
study area, long-term impacts are considered potentially significant. Other roadway
conditions and design specifics would be confirmed during final design.
Mitigation Measure: Excluding corrosive soils, all identified potential geotechnical impacts
would be appropriately addressed through required regulatory compliance and/or proposed
Project design measures following confirmation of roadway conditions, drainage, etc. during
final construction drawings review.
An investigation of potential corrosion hazards within the Project study area shall be
conducted by a qualified corrosion engineer prior to Project implementation. The results of
this analysis shall be incorporated into final Project design, as appropriate, to mitigate
potential corrosion impacts, and may include (but not be limited to) measures such as:
(1) excavation (or overexcavation) and treatment, and/or removal and replacement (i.e., with
non-corrosive engineered fill) of corrosive materials; (2) use of non-corrosive and/or
corrosion-resistant building materials in appropriate locations; and (3) installation of cathodic
protection devices.
Rationale: The corrosion engineer would identify areas containing corrosive soils prior to
Project construction. Once identified, the corrosion engineer would identify appropriate
mitigation. As stated above, potential measures to address potential impacts from corrosive
soils could include excavation (or overexcavation) and treatment, and/or removal and
replacement (i.e., with non-corrosive engineered fill) of corrosive materials; use of non-
corrosive and/or corrosion-resistant building materials in appropriate locations; and
installation of cathodic protection devices. Each of these constitutes a routine design
measure to remove the subject soil or avoid the potential for associated impacts. Because
these mitigation measures would reduce the potential effects associated with corrosive soils,
the potential impacts would be lowered to less than significant levels.
Espola Road Improvement Project City of Poway
CEQA Findings 8 May 2013
Section B – Finding (2)
Pursuant to Section 15091(a)(3) of the State CEQA Guidelines, the Poway City Council finds
that, for each of the following significant effects identified in the Final EIR, specific economic,
legal, social, technological, or other considerations make the mitigation measures or Project
alternatives infeasible:
LAND USE AND PLANNING
(1) Impact: City policies support a safe and pleasant acoustical environment for City residents.
Certain residential properties along Espola Road would experience potential adverse noise
effects due to existing or projected traffic volumes. Restriction of sound walls to eight feet in
height is preferred by the City (Public Safety Master Element [Strategy 8]).
Mitigation: Mitigation measures related to noise, which are found in Section 2.3 of the EIR,
would be implemented. (The reader is referred to this section for specifics.) Potential
adverse impacts to land use policy consistency for noise could be adequately mitigated
through implementation of all noise measures and no additional mitigation would be required
for noise.
Nonetheless, a conservative finding is made relative to policy conformance for two sound
wall-related issues: (1) all sound walls may not be constructed (see Section 2.1.3 and details
in Section 2.3.4 of the EIR) in which case the Project would not comply with City
transportation noise standards; or (2) alternatively, all recommended sound walls would be
built, and an inconsistency would occur with regard to wall height and potential visual
effects.
Rationale: Routine mitigation for land use policy inconsistencies is an amendment to the
relevant policy by the planning jurisdiction.
The City does not propose to amend City-wide policies for these isolated (limited locations
on an approximately one-mile stretch of one specific arterial) and only potential occurrences.
As a result, conservative assessments of limited significant and unmitigated impacts are
made relative to sound wall efficacy and height policies.
A Statement of Overriding Considerations is being adopted to address this significant and
unmitigated impact.
VISUAL/AESTHETICS
(1) Impact: The implementation of two sound walls located on top of retaining walls would be
inconsistent in scale and nature with any other wall feature along this stretch of Espola Road.
For approximately 330 feet north of Jerome Drive and south of High Valley Road on the east
side of the road, a significant visual impact is identified for this combination of features that
Espola Road Improvement Project City of Poway
CEQA Findings 9 May 2013
would not be mitigated even with 100 percent vegetative coverage required in the mitigation
measure below.
Mitigation: This significant impact could be mitigated through additional slope
modification, with additional incursion into private lots and City purchase of private
property. Even if potential slope modification would eliminate need for a retaining wall,
sound walls would still be required.
Rationale: The City has weighed the visual effect of modified slopes and sound walls
combined with the interests of the individual property owner against the visual impact of two
wall segments of varying heights for approximately 330 feet.
Alteration of Project design would require greater acquisition of private property. The City
will continue to minimize impacts into private property. A finding of significant and
unmitigated impact relative to the combined wall design in this single area is identified.
A Statement of Overriding Considerations is being adopted to address this significant and
unmitigated impact.
NOISE
(1) Impact: Following construction, Espola Road transportation noise would exceed (or
continue to exceed) decibel levels established by the City at a number of receivers with
protected outdoor use areas.
Mitigation: Preliminary information on the potential physical location and height of
recommended noise barriers is provided in Table 2.3-3. Sound barriers of various heights are
proposed based on which of the criteria the receiver falls within (currently under 60 dBA,
between 60 and 65 dBA, or over 65 dBA), as described in Section 2.3.1. In general, sound
walls of six to eight feet in height are proposed to address the current and increased noise
along Espola Road. A few walls may exceed those heights, as indicated on Table 2.3-3 of
the EIR. Figure 2.3-2 of the EIR schematically indicates the proposed wall locations.
Rationale: Final design and placement of noise walls would require additional engineering
input, including consideration of site-specific conditions and further noise modeling. Future
modeling required as part of potential future National Environmental Policy Act compliance
and funding review for the Project, as well as input from property owners (who may not
desire walls) could result to changes to wall parameters. If pertinent engineering parameters
change substantially during the final Project design, or if property owners reject proposed
walls located on their private property, preliminary noise barrier designs may be modified (in
height or extent) or eliminated from the final Project. Because of this potential, the City is
making a conservative assessment of significant and unmitigated impact for this issue in the
Project Statement of Overriding Considerations.
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CEQA Findings 10 May 2013
Section C – Findings Regarding Alternatives
Section 15126.6(a) of the State CEQA Guidelines requires the discussion of “a reasonable range
of alternatives to a project, or the location of a project, which would feasibly attain most of the
basic objectives of the project but would avoid or substantially lessen any of the significant
effects of the project, and evaluate the comparative merits of the alternatives.”
The alternatives described below were reviewed in detail in the EIR. Project alternatives
considered but rejected included locational and system design options, as well as the No Project
Alternative. These rejected alternatives include all of the potential alternatives developed for the
Project. This is unusual, but does not result in any inadequacy under CEQA. There are no
potential build alternatives that would reduce significant environmental effects of the Project
because (1) the Project is severely constrained by the surrounding topography, natural resources
and land uses; and (2) the Project development process consisted of extensive engineering and
environmental evaluation of alternative project elements in an effort to provide the least
impacting, most efficient design.
ALTERNATIVE LOCATION
Under CEQA, off-site alternatives should be considered if development of another site is feasible
and would reduce or avoid the significant impacts of a proposed project. Factors that need to be
considered when identifying an off-site alternative include the size of the site, its location, the
General Plan (or other applicable planning document) land use designation and availability of
infrastructure.
For Espola Road, the overall purpose is to alleviate congestion on an existing roadway in a
developed setting. If another road sited in an alternative location were to be improved, it could
not guarantee meeting the objective of satisfying reduction in congestion on Espola Road.
Travelers might choose to still use the existing congested roadway option due to familiarity, or
because it is in a more direct line of travel.
In addition, a baseline requirement of the CEQA alternative location is that the new location
reduces significant impacts associated with the location of the proposed project. Because there
are so few relatively direct north-south routes through the City, and because the surrounding
areas also are heavily developed or in dedicated open space, it is not anticipated that an
alternative location would lessen potential impacts. Any effort to find a route crossing open
space would result in likely increased biological impacts, which are minimal in amount with the
proposed Project. Similarly, although significant noise impacts are identified for the Project,
there is no location just west or east of Espola Road that would not affect existing adjacent
residences. A new road route would increase noise impacts by moving the road closer to other
homes, and potentially require removal of homes as well. A potential for greater, rather than
reduced, impacts overall would occur if the crossing location were to be changed.
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CEQA Findings 11 May 2013
Taking all of these factors into account, the identification of an alternative location was rejected
due to infeasibility.
DESIGN ALTERNATIVES REVIEWED IN DETAIL
(1) Description of the Alternatives
Alternative 1 – Conventional Roadway
Alternative 1 was generally superimposed on the existing road right-of-way, and would have
followed both the horizontal and vertical alignment of the current road. Alternative 1 also
would have included the following:
Re-routing of driveways for three properties south of High Valley Road on the east
side of the roadway. The re-routing would have required alternative access areas and
additional private access easements for these three properties
Substantial soil excavation (50 to 60 feet) into the slope on the east side of the
roadway in the area of Northcrest Lane and south of High Valley Road
Right-of-way and slope easement acquisition totaling 4.46 acres
One full parcel acquisition (APN 321-011-24) of property adjacent to Espola Road
immediately north of Jerome Drive
Similar to existing conditions, City secondary arterials have a design speed of 45 miles per
hour. An approximately 14-foot wide striped or raised median would have been included for
the entire length of the roadway widening. Similar to the proposed Project, one new signal
would have been constructed at the intersection of Espola Road and Golden Sunset Lane.
Alternative 2 – Split Grade Roadway
Alternative 2, a split grade alternative, incorporated many of the elements of Alternative 1.
From the vicinity of Golden Sunset Lane southerly, Project elements would have been
identical. Variations would have occurred on the east side of Espola Road just south of High
Valley Road, and in the area approximately 250 feet south of the water tank . The western
(southbound) lanes would have retained the existing grade and the eastern (northbound) lanes
would have been constructed at a higher grade supported by retaining walls, thereby
minimizing cuts into slopes on the east side of the roadway. The retaining walls would have
ranged up to 10 feet in height. Alternative 2 also would have included the following:
Reconstruction of the driveways for three properties south of High Valley Road on
the east side of the roadway
Reduction in the size of cuts into slope required for Alternative 1 on the east side of
the roadway in the area of Northcrest Lane and south of High Valley Road
Reconstruction of several hundred feet of existing waterline in the area of Northcrest
Lane
Right-of-way and slope easement acquisition totaling 4.24 acres
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CEQA Findings 12 May 2013
Alternative 2 would vary from Alternative 1 in that:
No re-routing of driveways would be required
The full parcel acquisition of property (APN 321-011-24) adjacent to Espola Road
immediately north of Jerome Drive would have been eliminated
Alternative 3 – Westerly Roadway Alignment
Alternative 3, the residential property impact minimization alternative, also shared many
elements with Alternative 1, and was identical from High Valley Road northerly, and from
the vicinity of Golden Sunset Lane southerly. Just south of High Valley Road, and on the
east side of the roadway, right-of-way acquisition from residential properties would have
been minimized, with increased right-of-way acquisition occurring on the western side of the
road. Right-of-way and slope easement acquisition would total 4.82 acres.
Alternative 3 would have varied from Alternative 1 in:
Elimination of the full parcel acquisition of property (APN 321-011-24) adjacent to
Espola Road immediately north of Jerome Drive
Demolition and reconstruction of detached garage on property (APN 321-011-41) on
west side of roadway (across from APN 321-011-24)
No re-routing of the driveways for three properties south of High Valley Road on the
east side of the roadway
Reduction in size of excavation cuts into slope on the east side of the roadway in the
area of Northcrest Lane and south of High Valley Road and increases in fill on the
west side of Espola Road
(2) Rationale for Rejecting Design Alternatives Reviewed in Detail
Because an objective of the Project is to improve conditions on an existing roadway, the
potential impact footprint within which to consider alternatives is relatively constrained.
Any roadway improvements would, therefore, necessarily affect abutting parcels. Project
design was guided by a desire on the part of the City to limit the adverse effects associated
with roadway widening, and retain the community’s rural character to the extent possible
while still achieving the improved LOS as outlined in the General Plan. Accordingly, Project
alternatives that would sufficiently improve traffic conditions, while not requiring
unnecessary expansion of the road with associated greater use of private property, were
considered to be superior. As the Traffic Analysis (Appendix F of the EIR) discusses, the
use of a two-way left-turn lane is appropriate for roadways with less than 24,000 projected
ADT and would still accomplish the LOS objectives on such a road. Because an alternative
(the proposed Project) exists that would meet the Project objectives while requiring less
acquisition of private property and minimizing visual changes that might alter the rural
character of the community, the three build alternatives that involved construction of
additional lanes were rejected.
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CEQA Findings 13 May 2013
NO PROJECT ALTERNATIVE
(1) Alternative Description
A “No Project” alternative discussion is an EIR requirement (State CEQA Guidelines Section
15126.6[e]). The No Project Alternative is included to provide a basis against which the
impacts from the build alternatives are compared. The No Project Alternative assumes that
no major improvements would be made and no major construction would occur on Espola
Road and the associated intersections within the Project area. Ongoing maintenance
activities would continue. Existing failing LOS on roadway segments and intersections
would continue, and the City design capacity threshold would not be met. The lack of
standardized sidewalks/pathways along certain portions of the road would be retained. The
upgrades specified in the Transportation Master Element of the City’s General Plan would
not be implemented, and existing adverse conditions would be exacerbated as a result of
growth planned for the region in general.
As part of the No Project review, Traffic Management Systems (TMS) revisions were
evaluated to see if traffic flow could be improved without widening. Types of
revisions/measures evaluated for Espola Road include traffic signal coordination along the
corridor, re-striping and any other measures that would improve operations without
necessarily widening or physically improving the roadway. Along the Project corridor, there
are two traffic signals that could be re-timed to provide better progression of vehicular
traffic. The two signals are spaced approximately 1.5 miles apart. Although re-timing them
to be coordinated could gain some additional vehicle progression efficiency, the additional
efficiency gained would not provide enough additional capacity to provide better LOS under
the future timeframes. Re-striping Espola Road also is not considered effective due to the
limited roadway width available to provide for additional lanes. Public transit operations,
provided by Metropolitan Transit System (MTS) are serving this section of Espola Road,
with two bus routes that serve the area.
Therefore, of the limited number of options to revise the existing TMS, none is seen as a
practical alternative to the proposed Project. The future traffic volumes are such that non-
construction system modifications would not provide for the additional capacity necessary to
have acceptable operations and LOS. Roadway capacity and operational and safety
deficiencies would not be corrected with the implementation of the No Project Alternative.
As a result, this alternative does not meet the objectives of the proposed Project.
(2) Rationale for Preference of the Proposed Project Over the Alternative
Because the No Project Alternative would not involve any physical improvements, it would
avoid potential impacts related to biological resources, cultural resources and geology/soils.
The No Project Alternative also would not result in significant and unmitigated impacts to
land use and planning, and visual/aesthetics. The No Project Alternative would not,
however, meet the basic Project objectives or comply with the applicable planning
documents, and would result in some increased impacts over the Project as proposed (i.e.,
traffic, noise, air quality).
Espola Road Improvement Project City of Poway
CEQA Findings 14 May 2013
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