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2.2_Chapter 2.2 - Visual/AestheticsSection 2.2 Visual/Aesthetics Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-1 May 2013 2.2 VISUAL/AESTHETICS This section presents technical evaluation completed by HELIX on the topic of visual resources and aesthetics based on the project description information presented in Chapter 1.0 of this EIR. 2.2.1 Affected Environment Project Setting The City of Poway can be described generally as located within a large valley surrounded by mountainous terrain. Beyond the lowlands of the valley floor, the majority of the planning area consists of hillside/canyon/ridgeline topography. The planning area is traversed by several natural creeks that originate in the hills and low mountains of the eastern portion of the planning area. The aesthetic quality of the area is characterized by several notable visual components that may be viewed separately or in combination, including features of the natural environment (i.e., open space, landforms, rock outcrops, plant and animal resources, drainage systems, natural colors or hues, horizons, terminal views and general viewsheds), and features of the man-made environment (i.e., the architecture and color of buildings and structures, landscaping, signage and works of fine art) (City 1991a). Espola Road is a primary roadway within the City. It serves as the major link between the City’s northern, northeastern and central residential portions, as well as connecting City residential with commercial/business areas. As noted in City General Plan TME (2010:24), Espola Road is one of the more scenic routes in the City….” Specific elements noted as contributing to this scenic nature include grasslands, oak and eucalyptus stands, long-range vistas of Mount Woodson and Iron Mountain, and access to Lake Poway, the Wilderness Area and the Reserve. These areas are all to the north or south of the segment of Espola Road under evaluation. In the particular section of the roadway addressed for the proposed Project, abutting uses clearly show the transitional nature of this portion of the City. The roadway, edged by open space, avocado groves, a sheep farm and rural residential uses into the 1960s, is now almost completely edged by suburban housing. “Rural” elements that remain relate not so much in nature to historic agricultural activities such as groves, or to native open space, but to the lack of utility and service standardization and continuation of individualized yardscapes. These elements persist in the open drainage ditches that edge portions of the roadway, dense mature exotic vegetation, small areas of native vegetation, equestrian activity, and lack of street improvements such as consistent sidewalks. These elements visually compete with the buildout of single- family residential properties, signalized intersections, existing sound/privacy walls and heavy traffic loading. The visual experience for drivers and passengers along Espola Road varies somewhat between north- and southbound traffic. For viewers moving northerly along a gentle upward slope, the focus is on the roadway and lateral views in the immediate vicinity. For viewers moving southerly, the drop in elevation of the road as one moves from the north has a tendency to open up a more distant view to the south, particularly in the northern third of the Project and then again towards Twin Peaks Road. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-2 May 2013 Landscape Units In order to provide a framework for the aesthetics analysis, landscape units were defined along the roadway. A landscape unit (LU) is a portion of the regional landscape and can be thought of as an outdoor room that exhibits a distinct visual character. A landscape unit often will correspond to a place or district that is commonly known among local viewers. Moving south to north, five landscape units were identified for the Project, focusing on the roadway and its immediate surroundings (Figure 2.2-1a, Landscape Units and Key View Points). Typical views within these landscape units are described below by landscape unit. LU-1 (Rattlesnake Creek to Twin Peaks Road) This unit contains relatively level topography. The unit begins at the crossing of Rattlesnake Creek, a disturbed drainage containing a mix of native and non-native vegetation consisting of southern willow scrub and disturbed wetland habitats (see Section 2.4 of this EIR for additional detail). Although adjacent to an area of marked topography and agricultural/undeveloped space immediately to the south (as Espola Road winds up the hill to meet Poway Road), the character of the unit is generally suburban/built in nature (Figure 2.2-1b, Landscape Unit 1). The Soccer Park and Twin Peaks commercial center are located on the southwestern corner of Twin Peaks Road at the north end of the landscape unit, the Church of Latter Day Saints and its associated recreational fields are located on the southeast side of the intersection, and residential uses are located in the vicinity of Rattlesnake Creek (the southern extent of the unit). Concrete sidewalks are located on both sides of the roadway. The corner strip mall is partially screened by tall evergreen trees and medium-scale flowering shrubs. Plant materials include eucalyptus (Eucalyptus spp.), white paperbark trees (Melaleuca leucadendra) and pink flowering Indian hawthorne (Raphiolepis indica). Espola Road widens from two to four lanes immediately south of the intersection with Twin Peaks Road and is framed with concrete sidewalks and a planted stucco wall along the church property to the east. LU-2 (Twin Peaks Road to Mountain Road) This unit also contains relatively level topography (see Figure 2.2-1c, Landscape Unit 2) for typical views). Excepting turn lanes, Espola Road narrows to a two-lane road immediately north of the intersection of Twin Peaks Road. Steel guardrails appear along the roadway shoulders at selected locations as the roadway narrows back to two lanes and beyond. Evergreen trees (e.g., pine [Pinus spp.], California pepper [Schinus molle], acacia [Acacia spp.]) and shrubs (oleander [Nerium oleander], sumac (Rhus spp.) and other large screening plants) dominate the landscape east of the road, and are associated with single-story dwellings on large suburban lots. An open drainage ditch (approximately 10 feet in width) is located on the east side of Espola Road in this unit. Homes on the east side of the street are located below roadway grade. Properties within view to the north of the intersection of Twin Peaks Road on the west side of Espola Road consist of two-story single-family residences screened by a six-foot tall tan-colored masonry block wall, evergreen trees and medium scale shrubs. Properties north of the wall are more eclectic in terms of wall and fence treatments, with a wide variety of materials and tree and shrub plantings. A concrete sidewalk continues northerly to Los Nietos Avenue. Plant material adjacent to the masonry wall to the west includes red ironbark trees (Eucalyptus sideroxylon) and E s p o l a R o a d Mesquite Tree Del Poniente Road H i g h V a l l e y R o a d Willow Ranch RoadNorthcrest Lane Huntington Court Titan Way END PROJECT Landscape Unit 3 Landscape Unit 4 Landscape Unit 5 Landscape Units and Key View Points ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1a I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-1a_LandscapeUnits_KeyViewPoints.mxd -KF Espola Road Twin Peaks Road Rio Court Jerome Drive Durhullen Drive Evergreen Lane El Topo Drive Los Nietos Avenue Segundo Court El Dolora Way Golden Sunset Lane Alando Place Staging Area Drainage Improvements BEGIN PROJECT Landscape Unit 1 Landscape Unit 2 Landscape Unit 3 ! Key View Point #1 Key View Point #2 ! Job No: BAH-01 Date: 01/24/12 250 0 250125Feet ´ Base Map Source: Bureau Veritas NorthAmerica, Inc. 2008 Match to Below Match to Above I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1b_LandscapeUnit1.indd -KF Landscape Unit 1 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1b View across Espola Road to soccer park and corner businesses south of Twin Peaks Road View of strip mall landscaping and sidewalk adjacent to parking lot View of church wall, landscaping and meandering sidewalk I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1c_LandscapeUnit2.indd -KF Landscape Unit 2 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1c View of residential uses on the north side of Twin Peaks Road and Espola Road intersection Existing streetscape character north of intersection—walls and landscaping View at Mountain Road looking north—utility poles, fence variety, vegetation and drainage ditch Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-3 May 2013 pink flowering Indian hawthorne. Streetlights and utility poles/lines provide consistent elements within the viewshed. LU-3 (Mountain Road to Del Poniente Road) This unit contains topography that begins a gradual climb from the south, becoming more noticeable in the vicinity of Jerome Drive. Wooden utility poles and associated lines become more obvious, occurring on both sides of the roadway at some locations. Concrete sidewalks no longer occur and mature trees and shrubs appear to be closer to the roadway shoulder. The density of mature vegetation (e.g., in the vicinity of Durhullen Drive, see Figures 2.2-1d, Landscape Unit 3, and 2.2-1e, Landscape Unit 3) tends to screen adjacent homes from view at many locations. Most homes within view along this landscape unit appear to be single-story ranch style houses rather than two-story homes as observed in LU-2, and especially on the eastern side of the road provide a stronger connection to the previously rural character of this portion of Poway. Wooden fences approximately four to six feet in height and an occasional stucco wall appear intermittently along the western side of the roadway (and comprise strong elements within the view, as in the vicinity of Golden Sunset Lane), while the topography begins to slope upward along the eastern roadway shoulder. The drainage channel noted in LU-2 continues on the east side of the roadway within LU-3; the utility lines and poles also continue to provide strong elements within the existing viewscape. South of Del Poniente Road on the western side of the road, a small but dense stand of southern willow riparian forest comprises part of a City biological mitigation easement. (Although this small area of vegetation constitutes the beginning of native habitat stands that comprise critical constituents of LU-4, the Del Poniente Road/High Valley Road and Espola Road intersection creates a focal point that overrides the visual effect of the small stand of native habitat.) Single-family residential development also plays a part in the views immediately south of Del Poniente Road. LU-4 (Del Poniente Road/High Valley Road to just north of Willow Ranch Road) This unit begins at the above-discussed existing intersection of Espola Road and Del Poniente Road and continues north until the road widens to four-lane conditions. Mature vegetation dominates the viewshed from the intersection north; a small eucalyptus grove is located northerly of Del Poniente Road on both sides of the roadway (see Figures 2.2-1f, Landscape Unit 4, and 2.2-1g, Landscape Unit 4). The topography continues a gradual climb, becoming steep on the east side of the road, while there is a corresponding drop off on the western side of the road northerly of Del Poniente Road. Pedestrians in this unit generally walk along a narrow dirt pathway bordered by heavy vegetation or residential fencing. The eastern side of the road where the road begins to turn slightly eastward introduces a new element to the roadside view—it is covered with large rock outcroppings and native shrubby chaparral/coastal sage scrub vegetation. The single residence in this immediate vicinity is barn-like in architectural style and is fronted with citrus trees (Citrus spp.) immediately adjacent to the road. Mature evergreen trees assist in screening a water tank on the eastern slope in this area. Mature trees and shrubs (California pepper, eucalyptus, willow [Salix spp.] and laurel sumac [Rhus laurina]), wooden fences, steel guardrails and utility poles dominate the view along the western edge of the road. A drainage ditch also is located on the western side of the road (vegetated with southern willow scrub), as Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-4 May 2013 well as the drainage ditch on the east side of the road (noted in LU-2 and LU-3 [associated in LU-4 with a small eucalyptus woodland]). LU-5 (Just North of Willow Ranch Road to Titan Way) The topography of this unit is less dramatic, as the four-lane road becomes less steep, wider and straighter in this area. Large setbacks are associated with developments on both sides of the road. Professionally landscaped and maintained, the unit contains mass planting of groundcover and low growing shrubs with London plane trees (Platanus acerifolia) on the eastern side and silk oaks (Grevillea robusta), pines and eucalyptus on the western side (see Figure 2.2-1h, Landscape Unit 5). Manicured turf areas and a vine-covered masonry wall are also located on the western side. These landscaping elements are more visually cohesive than those associated with the individual lot plantings to the south. As noted above, the roadway begins to widen and the utility poles are no longer visible. Homes along this unit are not easily visible from the roadway. This unit has a more open and expansive feel than LU-1 through 4. The topography quickly flattens out at the top of the hill. As the crest of the hill is reached, the PCPA and PHS come into view. Titan Way is the third major intersection on Espola Road in the vicinity of the study area. The roadway widens to four lanes immediately south of the intersection of Titan Way. Concrete sidewalks begin to appear and the manicured landscaping continues through the intersection and beyond to PHS. Project Area Visibility A viewshed is comprised of all the surface areas visible from an observer’s viewpoint, including views located from the proposed Project (e.g., drivers on Espola Road), as well as viewers likely to be affected by visual changes brought about by project features (e.g., nearby residences). The Project viewshed generally is limited to the road right-of-way and the side streets that connect to it, although some more distant views are available. This is particularly true for drivers trending southerly along Espola Road as they look south toward the open space areas south of Twin Peaks Road. Regulatory Setting State Guidelines Section 15382 of the State CEQA Guidelines defines a substantial effect on the environment as “a substantial or potentially substantial adverse change in any of the physical conditions within the area affected by the project, including…objects of…aesthetic significance.” State CEQA Guidelines Section 15064(b) states that “the significance of an activity may vary with the setting…an activity which may not be significant in an urban area may be significant in a rural area.” While the Guidelines do not provide specific threshold criteria for visual impacts, the environmental checklist provided in Appendix A of this EIR identifies a number of evaluation criteria for visual impacts, including determination of substantial adverse effects to scenic vistas, I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1d_LandscapeUnit3.indd -KF Landscape Unit 3 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1d Views at Durhullen Drive looking north—fence/wall variation and existing vegetation Views from Golden Sunset Lane looking north—existing fencing on west side, more visible structures on east, curving road, bike lane I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1e_LandscapeUnit3.indd -KF Landscape Unit 3 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1e View of dense vegetation from Durhullen Drive to east side of Espola Golden at Sunset Lane View southerly along Espola Road from north end of Landscape Unit 3 – note abutting slope, bike lane, lack of existing pedestrian pathway I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1f_LandscapeUnit4.indd -KF Landscape Unit 4 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1f View northerly at Del Poniente Road/High Valley Road and Espola Road intersection, west side of Espola Road Views north of Del Poniente Road/High Valley Road along Espola Road—slope on west side of road evident, mature vegetation I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1g_LandscapeUnit4.indd -KF Landscape Unit 4 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1g View northerly – note more open habitat on east side of road, bike lane and narrow ditch edge used as a pedestrian pathway View north along Espola Road, east side of road – native habitat visible, lower residential density View northeast of Northcrest Lane I:\Gis\B\BAH-01Espola Rd\Map\EIR\ Fig2-2-1h_LandscapeUnit4.indd -KF Landscape Unit 5 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-1h View looking northwest from vicinity of Willow Ranch Road—standardized development landscaping on west side of road View north at corner of Willow Ranch Road View of northwest corner at Titan Way Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-5 May 2013 resources (e.g., trees and rock outcrops), visual character and illumination (i.e., new light sources). City of Poway Guidelines Policy A (Streetscape) of the City of Poway General Plan Community Development Element states that the City is to “seek to develop an attractive streetscape which reflects the rural, small town character of the City.” Strategies include: (1) streetscape design should encourage an aesthetic roadway area that integrates street hardware, signs, lighting, landscaping and pedestrian access; (2) screening such as solid walls or fencing should principally serve as a device to restrict visual and acoustical impacts, but should also be designed to enhance the streetscape; (3) where trees are now encroaching into the public right-of-way, the City shall establish a program that plants replacement trees in anticipation of removal of existing trees; and (4) all utilities, except electrical lines carrying more than 34.5 KV, should be located underground (City 1991a, as amended). Numerous strategies in City General Plan Master Elements note restriction of potential sound walls to eight feet in height (refer to regulatory discussion in Section 2.1). The City of Poway Municipal Code, Title 16, Chapter 16.43.010A(B) Environmental Review, states: Anything contained in this section to the contrary notwithstanding, if, in the opinion of the City Engineer and/or the Development Services Director, there are unusual conditions with respect to the property for which an application is filed which renders an environmental review desirable or necessary, the City Engineer shall refer the application to the Development Services Department for the aforementioned determination. Such unusual conditions include but are not limited to land located in…Scenic Corridor Zones or other areas officially designed by federal, state or local governments as scenic areas. The City Tree Removal Ordinance (PMC Title 12, Chapter 12.32 Urban Forestry, Section 12.32.110 – Tree Removal Permit) states that “The Director of Public Services, in cooperation with the Director of Development Services, shall administer the City’s tree removal permit program for trees growing on public property and trees growing on public rights-of-way.” Existing Visual Resources and Viewer Response Analysis Approach In order to provide an objective basis for what may otherwise be a subjective exercise, this analysis looks at both character and quality of the existing and proposed conditions. Visual Character Visual character generally can be defined through objective description of visual attributes within a project’s existing landscape. This is a descriptive and non-evaluative exercise (i.e., it is based on defined attributes that are neither good nor bad when viewed individually). Visual Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-6 May 2013 attributes include: (1) pattern elements and (2) pattern character components. Pattern elements are the basic art composition elements such as form, line, color and texture. For example, the large boulders in LU-4 are a good example of form, while a line of trees or utility poles may provide line elements. Pattern character refers to the dominance, scale, diversity and continuity of the landscape. An example would be the existing 60-foot tall trees along Espola Road that provide an element of scale and closure over the roadway. Physical character factors relevant to the Espola Road area include:  Landform – often defined by edge and outline  Vegetation – habitats (riparian, chaparral, developed landscaping, etc.) that differ in appearance  Color – differentiation between otherwise identical elements based on hues  Diversity – the number, variety and intermixing of viewshed elements Visual Quality Visual quality is evaluated by identifying the vividness, intactness and unity present in the viewshed. The three criteria are defined as follows:  Vividness is the visual power or memorability of landscape components as they combine in distinctive visual patterns.  Intactness is the visual integrity of the natural and human-built landscape and its freedom from encroaching elements. It can be present in well-kept urban and rural landscapes, as well as in natural settings.  Unity is the visual coherence and compositional harmony of the landscape considered as a whole. It frequently attests to the careful design of individual components in the landscape. Other elements may include harmony (a proportionate combination of form, line, color and texture), adjacent scenery (areas beyond the current view that affect perception of the area being viewed) and/or scarcity (the [in]frequency of occurrence of a view within a region). Existing Visual Resources Existing Visual Character Poway has changed its character substantially over the past 40 to 50 years. At the beginning of this period, the Poway community (not yet an incorporated City) still focused on ranching and farming. Espola Road in this portion of the community was rural in nature, edged by a few homes on the eastern side of the roadway toward Twin Peaks Road, homes on Jerome Drive, and in High Valley. A sheep farm was located on the northwest corner of Twin Peaks Road and Espola, horses were sold in the vicinity of the current high school and avocado groves predominated in High Valley. A few other scattered homes and a lot of open space (primarily scrub habitat) comprised the rest of the setting at that time. Since then, development of individual lots has intensified and a number of tract developments have been built, particularly on the western side of Espola Road in LU-2 and LU-5. Commercial and community support Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-7 May 2013 services (educational, recreational, religious and business) have been developed either within the study area or adjacent to it. Views to any open space areas now represent variation within the primarily developed environment, instead of providing the primary character element within the viewshed. As discussed above, although representative overall of a developed (and still intensifying) suburban environment, five distinct zones or subsets have been identified that have their own landscape character. While overall character is primarily suburban/built up in nature, small areas of native vegetation are intermittently visible and larger open space areas (particularly to the south of the Project) are within the viewshed of roadway drivers. Structure style and size largely vary by lot, as can the sizes of the lots themselves. Residential and other developed uses along the roadway are heavily landscaped. Ornamental species chosen and intensity of landscaping varies along stretches of the road with older or individually built homes, and is more consistent in appearance along the larger or commercial developments. Existing Visual Quality LU-1 primarily reflects visual quality conditions created by past road widening improvements that match the Project in terms of width. The intersection at Espola Road and Twin Peaks Road has been improved to accommodate high capacity traffic conditions with multiple turning lanes. The existing visual quality is compromised by the width of the paved travel way (approximately 80 feet on the southern side) with no road-related landscaping. Additionally, although the parking lot has a landscaped verge, the commercial building at the southwestern corner of the strip mall lacks an adequate setback to allow for landscaping. LU-5 consists of uniform development fronted by a large setback supporting professionally maintained landscaping in a single style, and also currently represents completed development. Although not unique, it is pleasing in effect due to its consistency and well-maintained state. Although clearly transitional in nature, LU-2 through 4 represent a number of visual quality conditions that are common to older rural roadways where vegetative screening has been established by individual homeowners over several decades and represents a wide range of planting schemes. The vividness of the landscape is low; as it is generic to long stretches of a local rural environment. This is not to say the existing landscape is without visual benefit—but it is neither unique nor as distinctive as the segments of Espola Road to the south and north (outside of the Project study area). Overall, the setting is no longer “rural” (defined as pertaining to the countryside or farms), but is strongly suburban, “a bedroom community…urban fringe development without a center of its own” (Morrow 1987). In this context, intactness is considered low. Both front and rear yards abut Espola Road in LU-2 through 4. Front yard landscapes are generally more visually pleasing than backyards adjacent to the road right-of-way, but both contribute to the suburban experience. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-8 May 2013 Methods of Predicting Viewer Response Viewer response is composed of two elements: viewer sensitivity and viewer exposure. These elements combine to form a method of predicting how the public might react to visual changes associated with a proposed project. Viewer Sensitivity Viewer sensitivity is defined both as the viewers’ concern for scenic quality and the viewers’ response to change in the visual resources that make up the view. Local values and goals may confer visual significance on landscape components and areas that would otherwise appear unexceptional. Viewer Exposure Viewer exposure is typically assessed by measuring the number of viewers exposed to the resource change, type of viewer activity, duration of the view, the speed at which the viewer moves, and position of the viewer. High viewer exposure (in numbers and/or duration) heightens the importance of early consideration of design and its role in managing the visual resource effects of a project. Existing Viewer Sensitivity Viewers of Espola Road may enjoy the existing mature trees (some over 60 feet high), large screening shrubs and informal landscapes typical of older landscapes (i.e., front yard orchards). In addition, heightened viewer sensitivity can be anticipated due to scenic qualities along segments of Espola Road, and the designation of Espola Road as a local scenic roadway by the City. Within the Project study area, however, existing traffic levels and associated congestion have lessened this experience. The higher quality scenic landscapes along Espola Road occur to the north at the gateways to the City’s parkland (i.e., the Preserve) and south of Twin Peaks Road where views become more expansive and natural. Viewer sensitivity to change would be expected to be high in these areas (located beyond the footprint of proposed Project changes). Also, given the fact that the proposed Project is bordered on the south and the north by road improvements more developed (i.e., four lanes in width, with standardized consistent landscaped verges) than the proposed Project, viewer sensitivity to proposed modifications generally is considered to be moderate in LU-2 through 4. Due to its commercial character, viewer sensitivity to future changes (not proposed as part of this Project) in LU-1 has been given a low rating. LU-5 consists of a well-maintained and professionally designed landscape with mature vegetation. Viewer sensitivity is considered to be moderate. Existing Viewer Groups, Viewer Exposure and Viewer Awareness Viewers of the areas proposed for improvement include drivers/passengers of vehicles on Espola Road, and numerous cross streets (e.g., Twin Peaks Road, Del Poniente Road, etc.) abutting the Project alignment. Area residents, bicyclists, equestrians and pedestrians also make up a smaller percentage of the viewers along the Project alignment. Exposure to the Project area for the Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-9 May 2013 majority of viewers (average daily traffic of over 21,000 was noted along Espola Road between Golden Sunset and High Valley Road [KOA Corporation 2006], while approximately 76 homes abut Espola Road) varies depending on traffic levels. Without heavy traffic, travel time from Twin Peaks Road to Titan Way is just over two minutes (timing included driving at the posted speed limit of 45 miles per hour and stopping for a 15-second interval at the Del Poniente Road traffic signal). During peak traffic periods the exposure may be approximately five minutes. Therefore, although drivers passing through the area are expected to note Project-related changes to the roadway, and be affected by them, their primary focus on speed of travel and interaction with other drivers on the road, together with the relatively short duration of exposure time, are expected to render aesthetics changes secondary concerns. Residential viewers or area residents using the City trail or bikeway system along Espola Road would be expected to be more sensitive to changes in the immediate viewscape. For these viewers, the roadway setting can provide an often-seen and intimately known view that contributes to the sense of home or the broader community. These viewers are expected to be extremely aware of all changes associated with proposed Project improvements. While some are expected to welcome improvements in driving time and safety associated with the Project, past experience shows that a number of these residents will strongly desire retention of existing conditions. Anticipated Viewer Response Based on the relatively short distance of the proposed improvements and the: (1) connection to similarly wide roadway alignments at the north and south ends of the Project, the heavy level of existing traffic congestion and the relatively brief exposure time; balanced against the (2) local residential interest in maintaining existing patterns, an overall moderate viewer response to the Project is anticipated. 2.2.2 Thresholds of Significance The Project would result in significant impacts to visual/aesthetics resources if it would:  Obstruct any scenic vista, view or view corridor open to the public or result in creation of an aesthetically offensive site open to public view.  Destroy or substantially modify a scenic route or scenic resource.  Fail to conform to a City ordinance designed to protect visual amenities in the City. Assessed impacts may vary in intensity, as indicated below. The City also has an Urban Forestry Ordinance (Section 12.32.110C) that requires a permit be obtained from the City prior to the removal of specific trees within public right of way. The City’s Public Works Department has indicated that a permit would be required for the overall Project and replacement requirements would be satisfied by the Project landscape plans prepared as a part of the environmental review process and final construction documents. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-10 May 2013 2.2.3 Impacts Visual impacts are determined through assessing the visual resource change associated with Project implementation in conjunction with the anticipated viewer response to that change. Project visual effects would be both temporary (during construction) and permanent (following roadway widening). Visible elements of the Project are summarized below, followed by analysis of those elements for LU-2, 3 and 4. The focused analyses are followed by an overall summary of potential Project visual effects. Permanent Impacts Roadway Improvements Within LU-2 through LU-4, approximately 1.2 mile of Espola Road would be expanded from two to three lanes in width, which would result in this section of the road more closely matching portions of the road immediately north and south of the improvements (in LU-5 and 1, respectively). Project-associated improvements in these latter two units would be focused on subsurface drainage improvements, changes in roadway striping to accommodate the intervening and abutting roadway widening, etc. No long-term visual changes are proposed for these units as a result of Project implementation and these LUs are not further addressed in the impact analysis below. In addition to widening two-lane portions of the roadway to three lanes, a number of other design elements would be implemented in LU-2, 3 and 4. Pedestrian improvements would include concrete sidewalks on both sides of Espola where such facilities do not currently exist, and bike lanes would be re-striped adjacent to curb for the full length of the improvements. These improvements would result in widening of an existing facility with varying widths and levels of associated improvements (drainage improvements, privacy fencing, individualized landscaping, non-contiguous sidewalks, etc.) to a standardized roadway width with associated consistent sidewalks and landscaping elements (see below). Street lights would be moved to the edge of right-of-way and reinstalled. Project improvements also include the undergrounding of existing overhead utility lines and the elimination of associated poles. Project Landscaping Plan A landscape theme has been designed to conform to City Streetscape goals and requirements, enhance the viewer’s visual experience following roadway improvement, and minimize potential adverse effects associated with potential sound wall installation resulting from noise mitigation (see additional discussion below). City staff have thoroughly reviewed this Conceptual Landscape Plan for appropriateness to this specific street. Per California Invasive Plant Council (Cal-IPC) list, no invasive species are included in the plant palette. Additionally, bioswales with rocks and plants to control runoff amount and contribute to water quality are incorporated into the plan. These features would be incorporated into the streetscape. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-11 May 2013 The final palette contains both native and non-native plant species that:  Are on the City’s approved plant list  Are not prohibited by the City from being planted in proximity to structures due to fire concerns  Are suitable for areas regularly irrigated and subject to pruning  Can tolerate planting in a relatively narrow parkway with adjacent areas of high vehicular and pedestrian traffic  Are appropriate for areas immediately adjacent to pedestrian/children use areas (i.e., are neither toxic nor contain excessive thorns)  Appropriately relate to existing landscaping to be removed  Accommodate natives to the extent possible, particularly through hydroseeding immediately adjacent to isolated pockets of retained native habitat along the roadway. (The reader is referred to Section 2.4 of this EIR and the Project Biological Technical Report [Appendix C] for information related to biological impacts and mitigation.) A number of specific native plants were reviewed for potential inclusion. For example, western redbud (Cercis occidentalis), was considered but was determined to be too small at maturity to provide the proper scale for a street tree. Coast live oak and sycamore (Platanus occidentalis) trees were considered due to their adequate height at maturity and the sycamore’s ability to tolerate water, but were determined to not be feasible because of the narrow landscaping area available along the roadway. Laurel sumac (Rhus laurina) would tolerate irrigation but was rejected by the City for use along pathways used by pedestrians and equestrians due to its toxic elements. The Conceptual Landscape Plan (Figures 2.2-2a through 2.2-2f) shows that street trees (currently proposed to be cork oak) would be clustered in relaxed patterns along the roadway, and would satisfy the City’s requirement for one street tree every 30 feet. Parkway shrubs would include rock rose, eriophyllum, Douglas iris, deer weed, and Cleveland sage. Grasses would include deer grass, red bunny tails and blue bristle grass. Bands of coble and intermittent boulders would contribute to a unified parkway look. Intersection planting at Espola Road and Twin Peaks, Del Poniente and Titan Way would provide focal points, extending approximately 150 feet from intersection corners. Within 50 feet of the intersection, flowering shrubs less than 30 inches in height (yarrow, Sharon’s delight white rose) would be planted, in order to maintain visibility while providing a splash of color. Trees would be planted in the remaining 100 feet of intersection landscape, and would include sweet gum at Twin Peaks, London planetree at Del Poniente, and maidenhair tree at Titan Way. Existing and proposed walls would be planted with Boston ivy vines planted approximately 10 feet on-center. Existing fences would not be planted. Landscaping would vary in style based on the width of the verge that would be available for planting as well as locations of Project bioswales. As discussed in Section 2.4 of this EIR, the Project would include the removal of native habitat located along Espola Road, including coastal sage scrub, southern willow riparian forest and southern mixed chaparral. All of these areas would be mitigated for biological impacts off site, at identified mitigation areas. In order to address potential visual continuity effects, however, fill slopes that impact native habitat would be hydroseeded with native species from adjacent native Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-12 May 2013 habitats. Specifically, (1) slopes on the western side of the roadway between Jerome Drive and High Valley Road would be revegetated with southern willow riparian forest habitat species and coastal sage scrub habitat species, as appropriate, (2) slopes on the western side of the roadway between High Valley Road and Northcrest Lane would be revegetated with coastal sage scrub habitat species, and (3) slopes on the eastern side of the roadway between High Valley Road and Northcrest Lane would be revegetated with southern mixed chaparral habitat species. Project Walls – Walls Recommended for Noise Mitigation and Retaining Walls As discussed in Section 2.3, Noise, both existing and future noise levels along portions of this section of Espola Road exceed City standards. The City is therefore taking the opportunity to provide sound barriers to address these exceedances as possible during Project construction. Preliminary information on the potential physical location and height of recommended noise barriers is provided on Table 2.3-3. In general, sound walls of six to eight feet in height are proposed, although a few walls may exceed those heights (also as indicated on Table 2.3-3). Figure 2.3-2 schematically indicates the proposed wall locations. Retaining wall locations and heights are shown on Figures 1-4c through 1-4e. These walls would be built in accordance with City standards for walls abutting roadways (see Figure 2.2-3a, Typical City Sound Walls, and Figure 2.2-3b, Typical Sounds Walls with Vegetation Screening, for typicals) and would consist of tan slump stone (16 by 6 by 6 inches high) with a 2-inch slump stone cap. This would be consistent with walls built along other primary City roadways, such as Community Road and Pomerado Road. The need to adequately screen these walls provides an additional major focus of the Project landscaping scheme. In general, native vines do not “climb” without use of wiring. No native vine species would cover the proposed sound walls without extensive and continuous maintenance that exceeds the long-term commitment the City can make for a single isolated roadway. In addition, and perhaps most important, most native vines are deciduous, which would cause walls to be generally exposed during several months of the year. As the purpose of the vine is specifically to mask the presence of the sound walls, evergreen perennials are strongly preferred. For these reasons, Project sound and retaining walls are proposed to be planted with Boston ivy (Parthenocissus tricuspidata), which would provide coverage of most of the walls with a slightly enhanced maintenance scheme to which the City has committed (see Section 2.2.4). In the event that a sidewalk immediately abuts a proposed sound (or existing sound/privacy) wall with inadequate space for a routine planting space, a cut out would be made into the sidewalk, and a vine would be installed. Landscape Unit 2 Within LU-2, right-of-way remains the same as existing road conditions. Some small incursions into existing streetscape would occur on the east side of the roadway. The existing sidewalk, as well as shrubs and evergreen trees currently located within the yards on the west side of the roadway would be retained, as would the shrubs and trees on the east (roadway) side of the existing six-foot wall in the area just north of Twin Peaks Road. Although small incursions would be made into existing vegetation where residential landscaping would be removed, most I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2a_ParkwayLandscape.indd -EV Parkway Landscape Theme ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2a I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2b_IntersectionLandscape.indd -EV Intersection Landscape Theme ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2b I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2c_BioswaleSoundWall.indd -EV Bioswale and Sound Wall Landscape Themes ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2c - FESCUE SPP, FESCUE GRASS - PARTHENOCISSUS TRICUSPIDATA, BOSTON IVY I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2d_LandscapeSitePlan.indd -EV Southern Segment Typical Landscape Elements ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2d EXISTING IMPROVEMENTS I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2e_LandscapeSitePlan.indd -EV Central Segment Typical Landscape Elements ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2e I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-2f_LandscapeSitePlan.indd -EV Northern Segment Typical Landscape Elements ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-2f Typical City Sound Walls ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-3a 20 x 15 x 40 cm (8” x 6”x 16”) Slump Block Color, Tan 20 x 5 x 40 cm (8” x 2”x 16”) Flat Cap Color, Tan 48 x 48 cm (19” x 19”) 2” thick Slump Block Column Cap Color, Tan 40 x 20 cm (16” x 8”x 16”) Slump Block Column Color, Tan 2.03 to 2.54 m (6’x8”- 8’x8”) 1.08 to 2.4 m (6’x0”- 8’x0”) 7.3 m (24’-0”) I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-3a_SoundWalls.pmd -EV Typical Sound Walls with Vegetation Screening ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-3b Vine covered sound wall on Espola Road south of Twin Peaks intersection. City sound wall with planted vegetation along Twin Peaks Road just west of Espola. I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig2-2-3b_SoundWallsVeg.pmd Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-13 May 2013 planting (including large-scale and mature vegetation) would be retained, and would continue to provide a verdant element on the east side of the road. Overall, the Project landscape scheme is anticipated to appropriately compensate for the relatively minimal visual loss of mature planting within this landscape unit. It would also introduce some diversity, due to incorporation of bioswales, with their edging grasses and rock elements in addition to the parkscape planting scheme. No significant adverse impact is assessed to vegetation removal in LU-2. A primary potentially adverse visual element associated with the proposed Project would be installation of recommended sound walls where such walls are found to be both reasonable and feasible. Starting at the end of the existing block wall (to be rebuilt) that edges the housing development located at the corner of Espola and Twin Peaks roadways, noise walls would continue northerly between the homes and roadway, ending at Los Nietos Avenue. These walls are proposed to vary in height from six and one-half feet to seven and one-half feet (B1-S), with one segment of nine foot wall (B1-N). North of Los Nietos Avenue, walls from seven and one- half feet to eight and one-half feet would continue, wrapping around the northern portion of the lot abutting Mountain Road on the west side of Espola Road. These walls would provide a consistent built visual element on the west side of this Espola Road segment. They would be similar to the existing noise wall they would replace, but also would replace local backyard fencing and walls between this point and Mountain Road, and would contain the wrap around feature at road breaks (see Figure 2.3-2). The small segments of wall exceeding eight feet in height also would exceed City planning thresholds for sound walls. The reader is referred to Sections 2.1.1 and 2.1.3 of this EIR for discussion of why exceedance of this land use policy resulted in an identified significant impact for inconsistency with City policy. In this discussion, the focus is on visual effect of the higher walls and whether they would result in adverse “on the ground” visual impact. While the overall character of this suburban area would not change in type, the standardization of the wall design and Project-mandated landscaping would diminish some of the variety of walls, fences and vegetation seen in existing conditions. The walls abutting roadway improvements (sidewalks, parkway, etc.) would be planted with screening vegetation as part of Project design. In this area, where no right-of-way expansion would occur on the west side of the roadway, cut- outs may be made into the existing cement and climbing vines would be planted where walls would be adjacent to restricted planting space. All areas where planting cut-outs are required shall meet all Americans with Disabilities Act requirements. The walls would be visually consistent with existing walls, and Project-related vines would exceed current screening of much of the existing wall and many of the fences within this unit. No sound walls would be built on the east side of Espola Road in LU-2, minimizing Project changes related to solid barriers to this brief segment that already contains some sound walls and is most adjacent to a major signalized four-way intersection with church and commercial uses. The walls by virtue of their varying heights would provide some visual interest and would not result in a solid consistent height line for this distance. The exceedance of the City-preferred height (by one foot) is also visually small. No significant impact to this suburban area is identified based on vegetatively screened soundwalls ranging from six and one half to nine feet in height. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-14 May 2013 One area of concern, however, is the fact that in order to adequately serve their screening function, vines would need to be espaliered, which is fairly labor intensive in terms of routine City landscaping maintenance activities (see Figure 2.2-2a, where vines have not been espaliered, but were allowed to “clump”). While changes to character and visual quality are assessed as generally equivalent for the existing conditions and future buildout conditions once plants mature, concern over potential lapses in vine training and maintenance, with resultant failure of a portion of the landscaping program, results in assessment of an adverse visual effect for this issue. Mitigation for this issue is proposed in Section 2.2.4, below. In terms of landform modification, grading would be minimal, primarily located on the east side of the road and not visible once replanted. No significant impact is identified. Landscape Unit 3 Within LU-3, right-of-way would be visually consistent with existing conditions on the east side of Espola Road (small changes in right-of-way would occur only where improvements would be made across a few existing driveways). A similar situation occurs on the west side of Espola Road until north of Durhullen Drive. From Durhullen to Del Poniente, new road right-of-way would be required, varying from virtually nothing to nine feet over existing conditions. This unit, which is approximately 0.5 mile in length, would lose some existing vegetation from both sides of the road, with the “greatest” incursions into dense mature vegetation on the east side of the roadway. This would occur in the area north of Mountain Road, south of Golden Sunset Lane, and south of High Valley Road. Most of the existing landscaping would be retained on the east side of the road, and would continue to provide visual relief to viewers in this area, some of the existing dense stands of vegetation growing parallel to the road would be removed. This would occur in isolated areas north of El Topo Drive and south of Golden Sunset Lane, and north of Jerome Drive and south of High Valley Road. For the brief duration of time during which viewers would be passing this area and looking toward the landscaping, this would substantially change the established nature of the planting, and the immediate view in this area. Structures and yards currently shielded by these mature plants would become more visible and a number of established trees (visually pleasing in their own right) would be removed. Although occurring from Mountain Road northerly, the change on the west side of Espola Road due to vegetation removal is expected to be less visually intrusive. In part this is because some of the denser vegetation associated with the residences on the west side of the road is further set back from the existing roadway pavement than is true for the east side of the road. In other cases, what abuts the road is simply an extension of substantial landscaping separating homes along the property lines, which would be retained just west of Project-related improvements, and would continue to provide visual relief. Some visual loss is anticipated for the second parcel north of Durhullen Drive (see Figure 2.2-1d), where mature vegetation currently leans over fencing toward Espola Road. Just south of Del Poniente, small incursions would be made into an area of native habitat. Visually, it is not anticipated that there would be a noticeable change—a small area of Diegan coastal sage scrub is backed (and in some cases surrounded) by southern willow riparian forest, which extends to the west and would appear virtually untouched by any Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-15 May 2013 Project effects (refer to Section 2.4 of this EIR for an assessment of potential biological resources impacts). While each of the vegetation removals described above would be considered adverse prior to project landscaping, Project design incorporates landscaping augmentation, including slope revegetation using Diegan coastal sage scrub and southern willow riparian forest species in the specific areas noted above. The Conceptual Landscape Plan (Figures 2.2-2) specifies a constant streetscape planting scheme as described for LU-2, punctuated by the focal intersection planting at Del Poniente/High Valley Road with London planetrees. Similar to LU-2, the Project landscape scheme is anticipated to appropriately compensate visually for loss of mature planting within this landscape unit, and would contribute to the City’s goal of providing a unifying visual element along this primary City roadway. No significant adverse impact is assessed to vegetation removal in LU-3. Sound walls also have been preliminarily identified within LU-3, and potentially would provide visually intermittent Project elements on both sides of Espola Road. Walls on the west side of the road (see Figure 2.3-2) would shield one lot north of Mountain Road, and one lot south and two lots north of Durhullen Drive and Evergreen Lane. On the east side of the road, walls are recommended for one lot immediately north of El Topo Drive, one lot just north of Golden Sunset Lane, and three lots located between Jerome Drive and High Valley Road on the east side of the road. Excluding Wall B3 (immediately north of Mountain Road at seven and one-half feet in height), each of these recommended walls are proposed at six feet in height. Each of these walls is consistent with City preference for sound walls to be no higher than eight feet along arterials. In the area just north of Durhullen Drive and Golden Sunset Lane, there is potential for noise walls to be sited on each side of the road for a distance of approximately 200 feet. The potential for visual “tunneling” was therefore reviewed. A slight bend in the road is situated at this location, which orients views (very) slightly easterly for travelers from the north. For those from the south, the fact that the elevation of the road is beginning to build at this point provides some distraction, as well as broader views to more varied topography beyond the roadbed. Both walls would be covered in ivy. Finally, the additional width of the expanded roadway softens any potential tunneling effect for this short distance. The effect is considered adverse but less than significant. While the standardization of the wall design and Project-mandated landscaping would diminish some of the variety seen in existing conditions, the overall character of LU-3 would not change in type. A less than significant impact is identified. Grading would be fairly minimal until south of Golden Sunset Lane on the east side of Espola Road. This larger area would require a bit more time for revegetation to take hold. Closer to Jerome Drive and northerly to High Valley Road, cut would be required on the east side of the road to improve road entrances or private driveway access to Espola Road. Under existing conditions, the slope is fairly vertical, and approximately 12 feet in height and steeper than 1:1 in grade. Although higher than the existing 12-foot cut, the modified slope would be somewhat gentler than the current cut conditions. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-16 May 2013 Unlike sound walls, Project retaining walls required by design have a wide range in size, generally being highest in the middle and much lower at their northern and southern extents where they tie back into existing or un-retained soil. Two retaining walls would abut Espola Road between Jerome Drive and High Valley Road. Portions of both retaining walls would be sited under proposed sound walls (B11 and B12; see Figures 1-4c and 2.3-2). Wall B11 would be located on top of a retaining wall ranging from 2 to 11 feet in height, and would therefore result in a combined maximum height of 17 feet in the area of sound wall with the highest retaining wall portion. Wall B12 would be located on top of a retaining wall ranging from 2 to 9 feet in height, thereby resulting in a maximum height of 15 feet at its tallest point. These two retaining/sound walls are located on parcels contiguous to each other. Although broken by a driveway, wall features would be visible for a total of approximately 330 feet, and would combine to create a notably different built element from any walls currently edging the road. Although the retaining wall would be replacing relatively steep existing slope segments, and would receive screening by ivy, the nature of these walls substantially varies from other wall segments on this stretch of Espola Road. The vertical elements at their highest points are also out of “human” scale and would result in a different experience for pedestrians using the sidewalk for the length of these features. A significant visual impact is therefore identified. A shorter two- to seven-foot curved wall would be associated with driveway improvements upslope and off Espola Road on a private parcel two homes south of High Valley Road (see Figure 1-4d). This wall would not be landscaped by the City, but would be consistent with other wall sizes in the area. This consistency, combined with its location slightly off road, results in no adverse impact being identified. In order to minimize incursion into two private property parcels as well as native habitat on a City-owned parcel (north of Evergreen Lane and south of Del Poniente Road on the west side of Espola Road), several retaining walls would be required. These would range in height from two to nine feet, three to seven feet, and three to five feet, respectively. The walls would be lower than the roadway and not visible from Espola Road. North- and southbound simulations shown in Figure 2.2-4, Photosimulation from Key View 1, and Figure 2.2-5, Photosimulation from Key View 2, are illustrative of typical proposed Project modifications. The locations are both within LU-3, and both reflect locales where the road is two-lanes wide on relatively level topography, with no visibly wider portions to distract from proposed roadway improvements. Similarly, both north- and south-looking views were chosen where other distracting elements (for example, curves in the road or open views to adjacent topography) would not diminish visual effects of Project-related modifications. As depicted in the simulations, the visual experience related to road width would not be substantially different from current conditions. Although proposed walling would be more consistent in location and style than under current conditions, given the variety in height and massing, large and mature vegetation on abutting lots would continue to provide notable edging elements to roadway views. Visual distractions that currently exist relative to overhead utility poles and lines would be eliminated, opening up views to distant hills, as well as the noted private vegetation. K:\- PROJECTS\B\BAH-01\simulations\layout\Sim Figures.indd -KM Photosimulation from Key View 1 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-4 Key view of existing conditions Simulation of proposed project K:\- PROJECTS\B\BAH-01\simulations\layout\Sim Figures.indd -KM Photosimulation from Key View 2 ESPOLA ROAD IMPROVEMENT PROJECT Figure 2.2-5 Key view of existing conditions Simulation of proposed project Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-17 May 2013 The anticipated changes to visual quality and character resulting from implementation of the proposed Project includes improvements to unity and intactness for quality and moderate/low changes to the suburban character. Overall, the combination of the undergrounding of aboveground utilities and implementation of the Conceptual Landscaping Plan would result in positive changes in visual unity and intactness, while retaining a variety of elements associated with background landscaping in private yards. Landscape Unit 4 This unit, which is approximately 0.4 mile in length, would lose existing vegetation from both sides of the road. Some incursions into dense and tall mature vegetation would occur on the west side of Espola Road north of Del Poniente into eucalyptus woodland. The trees/canopy that would be removed are backed by much larger portions of retained habitat and the visual effect is expected to be minimal. On the east side of the roadway, some incursions would be made into southern mixed chaparral, a scrub habitat (see Figures 1-4d, 1-4e and 2.4-4a). A substantial amount of existing vegetation on both sides of the road would be retained, and once Project implementation is completed, the loss of portions of the eucalyptus stands and chaparral is not expected to be noticeable. Immediately south of Northcrest Lane on the west side of Espola Road, there is a potential for adverse effect. It appears that shrub and trees on this parcel would be retained, but a retaining wall is proposed to support the slope and minimize encroachment into the parcel. If some of this vegetation is removed during construction of the retaining wall, visual conditions could change as this residential landscaping is not backed by substantial amounts of contiguous and similar planting. For the brief duration of time during which drivers would be passing this area, therefore, and looking toward the landscaping, the proposed Project could substantially change the established nature of the planting, and the immediate view in this area. Structures and yards currently shielded by these mature plants would become more visible and a number of established trees (visually pleasing in their own right) would be removed. While this is considered adverse, Project design would result in substantial new landscaping (see Figure 2.2-2e). Similar to the assessment for LU-2 and 3, while adverse in the short-term, the Project planting scheme is anticipated to appropriately compensate for visual loss of mature planting within this landscape unit over the long-term. A significant visual impact associated with loss of southern mixed chaparral species on the east side of the roadway would require mitigation (see Section 2.2.4) where the habitat would be impacted. Ultimately, it is anticipated that the Project- mandated uniform planting scheme would support the City’s goal for the roadway to provide a unifying visual element in this portion of the City. In addition, the scheme would transition well into the already wholly standardized landscaped setting of adjacent LU-5. Overall, no significant adverse impact is assessed to vegetation removal in LU-4. Sound walls preliminarily have been identified as necessary on the west side of the road within LU-4 (see Figure 2.3-2). Walls on the west side of the road would be associated with three parcels between Del Poniente Road and Northcrest Lane (at eight feet, eight feet, and six feet in height, respectively), and one parcel just north of Northcrest Lane (six feet high). These walls Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-18 May 2013 are consistent with City standards for sound wall height. While the overall character of this suburban area would not change in type, the introduction of the wall design and Project- mandated landscaping would contribute to the uniformity in design being introduced by the proposed Project. Another eight-foot sound wall is proposed upslope of the road on the east side of the roadway between High Valley Road and Northcrest Lane. Wrapping around the residence, upslope and offset from the roadway, it is expected to look like a private privacy/patio wall rather than a roadway element once it is in place. Existing trees and shrubs located to the west and south of the proposed wall would remain. No adverse visual effect is assessed to roadway implementation based on this wall. In terms of landform modification, the east side of the roadway in LU-4 would require a series of retaining walls to support slopes and minimize impacts to private property and native habitat. These walls would occur for lengths of approximately 180 feet just north of High Valley Road, 220 feet in the vicinity of Northcrest Lane and 200 and 80 feet (respectively) near Willow Ranch Road and would range in height from two to eight feet, with two walls topping out at seven feet and one at five feet. These retaining walls are designed to minimize cut into naturally steep and high landform and would result in a modified landform feature immediately abutting the road. No ridgeline would be affected by the proposed road widening. Where no Project retaining walls would be installed, excavation cut into any slope would be hydro-seeded with vegetation similar to existing conditions and—following revegetation required as part of the Project—would result in a visual landform effect very similar to existing conditions. Where walls would be provided (see Figures 2.2-2e and 2.2-2f), shrubs, street trees and/or vining would be installed as part of Project design. Planting in this area is anticipated to be quite heavy, as depicted on Figures 2.2-2e and 2.2-2f. Three- to seven-foot soil fill areas would be located on the west side of Espola Road north of Del Poniente and south of Willow Ranch Road. Although numbers of viewers looking eastward from west of the road would be small, the slope, in conjunction with the vegetation removal discussed above for this area, would result in short-term adverse impacts to visual quality for those viewers. Upon implementation of the Project landscaping plan, any residual adverse effect related to fill is anticipated to be nominal. In this stretch of Espola Road north of High Valley Road and south of Willow Ranch Road, proposed sound walls on the west side of the road would be balanced by visible retaining walls on the east side. This would create a new visual experience on this segment of Espola Road, consisting of built elements to both sides of the viewer. Potential visual tunneling effects would be somewhat offset by road slope and slight curving of the road—especially for individuals moving south, as expansive valley views draw the eye—and the upward view would be widened by undergrounding of overhead utility lines. In addition, the Project would also bring LU-4 into greater consistency with LU-5. There is currently a demonstrably different visual experience between these two segments (refer to Figures 2.2-1g and 2.2-1h). Although preference for one visual experience over the other will variously be held by individual viewers, Project improvements would support City goals of a more consistent streetscape. As indicated above, Project landscaping is also proposed to be heaviest in this area. Overall, an adverse but less than significant impact is identified to these changes. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-19 May 2013 Temporary Impacts Temporary visual effects associated with Project implementation relate to the interim period between removal of existing vegetation and establishment of the Project landscaping programs, as well as activity at the Project staging area. During Project implementation, construction activity would necessarily result in visual effects along the roadway. Construction equipment would be actively grading existing slopes and extending roadbed, in conjunction with removal of existing vegetation in these locations. This change from established conditions to a linear construction zone would constitute an adverse temporary visual effect. As discussed in Chapter 1.0 of this document, however, construction is anticipated to take approximately 12 months. The relatively short-term nature of this adverse effect, combined with its narrow visual extent (edging the existing roadway and backed by a variety of existing and continuing visual elements) and limited exposure (approximately two to five minutes for the majority of viewers to traverse the entire Project area) combine to render these impacts less than significant. As noted elsewhere in this EIR, a fenced staging area located on the south side of Twin Peaks Road would be used during construction activities to store construction materials (e.g., drainage pipe, slump stone for walls, etc.) and equipment (machinery and tools) when not being used as roadway improvements are being implemented. This area is owned by the City and is used for this purpose when any City construction is ongoing in the area. No significant impact is identified. Summary of Project Impacts Scenic Roadway Status As noted above, the roadway is designated a local scenic roadway. The improved portion of roadway would continue to provide access to scenic and recreational resources along the route to the north and south of the Project (e.g., Poway Lake). Given the: (1) consistency with a large number of existing visual elements, (2) replacement of a substantial amount of the removed vegetation, (3) short period of time that viewers accessing these facilities would be on the subject portion of the road, and (4) information from City staff that this portion of the road did not contribute to the City designation of the overall route as visually sensitive, no adverse visual effect is assessed to inconsistency with scenic roadway status. Mature Tree Removal Consistent with City policy regarding removal of trees for public works projects associated with City roads, a permit would be obtained for removal of mature oaks or sycamores covered under this ordinance. Removal of landscape trees greater than three inches diameter at breast height would require replacement, typically at a 1:1 replacement ratio or at a ratio determined by the Director of Public Works. A mitigation measure to ensure that this measurement is completed is included in Section 2.2.4, below. Conformance with the City ordinance is a Project design Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-20 May 2013 element. As a result, no adverse visual effect related to non-conformance with an ordinance designed to protect visual amenities in the City would occur. Effects of Road Widening on the Visual Experience Project development would not result in the introduction of a new, linear facility through previously pristine, or inaccessible, natural terrain and would not open up new areas to development. Project implementation would contribute to continuation of the ongoing change in visual aspect/character of this portion of Espola Road that has been occurring over the past few decades. As noted above, portions of Espola Road immediately north and south of the proposed Project are already improved to four lanes in width. This analysis has addressed the last portion of this road abutted by relatively intense development that has not been upgraded; a relatively short segment approximately 1.2 miles in length. Currently, the Project portion of the road is perceived as a relatively narrow by-way. Built to accommodate much lower traffic volumes, it is generally responsive to minor changes in landform, incorporating some curves in addition to straighter sections. The lightly winding nature, combined with the mature existing vegetation, harkens back to a country road ambience in some areas. While originally rural in nature, the road is now overall suburban in character, although a number of rural elements, such as inconsistent pedestrian amenities, non-standard lot sizing, overhead utilities, etc., are still present. The existing mix of uses, variety in lot sizing, residential uses and planting all contribute to a number of elements competing for attention within the viewshed. The inconsistency of the visual elements along the roadway and their relatively small size, as well as a lack of a primary focal point such as a water feature or memorable landform, has resulted in low ratings for existing vividness, intactness and unity. While the widened road would generally continue to follow the existing roadway path, thereby retaining the road’s responsiveness to the local topography, paved roadway would increase by approximately 20 percent (the road currently varies in width, but would increase from generally 44 feet to approximately 52 feet in width for three vehicular lanes [36 feet] plus two bike lanes [8 feet each]) as well as containing approximately 10 feet of sidewalk for both sides of the road combined). The widened road would present a more open visual experience—providing a wider view corridor to distant focal points in direct line-of-sight of the viewer, as well as (especially in the short term) opening up lateral views to areas currently shielded by close-in roadside edging vegetation. An overall neutral assessment is made to these changes. While some viewers would find the more open experience to be pleasant, others could have an adverse response based on change from existing conditions combined with a lowered ratio of tree canopy-covered roadway. Similarly, installation of concrete sidewalks (generally lacking in LU-3 and 4) would contribute to a more consistent visual experience. Although in a number of areas it would simply be an element of the lateral view and not very visible, there are locations, especially for southbound drivers and pedestrians descending a hill, where the breadth of proposed improvements would be clearly visible. The sidewalks, however, would be generally relatively narrow and tie into Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-21 May 2013 existing consistent elements in LU-2 and LU-5. The increase in hardscape/developed area associated with Project sidewalks is not assessed as significantly adverse. The elimination of overhead power, phone and cable lines would improve the visual quality of the Project corridor by removing the inherent visual contrast created with the natural forms and colors of the Project’s landscape, and would be a beneficial Project effect. That being said, the Project would result in additional standardization of pedestrian and vehicular amenities along this roadway, as well as installation of consistent elements related to sound and retaining wall construction and Project-mandated landscaping. Particularly in the short term, loss of mature vegetation would be noticeable. Over the long-term, the walls abutting roadway right-of-way would be screened by Project-mandated landscaping, which would be installed following completion of roadway improvements (if phased, landscaping would be installed as each roadway segment is completed). Ultimately, and in conjunction with proposed planting in LU-3 and LU-4, the repetitive elements of bioswale and parkscape, punctuated by the three Project intersection focal points, would support the City’s goal of providing unifying visual elements along this primary roadway on the eastern edge of the City. As noted above, in order to adequately screen sound barriers, vines would need to be espaliered, which is fairly labor intensive in terms of routine City landscaping maintenance activities. While changes to character and visual quality are assessed as generally equivalent for the existing conditions and future buildout conditions once plants mature, concern over potential lapses in vine training and maintenance, with resultant failure of a portion of the landscaping program, results in assessment of an adverse visual effect for this issue. A mitigation measure is provided in Section 2.2.4, below. With this exception, following attainment of landscaping improvements, while the roadway would appear to have fewer rural elements, significant impacts are not identified for most of the corridor at buildout. This is because (1) the width of additional roadway is relatively narrow (consisting only of one additional lane); (2) loss of native vegetation and mature stands of trees generally occurs in areas backed by more of the same habitat, so that the contribution to the viewscape given by that habitat would be retained; (3) visually distracting overhead lines would be undergrounded; and (4) a substantial amount of removed residential vegetation would be replaced under the Project landscaping plan. It is expected that a number of viewers (particularly the relatively small percentage living adjacent to Espola Road) may find these changes adverse in nature. The strengthening of suburban/urban roadway characteristics and increase in solid surface sound walls lead to a conclusion of adverse visual effect related to these issues. This is counterbalanced and outweighed, however, by Project-mandated amenities, including pedestrian/equestrian pathways and landscaping, which contribute to increases in unity and intactness. This is true not only for LU-2 through 4, but also provides a more consistent transition to LU-1 and LU-5, where existing conditions are closer to the proposed Project. It is also expected that a large number of viewers would find the more consistent design elements (both along the improved stretches, as well as adjacent to wider abutting portions of the same road), in conjunction with the more open views afforded by a wider roadway, to be visually pleasing. Section 2.2 – Visual/Aesthetics Espola Road Improvement Project Final EIR 2.2-22 May 2013 Specific elements related to the landscaping plan, however, require bolstering in order to ensure that positive elements noted above actually result. These are discussed below in Section 2.2.4. In addition, even with undergrounding of overhead utilities, streetscape and vines, the implementation of two retaining walls with sound walls on top of them is inconsistent with any other wall feature along this stretch of Espola Road. It would be especially notable as it would be sited in the heart of the residential portion of this part of Espola Road (i.e., would not be adjacent to commercial or other non-residential uses in LU-1 and LU-5). A significant visual impact is identified for this combination of features. 2.2.4 Mitigation Measures As part of Project design, mitigation of potential adverse Project effects largely would consist of adhering to the Project design requirements and landscaping plan, including native hydroseed/revegetation on steep slopes/cuts adjacent to native vegetation. The Project landscaping plan results in many of the Project-related effects (including loss of mature shrubbery/trees and the need for screening of sound or retaining walls) being assessed as less than significant adverse effects. 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 would be replaced in conformance with City policy as a matter of project design. In order to lower remaining adverse visual impacts to acceptable levels, the following mitigation measure shall be implemented:  An enhanced maintenance and monitoring program shall be implemented by the City to ensure that 100 percent vegetative cover is obtained. This will 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). In LU-3, all impacts also would be less than significant following Project design and the above mitigation except for north of Jerome Drive and south of High Valley Road on the east side of Espola Road where combination retaining/sound walls are required. 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. 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. No alteration to Project design requiring greater acquisition of private property is proposed and a finding of significant and unmitigable impact relative to the combined wall design is made in this single area.