3.0_Chapter 3.0 - Effects Found Not to be SignificantChapter 3.0
Effects Found Not to be Significant
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-1
May 2013
3.0 EFFECTS FOUND NOT TO BE SIGNIFICANT
3.1 EFFECTS FOUND NOT TO BE SIGNIFICANT DURING EIR PREPARATION
3.1.1 Traffic/Transportation
A traffic analysis technical report was prepared by KOA Corporation (formerly known as Katz,
Okitsu & Associates; 2006) and evaluates the proposed Project. This section of the EIR
summarizes information and data contained in that technical study, which is attached in its
entirety as Appendix F of this EIR.
The Traffic Analysis was completed prior to the 2010 City update of the TME. As part of the
2010 TME, engineering standards were rephrased to focus on design capacity, with thresholds
for service being specified in terms of meeting, or failing to meet, the design capacity. The
standard for meeting the threshold is approximately 80 to 90 percent of capacity. This relates
well to saturation flow rates (described below in Affected Environment), which translate directly
to user time spent at an intersection or on a road section and experienced by the public using the
facility. For this reason, the analysis below addresses levels of service (LOS) experienced by the
facility user for ease of the reader. The City threshold generally translates to LOS D, described
below. (Volume to capacity at a 1:1 ratio equates to LOS E.) Existing conditions numbers
throughout this section also reflect the Project Traffic Analysis completed under the prior TME.
Those numbers vary between approximately two and five percent from existing conditions
numbers provided in the City’s updated 2010 TME for Project portions of Espola Road. This is
within an acceptable range of variance for traffic projections, which already assume base
conditions that vary by peak hour.
Affected Environment
The analysis of peak hour intersection performance was conducted using the Synchro analysis
software program, which uses the “operational analysis” procedure for signalized intersections as
defined in the 2000 Highway Capacity Manual (Transportation Research Board 2000). This
technique uses 1,900 passenger cars per hour of green per lane as the maximum saturation flow
of a single lane at an intersection. This saturation flow rate is adjusted to account for lane width,
on-street parking, conflicting pedestrian flow, traffic composition (i.e., percent of trucks) and
shared lane movements (e.g., through and right-turn movements from the same lane). LOS for
signalized intersections is based on the average time (seconds) that vehicles entering an
intersection are stopped or delayed. Table 3.1.1-1, Signalized Intersection Level of Service –
Highway Capacity Manual Operational Analysis Method, lists the HCM LOS/delay criteria for
signalized intersections.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-2
May 2013
Table 3.1.1-1
SIGNALIZED INTERSECTION LEVEL OF SERVICE –
HIGHWAY CAPACITY MANUAL OPERATIONAL ANALYSIS METHOD
Average Stopped
Delay Per Vehicle
(seconds)1
LOS Level of Service (LOS) Characteristics
<10 A
Describes operations with very low delay. This occurs when
progression is extremely favorable, and most vehicles do not stop at all.
Short cycle lengths may also contribute to low delay.
10 – 20.0 B
Describes operations with generally good progression and/or short
cycle lengths. More vehicles stop than for LOS A, causing higher
levels of average delay.
20.1 – 35.0 C
Describes operations with higher delays that may result from fair
progression and/or longer cycle lengths. Individual cycle failures may
begin to appear at this level. The number of vehicles stopping is
significant at this level, although many still pass through the
intersection without stopping.
35.1 – 55.0 D
Describes operations with high delay, resulting from some combination
of unfavorable progression, long cycle lengths, or high volumes. The
influence of congestion becomes more noticeable, and individual cycle
failures are noticeable.
55.1 – 80.0 E Describes a condition of high delay, considered unacceptable to most
drivers. Individual cycle failures are frequent occurrences.
>80.0 F
Describes a condition of excessively high delay, considered
unacceptable to most drivers. This condition often occurs when arrival
flow rates exceed the capacity of the intersection. Poor progression
and long cycle lengths may also be major contributing causes to such
delay.
Source: Transportation Research Board 2000
1 The operational analysis method for evaluation of signalized intersections presented in the 2000 HCM
(Transportation Research Board Special Report 2000) defines level of service in terms of delay, or more
specifically, average stopped delay per vehicle. Delay is a measure of driver and/or passenger discomfort,
frustration, fuel consumption, and lost travel time.
Existing Circulation Network
Figure 3.1-1, Existing Circulation Network, shows the existing circulation network of the
roadways and intersections within the Project study area.
Espola Road
Espola Road, also known as County Road S5, is currently configured as a two-lane roadway
trending in the north–south direction with a posted speed limit of 45 miles per hour. Espola
Road between Twin Peaks Road and Titan Way generally is configured as a two-lane roadway
with two-way left-turn lanes. The portion of Espola Road between Del Poniente Road and
Willow Ranch Road is an exception, consisting of a two-lane roadway without a two-way
left-turn lane. The City of Poway TME Roadway Element classification for Espola Road
I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig3_1-1_ExistCircNetwork.indd -RB Existing Circulation Network
ESPOLA ROAD IMPROVEMENT PROJECT
Figure 3.1-1
Source: KOA Corporation 2006
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-3
May 2013
between Twin Peaks Road and Titan Way shows a three-lane specific arterial with one 12-foot
north- and southbound through lane each, and one 12-foot two-way left-turn lane in the roadway
center.
Twin Peaks Road
Twin Peaks Road is currently configured as a four-lane major arterial west of Espola Road
trending in the east-west direction with a posted speed limit of 45 miles per hour. East of Espola
Road, Twin Peaks Road is currently configured as a two-lane collector with the posted speed
limit of 25 miles per hour. The City of Poway TME Roadways Master Plan classification for
Twin Peaks Road west of Espola Road shows a four-lane major arterial with an 18- to 24-foot
median.
Golden Sunset
Golden Sunset is a two-lane east-west trending local collector located east of Espola Road.
Durhullen Drive
Durhullen Drive is a two-lane east-west trending local collector located west of Espola Road
with a posted speed limit of 25 miles per hour. There are sidewalks along both sides of the
street.
High Valley Road
High Valley Road is a two-lane east-west trending local collector located east of Espola Road
with a posted speed limit of 25 miles per hour.
Del Poniente Road
Del Poniente Road is a two-lane east-west trending local collector located west of Espola Road
with a posted speed limit of 35 miles per hour. An all-purpose pathway is located on the south side
of the road.
Titan Way
Titan Way is a two-lane east-west trending local collector located west of Espola Road with a
posted speed limit of 25 miles per hour. There are sidewalks along both sides of the street.
Eden Grove
Eden Grove is a two-lane east-west trending local collector with a posted speed limit of 25 miles
per hour. The road provides access to a gated community east of Espola Road.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-4
May 2013
Intersections
All intersections within the study area currently are controlled by traffic signals, with the
exception of Espola Road’s intersections with Durhullen Drive and Golden Sunset, which have
stop signs on these two cross streets.
Existing Daily Roadway Segment Conditions
Methodology
LOS also is a measure used to describe the conditions of traffic flow. Similar to intersection
LOS described above, LOS A represents the best case and LOS F represents the worst case.
Generally LOS A through C represents free flowing traffic conditions with little or no delay.
LOS D represents limited congestion and some delay, with the duration of delay acceptable to
most people. LOS E and F represent substantial delays on street segments that are considered
generally unacceptable for urban design proposes (Transportation Research Board 2000).
To determine existing levels of service on study area roadway segments, the following were
compared:
1. the City of Poway’s 1991-adopted ADT thresholds for level of service,
2. the daily capacity of the study area roadway segments, and
3. the existing and projected future buildout (2030) volumes in the study area.
The capacity of roadway facilities is affected by a number of factors; including number of lanes,
design speed, medians, signal spacing, lane widths, access to cross streets and driveways,
intersection signal timing, geometry and on-street parking. “Functional” capacity is based on the
ability of arterial intersections to accommodate peak hour volumes. Efficient designs of
intersections to achieve acceptable LOS can result in higher roadway capacity.
Roadway Segment Conditions
LOS A through D is considered acceptable for urbanized areas where further improvement in
LOS is not feasible or practical.
Figure 3.1-2, Existing Roadway Segment Conditions, shows the ADT of each analyzed roadway
segments. As shown on Table 3.1.1-2, 2006 Roadway Segment Conditions, Espola Road is
operating at LOS A between Titan Way and Bounty Way. Twin Peaks Road is operating at LOS B
or better west of Espola Road. Twin Peaks Road east of Espola Road is not classified in the TME.
Between Ezra Lane and Titan Way, Espola Road is operating at LOS E or F.
I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig3_1-2_ExistRoadwaySegCond.indd -RB Existing Roadway Segment Conditions
ESPOLA ROAD IMPROVEMENT PROJECT
Figure 3.1-2
Source: KOA Corporation 2006
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-5
May 2013
Table 3.1.1-2
2006 ROADWAY SEGMENT CONDITIONS*
Roadway Segment Classification/
Lanes
LOS E
Capacity3 ADT V/C LOS
Espola Road between Ezra Lane
and Twin Peaks Road1
Secondary
Arterial/4 16,000 14,630 0.91 E
Espola Road between Twin
Peaks Road and Durhullen Drive
Local
Collector/2 16,000 20,904 1.31 F
Espola Road between Durhullen
Drive and Del Poniente Road
Local
Collector/2 16,000 21,165 1.32 F
Espola Road between Del
Poniente Road and Titan Way
Local
Collector/2 16,000 19,327 1.21 F
Espola Road between Titan Way
and Bounty Way
Secondary
Arterial/4 40,000 15,567 0.39 A
Twin Peaks Road west of Espola
Road
Major
Arterial/4 44,000 21,406 0.49 B
Twin Peaks Road east of Espola
Road2 Unclassified/2 N/A 2,800 N/A N/A
Sources: KOA Corporation 2006
* These existing conditions numbers reflect the Project Traffic Analysis completed under the prior TME. They
vary between approximately two and five percent from 2008 numbers provided in the City TME for Project
segments, which shows Espola Road ADT of 20,100 between Titan Way and Twin Peaks Road, and
14,900 ADT south of Twin Peaks Road.
1 Espola Road south of Twin Peaks Road is a 4-lane secondary arterial for approximately 300 feet to
Rattlesnake Creek.
2 The City of Poway TME does not classify Twin Peaks Road east of Espola Road.
3 LOS E thresholds were obtained from the City TME.
V/C = volume-to-capacity ratio
Existing Peak Hour Intersection Conditions
The existing intersections of Espola Road with Twin Peaks Road, Del Poniente Road/High
Valley Road and Titan Way/Eden Grove are currently signalized.
The intersection of Espola Road with Durhullen Drive/Golden Sunset is currently controlled by
two-way stop signs on Durhullen Drive and Golden Sunset. This intersection is offset and the
two minor roadways do not align across the intersection.
Similar to roadway segments, the City considers LOS A through D acceptable for peak hour
intersection operations. Table 3.1.1-3, Existing Peak Hour Intersection Conditions, summarizes
study area intersections existing peak hour operating conditions based on the HCM operational
capacity analysis method.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-6
May 2013
Table 3.1.1-3
2006 EXISTING PEAK HOUR INTERSECTION CONDITIONS
Intersection Delay
(sec/veh) LOS
AM Peak Hour
Espola Road and Twin Peaks Road 33.4 C
Espola Road and Durhullen Drive/Golden Sunset1 >100.0 F
Espola Road and Del Poniente Road/High Valley Road 16.6 B
Espola Road and Titan Way/Eden Grove 26.3 C
PM Peak Hour
Espola Road and Twin Peaks Road 29.1 C
Espola Road and Durhullen Drive/Golden Sunset1 48.0 E
Espola Road and Del Poniente Road/High Valley Road 14.5 B
Espola Road and Titan Way/Eden Grove 12.7 B
Source: KOA Corporation 2006
1 LOS is for minor approach with stop control
sec/veh = seconds per vehicle
> = greater than
Table 3.1.1-3 shows that all intersections operate at LOS C or better during peak hours except for
the Espola Road and Durhullen Drive/Golden Sunset, which operates at LOS F in the a.m. and
LOS E in the p.m. peak hours.
Existing Bicycle Facilities
The bike lanes currently within the Project study area are classified as Class II bike lanes. A
Class II bike lane is an on-street facility designated by a solid white line striped along the
right-hand side of the road, designated for one-way travel in the direction of motor vehicle traffic
flow. Bike lanes are designed to enhance the safety and convenience of cyclists using the street
system by defining a space on the road specifically for bicycle use and generally form the
backbone of the bikeways system. Bike lanes are typically four to eight feet wide and are
identified by signage that states that the lane is a bicycle lane and that no parking is allowed.
Prior to Poway’s incorporation in December 1980, bicycle lanes were established by the County
of San Diego on Twin Peaks Road and on portions of Poway Road, Espola Road and Pomerado
Road. Since incorporation, the City has created miles of bikeways throughout Poway linking
with existing and planned bikeways in adjacent communities. The TME Bicycle Element
designates the specific location of bike paths, lanes, and routes on selected City streets and
off-road areas. According to the Bicycle Element, bicycle lanes are designated on Espola Road
from the western City limits to Poway Road.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-7
May 2013
Existing Pedestrian and Equestrian Facilities
Sidewalks only occur at select locations throughout the Project study area. Five-foot wide
concrete sidewalks are present on Espola Road south of Titan Way to approximately 300 feet
south of Willow Ranch Road on the west, and south to the water tank on the east. Concrete
sidewalk begins again on the west side of Espola Road to the south of Mountain Road, and
continues south past Twin Peaks Road to Ezra Lane. On the east side of Espola Road, concrete
sidewalk begins again south of Twin Peaks Road, ending near Rattlesnake Creek. The remaining
portions of the Project study area without concrete sidewalks contain unimproved dirt walkways
of varying widths. In the present condition, there is very limited or no separation between
pedestrians and automobiles on Espola Road within the Project study area.
The TME Pedestrian Element shows a number of trails within or near the Project study area.
These include regional trails (long distance trails serving as main connectors to regional parks,
scenic canyons and foothills beyond City limits and also serving equestrian uses). The closest
regional trail is east of, and generally parallel to, Espola Road (including a segment along Bent
Tree Road) from Lake Poway Road to High Valley Road (with this trail continuing south beyond
the study area), and a short segment east of Espola Road extending north from Twin Peaks Road.
Community pedestrian facilities provide users with access to the regional trails and community
facilities. These trails are shown west of and immediately adjacent to Espola Road in the study
area, and connect to the southern segment of the regional trail noted above at Twin Peaks Road
and points south.
Thresholds of Significance
The Project would result in significant impacts to traffic/transportation if it would:
Cause an increase in traffic, which is substantial in relation to the existing traffic load and
capacity of the street system (i.e., result in a substantial increase in either the number of
vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)
Exceed, either individually or cumulatively, a level of service standard established by the
county congestion management agency for designated roads or highways
Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm equipment)
Result in inadequate emergency access
Result in inadequate parking capacity
Conflict with adopted policies, plans, or programs supporting alternative transportation
(e.g., bus turnouts, bicycle racks)
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-8
May 2013
Impacts
Permanent Impacts
Near-term Daily Roadway Segment Conditions
The daily roadway segment performance of area roadways with the Project was analyzed
according to recommended ADT volume standards. Figure 3.1-3, Near-term Roadway Segment
Conditions Without and With Project, depicts ADT of each analyzed roadway segment in the
near-term. Table 3.1.1-4, Without and With Project Roadway Segment Conditions in the Near
Term, presents the results of this analysis.
Table 3.1.1-4
WITHOUT AND WITH PROJECT ROADWAY SEGMENT CONDITIONS
IN THE NEAR TERM*
Roadway Segment
Without Project With Project
ADT V/C LOS ADT V/C Speed
(mph) LOS
Espola Road between Ezra Lane
and Twin Peaks Road 15,912 0.99 E 15,912 N/A 31.5 B1
Espola Road between Twin Peaks
Road and Durhullen Drive 19,755 1.23 F 19,755 N/A 21.5 D1
Espola Road between Durhullen
Drive and Del Poniente Road 21,633 1.35 F 21,633 N/A 22.7 C1
Espola Road between Del Poniente
Road and Titan Way 21,367 1.34 F 21,367 N/A 28.2 C1
Espola Road between Titan Way
and Bounty Way 14,954 0.37 A 14,954 N/A 38.5 A1
Twin Peaks Road west of Espola
Road 21,880 0.50 B 21,880 0.50 N/A B2
Twin Peaks Road east of Espola
Road 2,800 N/A N/A 2,800 N/A N/A N/A
Sources: KOA Corporation 2006
* In 2006, year 2010 was selected as representing near-term with Project conditions in the study area. Given the consistent nature
of traffic volumes on Espola Road due to near built-out conditions under the General Plan, these numbers remain representative
of future near-term conditions.
1 A micro-simulation, CORSIM, analysis was performed to determine LOS. See Appendix G of EIR Appendix F for details.
2 The roadway segment was not analyzed in the CORSIM software; therefore, the levels of service definitions in Table A-2 of EIR
Appendix F remain in effect.
V/C = volume-to-capacity ratio, mph = miles per hour
As shown in Table 3.1.1-4, all segments of Espola Road, within the Project area, would operate
at LOS E or F in the near term without the Project. With Project improvements in place, all
roadway segments are forecasted to operate at LOS D or better. LOS D is considered acceptable
for roadway segment operations in the San Diego region, including the City of Poway. Because
all roadway segments within the study area would operate at acceptable levels of service, Project
impacts would be less than significant, and in fact, would be beneficial.
I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig3_1-3_NTRdwySegmentCond.indd -RB Near-term Roadway Segment Conditions Without and With Project
ESPOLA ROAD IMPROVEMENT PROJECT
Figure 3.1-3
Source: KOA Corporation 2006
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-9
May 2013
Near-term Peak Hour Intersection Conditions
The daily roadway segment performance of study roadways under future traffic conditions was
analyzed according to the HCM volume standards for roadways (Transportation Research
Board 2000). Table 3.1.1-5, Without and With Project Peak Hour Intersection Conditions in
the Near Term, shows that without the Project, all intersections would operate at LOS D or
better, with the exception of Espola Road and Durhullen Drive/Golden Sunset, which would
operate at LOS F during the a.m. and p.m. peak hours. With implementation of the Project, all
intersections are forecasted to operate at LOS D or better (i.e., within the City’s design
capacity threshold), including the Espola Road intersection with Durhullen Drive/Golden
Sunset, which would operate at LOS A during both a.m. and p.m. peak hours. Because all
intersections within the study area would operate at acceptable levels of service, impacts would
be less than significant. Project implementation would result in beneficial effects.
Table 3.1.1-5
WITHOUT AND WITH PROJECT
PEAK HOUR INTERSECTION CONDITIONS IN THE NEAR TERM
Intersection
Without Project With Project
Delay
(sec/veh) LOS Delay
(sec/veh) LOS
AM Peak Hour
Espola Road and Twin Peaks Road 35.6 D 35.6 D
Espola Road and Durhullen Drive/Golden Sunset >100.0 F 10.41 A1
Espola Road and Del Poniente Road/High Valley Road 17.0 B 17.0 B
Espola Road and Titan Way/Eden Grove 20.8 C 20.8 C
PM Peak Hour
Espola Road and Twins Peak Road 28.9 C 28.9 C
Espola Road and Durhullen Drive/Golden Sunset 50.7 F 3.61 A1
Espola Road and Del Poniente Road/High Valley Road 14.6 B 14.6 B
Espola Road and Titan Way/Eden Grove 11.8 B 11.8 B
Source: KOA Corporation 2006
1 Scenario includes installation of a traffic signal.
sec/veh = seconds per vehicle
> = greater than
Future (2030) Daily Roadway Segment Conditions
Figure 3.1-4, Year 2030 Roadway Segment Conditions Without and With Project, shows the
ADT of each analyzed roadway segment under 2030 conditions. As shown in Table 3.1.1-6,
Year 2030 Without and With Project Road Segment Conditions, all segments of Espola Road
between Ezra Lane and Titan Way would operate at LOS F in 2030 without the Project. With
Project improvements in place, all roadway segments are forecasted to operate at LOS D or
better under year 2030 conditions. Because all roadway segments within the study area would
operate at acceptable levels of service (i.e., within the City’s design capacity threshold), impacts
would be less than significant under year 2030 conditions, and in fact would be beneficial.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-10
May 2013
Table 3.1.1-6
YEAR 2030 WITHOUT AND WITH PROJECT
ROADWAY SEGMENT CONDITIONS
Roadway Segment
Without Project With Project
ADT V/C LOS ADT V/C Speed
(mph) LOS
Espola Road between Ezra Lane
and Twin Peaks Road 16,183 1.01 F 16,183 N/A 30.5 B1
Espola Road between Twin
Peaks Road and Durhullen Drive 23,122 1.45 F 23,122 N/A 19.9 D1
Espola Road between Durhullen
Drive and Del Poniente Road 23,411 1.46 F 23,411 N/A 22.7 C1
Espola Road between Del
Poniente Road and Titan Way 21,378 1.34 F 21,378 N/A 27.1 C1
Espola Road between Titan Way
and Bounty Way 17,219 0.43 B 17,219 N/A 37.5 A1
Twin Peaks Road west of Espola
Road 23,678 0.54 B 23,678 0.54 N/A B2
Twin Peaks Road east of Espola
Road 2,800 N/A N/A 2,800 N/A N/A N/A
Sources: KOA Corporation 2006
1 A micro-simulation, CORSIM, analysis was performed to determine LOS. See Appendix G of Appendix F for details.
2 The roadway segment was not analyzed in the CORSIM software; therefore, the levels of service definitions in Table A-2
of Appendix F remain in effect.
V/C = volume-to-capacity ratio, mph = miles per hour
Future (2030) Peak Hour Intersection Operations
Table 3.1.1-7, Year 2030 Without and With Project Peak Hour Intersection Conditions,
summarizes the future peak hour operating conditions without and with the Project for the study
area intersections. Similar to near-term conditions, Table 3.1.1-7 shows that without the Project,
all intersections would operate at LOS D or better, with the exception of Espola Road and
Durhullen Drive/Golden Sunset, which would operate at LOS F during the a.m. and p.m. peak
hours. With implementation of the Project, all intersections are forecasted to operate at LOS D
or better, including the Espola Road intersection with Durhullen Drive/Golden Sunset, which
would operate at LOS A during both a.m. and p.m. peak hours. Because all intersections within
the study area would operate within design capacity and at acceptable levels of service, adverse
impacts would be less than significant. Project implementation would result in beneficial effects.
I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig3_1-4_HorizonYrRdSegmentCond.indd -RB Year 2030 Roadway Segment ConditionsWithout and With Project
ESPOLA ROAD IMPROVEMENT PROJECT
Figure 3.1-4
Source: KOA Corporation 2006
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-11
May 2013
Table 3.1.1-7
YEAR 2030 WITHOUT AND WITH PROJECT
PEAK HOUR INTERSECTION CONDITIONS
Intersection
Without Project With Project
Delay
(sec/veh) LOS Delay
(sec/veh) LOS
AM Peak Hour
Espola Road and Twin Peaks Road 39.5 D 39.5 D
Espola Road and Durhullen Drive/Golden Sunset >100.0 F 11.91 A1
Espola Road and Del Poniente Road/High Valley Road 19.2 B 19.2 B
Espola Road and Titan Way/Eden Grove 29.5 C 29.5 C
PM Peak Hour
Espola Road and Twins Peak Road 31.6 C 31.6 C
Espola Road and Durhullen Drive/Golden Sunset 64.1 F 4.31 A1
Espola Road and Del Poniente Road/High Valley Road 15.2 B 15.2 B
Espola Road and Titan Way/Eden Grove 13.6 B 13.6 B
Source: KOA Corporation 2006
1 Scenario includes installation of a traffic signal.
sec/veh = seconds per vehicle
> = greater than
Proposed Bicycle Facilities
Policy D of Goal VI of the TME of the Poway General Plan strongly encourages the use of
bicycles for transportation and recreation. Accordingly, eight-foot wide Class II bike lanes are
proposed for both the north- and southbound directions of Espola Road within the Project limits.
The proposed bike lanes associated with the Project would not result in adverse effects to
operations. The addition of wider bike lanes would form part of a larger network interconnecting
with bike lanes along Twin Peaks Road (and eventually to San Diego). Lanes in both directions
for the length of Project improvements would provide greater separation between cyclists and
travel lanes, resulting in improved safety. Impacts to bicycle facilities would be beneficial and
therefore less than significant.
Proposed Pedestrian and Equestrian Facilities
Policy F of Goal VI of the TME of the Poway General Plan states, “A system of sidewalks, rural
walkways and pathways should be created to promote the safe and efficient movement of
pedestrian travel throughout the City.” Minimum five-foot-wide sidewalks would parallel
improved portions of the road on both sides. Where possible, non-contiguous sidewalk would be
installed with a landscaped parkway to separate vehicular traffic from pedestrian traffic. This
would provide additional ADA-compliant and maintained pathway where none exists today, as
well as additional separation of pedestrian and vehicular uses over current conditions.
Equestrians riding east from the PVRA would continue to cross Espola Road on the south side of
Twin Peaks at Espola Road. The Project also proposes to upgrade the signal crossing buttons at
the intersection of Del Poniente Road and Espola Road to accommodate equestrians. Their
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-12
May 2013
placement would allow easier access while on horseback. The proposed pedestrian and
equestrian facilities associated with the Project would result in beneficial effects for these user
groups and would not result in significant impacts.
Temporary Impacts
The Project would require the reconstruction of several driveway approaches located along
Espola Road. It is anticipated that reconstruction of individual driveway approaches would
interrupt driveway access for approximately 6 to 72 hours. It is possible that during
reconstruction of these driveways a portion of the existing driveways could be maintained for
use. In any event, access to existing homes and businesses along or adjacent to the Project site
would be maintained during construction by creating temporary driveways, and/or providing
alternate access points, all within the evaluated Project footprint. As noted in Chapter 1.0, the
timing of driveway approach reconstruction would be coordinated with each individual property
owner prior to construction. In order to minimize potential adverse effects, a number of standard
traffic control measures would be employed. These measures would comply with all federal,
state and local regulations for traffic control. Examples of traffic control devices that may be
employed during construction include, but are not limited to the following: temporary railing
(K-rail), temporary striping, traffic cones, temporary minor re-routing of
pedestrian/bicycle/equestrian traffic to adjacent areas/opposite sides of the street, changeable
message boards, arrow boards, temporary signage, flag persons and alternative work hours.
Lane closures would not be allowed during commute hours (7:00 to 9:00 a.m., and 2:00 to 3:00
and 4:00 to 6:00 p.m.). Although temporary impacts to vehicle, pedestrian, equestrian and
bicycle circulation may occur during Project construction, given the implementation of standard
traffic control measures, they would not be considered significant given the short-term
construction period.
Mitigation Measures
Implementation of the Project would not result in permanent or temporary significant impacts to
traffic/transportation and/or pedestrian/equestrian/bicycle facilities. Project implementation
would largely result in beneficial effects. No mitigation measures would be required.
3.1.2 Air Quality
This section presents an assessment of potential air quality impacts associated with the proposed
Espola Road Improvement Project. The Project Air Quality Technical Report (Scientific
Resources Associated [SRA] 2009) is Appendix G of this EIR. The evaluation addresses the
potential for air emissions during construction and after full buildout of the Project, including an
assessment of the potential for carbon monoxide (CO) “hot spots” to form due to traffic
associated with the Project. This air quality analysis is based on traffic information provided in
the Espola Road Traffic Analysis (Appendix F). The analysis evaluated five separate scenarios:
Existing conditions
Near-term – No Project
Project Opening Year
Year 2030 – No Project
Year 2030 – With Project
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-13
May 2013
Affected Environment
Meteorology/Climate
The climate of San Diego County is dominated by a semi-permanent high pressure cell located
over the Pacific Ocean. This cell influences the direction of prevailing winds (westerly to
northwesterly) and maintains clear skies for much of the year. The high pressure cell also
creates two types of temperature inversions (subsidence and radiation) that may act to degrade
local air quality.
Subsidence inversions occur during the warmer months as descending air associated with the
Pacific high pressure cell comes into contact with cool marine air. The boundary between the two
layers of air creates a temperature inversion that traps pollutants. The other type of inversion, a
radiation inversion, develops on winter nights when air near the ground cools by heat radiation and
air aloft remains warm. The shallow inversion layer formed between these two air masses also can
trap pollutants. As the pollutants become more concentrated in the atmosphere, photochemical
reactions occur that produce ozone (O3), a major component of smog.
Regulatory Setting
Air quality is defined by ambient air concentrations of specific pollutants identified by the EPA
to be of concern with respect to health and welfare of the general public. The EPA is responsible
for enforcing the federal Clean Air Act (CAA) of 1970 and its 1977 and 1990 amendments. The
CAA required the EPA to establish National Ambient Air Quality Standards (NAAQS), which
identify concentrations of pollutants in the ambient air below which no adverse effects on the
public health and welfare are anticipated. In response, the EPA established both primary and
secondary standards for several pollutants (called “criteria” pollutants). Primary standards are
designed to protect human health with an adequate margin of safety. Secondary standards are
designed to protect against adverse welfare effects from air pollutants in the atmosphere
(e.g., effects on vegetation, ecosystems, visibility, manmade materials).
The EPA established NAAQS for the protection of human health and the public welfare for six
criteria pollutants: CO, sulfur dioxide (SO2), nitrogen dioxide (NO2), O3, fine particulate matter
(PM10 and PM2.5) and lead (Pb). O3 is not emitted directly, but is formed from a complex set of
reactions involving O3 precursors, such as nitrogen oxides (NOx) and reactive organic
compounds (ROC). Regulations relating to O3, therefore, address emissions of NOx and ROC.
The CAA allows states to adopt ambient air quality standards and other regulations provided
they are at least as stringent as federal standards. The California Air Resources Board (ARB)
has established the more stringent California Ambient Air Quality Standards (CAAQS) for the
six criteria pollutants through the California CAA of 1988, and also has established CAAQS for
additional pollutants, including sulfates, hydrogen sulfide, vinyl chloride and visibility-reducing
particles.
Areas that do not meet the NAAQS or the CAAQS for a particular pollutant are considered to be
“nonattainment areas” for that pollutant. On April 15, 2004, the San Diego Air Basin (SDAB)
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-14
May 2013
was designated a basic nonattainment area for the eight-hour NAAQS for O3. On April 30,
2012, the basic nonattainment status of the SDAB was changed to marginal non-attainment for
the eight-hour NAAQS for O3. The SDAB is in attainment for the NAAQS for all other criteria
pollutants, with the exception of particulate matter less than 10 microns in diameter (PM10)
which is currently designated as unclassifiable due to available data supporting neither an
attainment nor nonattainment designation. The SDAB is currently classified as a nonattainment
area under the CAAQS for O3, PM10, and particulate matter less than 2.5 microns in diameter
(PM2.5).
The ARB is the state regulatory agency with authority to enforce regulations to both achieve and
maintain the NAAQS and CAAQS. The ARB is responsible for the development, adoption and
enforcement of the state’s motor vehicle emissions program, as well as the adoption of the
CAAQS. The ARB also reviews operations and programs of the local air districts, and requires
each air district with jurisdiction over a nonattainment area to develop its own strategy for
achieving the NAAQS and CAAQS. The local air district has the primary responsibility for the
development and implementation of rules and regulations designed to attain the NAAQS and
CAAQS, as well as the permitting of new or modified sources, development of air quality
management plans, and adoption and enforcement of air pollution regulations. The APCD is the
local agency responsible for the administration and enforcement of air quality regulations for San
Diego County.
Regulated pollutants and their health effects of concern are discussed below.
Ozone
Ozone is considered a photochemical oxidant, which is a chemical formed when ROC and NOx,
both byproducts of combustion, react in the presence of ultraviolet light. O3 is considered a
respiratory irritant and prolonged exposure can reduce lung function, aggravate asthma, and
increase susceptibility to respiratory infections. Children and those with existing respiratory
diseases are at greatest risk from exposure to O3.
Carbon Monoxide
Carbon monoxide is a product of combustion, and the main source of carbon monoxide in the
SDAB is from motor vehicle exhaust. CO is an odorless, colorless gas. CO affects red blood
cells in the body by binding to hemoglobin and reducing the amount of oxygen that can be
carried to the body’s organs and tissues. CO can cause health effects to those with
cardiovascular disease, and also can affect mental alertness and vision.
Nitrogen Dioxide
Nitrogen dioxide is also a by-product of fuel combustion, and is formed both directly as a
product of combustion and in the atmosphere through the reaction of nitrogen oxide with
oxygen. NO2 is a respiratory irritant and may affect those with existing respiratory illness, such
as asthma. NO2 can also increase the risk of contracting respiratory illness.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-15
May 2013
Particulate Matter
Particulate matter, or PM10, refers to particulate matter with an aerodynamic diameter of
10 microns or less. Fine particulate matter, or PM2.5, refers to particulate matter with an
aerodynamic diameter of 2.5 microns or less. Particulate matter in this size range has the
potential to lodge in the lungs and contribute to respiratory problems. PM10 and PM2.5 arise from
a variety of sources, including road dust, diesel exhaust, combustion, tire and break wear,
construction operations, and windblown dust. PM10 and PM2.5 can increase susceptibility to
respiratory infections and can aggravate existing respiratory diseases such as asthma and chronic
bronchitis. PM2.5 is considered to have the potential to lodge deeper in the lungs.
Sulfur Dioxide
Sulfur dioxide is a colorless, reactive gas that is produced from the burning of sulfur-containing
fuels such as coal and oil, and by other industrial processes. Generally, the highest
concentrations of SO2 are found near large industrial sources. SO2 is a respiratory irritant that
can cause narrowing of the airways, leading to wheezing and shortness of breath. Long-term
exposure to SO2 can cause respiratory illness and aggravate existing cardiovascular disease.
Lead
Lead in the atmosphere occurs as particulate matter. Pb has historically been emitted from
vehicles combusting leaded gasoline, as well as from industrial sources. With the phase-out of
leaded gasoline, large manufacturing facilities are the sources of the largest amounts of Pb
emissions. Pb has the potential to cause gastrointestinal, central nervous system, kidney, and
blood diseases upon prolonged exposure. Pb also is classified as a probable human carcinogen.
Sulfates
Sulfates are the fully oxidized ionic form of sulfur. In California, emissions of sulfur compounds
occur primarily from the combustion of petroleum-derived fuels (e.g., gasoline and diesel fuel)
that contain sulfur. This sulfur is oxidized to SO2 during the combustion process and
subsequently converted to sulfate compounds in the atmosphere. The conversion of SO2 to
sulfates takes place comparatively rapidly and completely in urban areas of California due to
regional meteorological features. The ARB’s sulfates standard is designed to prevent
aggravation of respiratory symptoms. Effects of sulfate exposure at levels above the standard
include a decrease in ventilatory function, aggravation of asthmatic symptoms, and an increased
risk of cardio-pulmonary disease. Sulfates are particularly effective in degrading visibility, and,
due to fact that they are usually acidic, also can harm ecosystems and damage materials and
property.
Hydrogen Sulfide
Hydrogen sulfide (H2S) is a colorless gas with the odor of rotten eggs. It is formed during
bacterial decomposition of sulfur-containing organic substances. Also, it can be present in sewer
gas and some natural gas, and can be emitted as the result of geothermal energy exploitation.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-16
May 2013
Breathing H2S at levels above the standard will result in exposure to a very disagreeable odor. In
1984, an ARB committee concluded that the ambient standard for H2S is adequate to protect
public health and to significantly reduce odor annoyance.
Vinyl Chloride
Vinyl chloride, a chlorinated hydrocarbon, is a colorless gas with a mild, sweet odor. Most vinyl
chloride is used to make polyvinyl chloride (PVC) plastic and vinyl products. Vinyl chloride has
been detected near landfills, sewage plants, and hazardous waste sites, due to microbial
breakdown of chlorinated solvents. Short-term exposure to high levels of vinyl chloride in air
causes central nervous system effects, such as dizziness, drowsiness, and headaches. Long-term
exposure to vinyl chloride through inhalation and oral exposure causes liver damage. Cancer
also is a major concern; inhalation of vinyl chloride has been shown to increase the risk of
angiosarcoma, a rare form of liver cancer in humans.
Visibility-reducing Particles
Visibility-reducing particles consist of suspended particulate matter, which is a complex mixture of
tiny particles that consists of dry solid fragments, solid cores with liquid coatings, and small droplets
of liquid. These particles vary greatly in shape, size and chemical composition, and can be made up
of many different materials such as metals, soot, soil, dust and salt. The Statewide standard is
intended to limit the frequency and severity of visibility impairment due to regional haze.
Table 3.1.2-1, Ambient Air Quality Standards, presents a summary of the ambient air quality
standards adopted by the federal and California CAAs.
Table 3.1.2-1
AMBIENT AIR QUALITY STANDARDS
Pollutant Average
Time
California Standards National Standards
Concentration Measurement
Method Primary Secondary Measurement
Method
Ozone
(O3)
1 hour 0.09 ppm
(180 g/m3) Ultraviolet
Photometry
-- -- Ethylene
Chemiluminescence8 hour 0.070 ppm
(137 g/m3)
0.075 ppm
(147 g/m3)
0.075 ppm
(147 g/m3)
Carbon
Monoxide
(CO)
8 hours 9.0 ppm
(10 mg/m3)
Non-Dispersive
Infrared
Spectroscopy
(NDIR)
9 ppm
(10 mg/m3) None NDIR
1 hour 20 ppm
(23 mg/m3)
35 ppm
(40 mg/m3)
Nitrogen
Dioxide
(NO2)
Annual
Average
0.030 ppm
(56 g/m3) Gas Phase
Chemiluminescence
0.053 ppm
(100 g/m3)
0.053 ppm
(100 g/m3) Gas Phase
Chemiluminescence1 hour 0.18 ppm
(338 g/m3) -- --
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-17
May 2013
Table 3.1.2-1 (cont.)
AMBIENT AIR QUALITY STANDARDS
Pollutant Average
Time
California Standards National Standards
Concentration Measurement
Method Primary Secondary Measurement
Method
Sulfur Dioxide
(SO2)
Annual
Average --
Ultraviolet
Fluorescence
0.03 ppm
(80 g/m3) --
Pararosaniline
24 hours 0.04 ppm
(105 g/m3)
0.14 ppm
(365 g/m3)--
3 hours -- --
0.5 ppm
(1,300
g/m3)
1 hour 0.25 ppm
(655 g/m3) -- --
Respirable
Particulate
Matter
(PM10)
24 hours 50 g/m3
Gravimetric or Beta
Attenuation
150 g/m3 150 g/m3 Inertial Separation
and Gravimetric
Analysis
Annual
Arithmetic
Mean
20 g/m3 -- --
Fine
Particulate
Matter
(PM2.5)
Annual
Arithmetic
Mean
12 g/m3 Gravimetric or Beta
Attenuation
12 g/m3 15 g/m3 Inertial Separation
and Gravimetric
Analysis 24 hours -- 35 g/m3 35 g/m3
Sulfates 24 hours 25 g/m3 Ion Chromatography-- -- --
Lead
(Pb)
30-day
Average 1.5 g/m3
Atomic Absorption
-- --
Atomic Absorption Calendar
Quarter -- 1.5 g/m3 1.5 g/m3
Hydrogen
Sulfide
(H2S)
1 hour 0.03 ppm
(42 g/m3)
Ultraviolet
Fluorescence -- -- --
Vinyl Chloride 24 hours 0.010 ppm
(26 g/m3) Gas Chromatography-- -- --
Visibility
Reducing
Particles
8 hours
Extinction
coefficient of
0.23 per
kilometer —
visibility of 10
miles or more
due to
particles when
relative
humidity is less
than
70 percent
Beta Attenuation and
Transmittance
through Filter Tape
-- -- --
Source: ARB 2012
ppm= parts per million
g/m3 = micrograms per cubic meter
mg/m3= milligrams per cubic meter
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-18
May 2013
Background Air Quality
The APCD operates a network of ambient air monitoring stations throughout San Diego County.
The purpose of the monitoring stations is to measure ambient concentrations of the pollutants
and determine whether the ambient air quality meets the CAAQS and the NAAQS. The nearest
ambient monitoring station to the Project site is the Escondido station. Because of the location
of the monitoring station near East Valley Parkway in downtown Escondido (where there is
substantial traffic congestion) the station sees higher concentrations of CO than are measured
elsewhere in San Diego County and the background data may provide a highly conservative
estimate of background concentrations along Espola Road. Table 3.1.2-2, Ambient Background
Concentrations, presents ambient concentrations of pollutants between 2006 and 2011 as
recorded at the Escondido station.
Table 3.1.2-2
AMBIENT BACKGROUND CONCENTRATIONS
(ppm [unless otherwise indicated])
Pollutant Averaging
Time 2006 2007 2008 2009 2010 2011
Most
Stringent
Ambient
Air Quality
Standard
O3 8 hour 0.096 0.077 0.098 0.080 0.084 0.089 0.070
1 hour 0.108 0.094 0.116 0.093 0.105 0.098 0.09
PM101,2 Annual 24.2 µg/m3 26.9 µg/m3 24.7 µg/m3 24.6 µg/m3 21.0 µg/m3 18.8 µg/m3 20 µg/m3
24 hour 52 µg/m3 68 µg/m3 82 µg/m3 73 µg/m3 42 µg/m3 40 µg/m3 50 µg/m3
PM2.51,2 Annual 11.5 µg/m3 13.3 µg/m3 12.3 µg/m3 13.4 µg/m3 12.2 µg/m3 12.2 µg/m3 12 µg/m3
24 hour 40.6 µg/m3 151.0 µg/m3 44.0 µg/m3 78.3 µg/m3 48.4 µg/m3 67.7 µg/m3 35 µg/m3
NO2 Annual 0.017 0.016 0.018 0.016 0.014 0.013 0.030
1 hour 0.071 0.072 0.081 0.073 0.064 0.062 0.100
CO 8 hour 3.61 3.19 2.81 3.24 2.46 2.20 9.0
1 hour 5.7 5.2 4.6 4.4 NA 3.5 20
1 Annual value is arithmetic mean; values shown are California measurements
2 Highest particulate values measured during and following the 2007 San Diego County fires
Source: www.arb.ca.gov/aqd/aqd.htm (all pollutants except 1-hour CO and annual PM2.5)
www.epa.gov/air/data/monvals.html (1-hour CO, annual PM2.5)
NA = not available
Table 3.1.2-3, Attainment Classification and Number of Air Quality Violations at the Nearest
Monitoring Station, provides a summary of the attainment status for each criteria pollutant within
the SDAB and the number of air quality violations at the monitoring station nearest to the site for
the period over the same period. The eight-hour federal and state O3 standards were exceeded
multiple times. Similarly, the one-hour state O3 standard was exceeded. The Escondido
monitoring station recorded exceedances of the state PM10 and PM2.5 standards; the highest
measured values were recorded during and following the 2007 fire events in San Diego County.
The data from the monitoring station indicate that air quality at the Escondido station is in
attainment of all other federal standards, with the exception of PM10. PM10 is designated as
unclassifiable due to available data supporting neither an attainment nor nonattainment status at
the time of designation.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-19
May 2013
Table 3.1.2-3
ATTAINMENT CLASSIFICATION AND NUMBER OF AIR QUALITY VIOLATIONS
AT THE NEAREST MONITORING STATION
Pollutant Averaging
Time
Attainment Status Number of Air Quality Violations
Federal State 2006 2007 2008 2009 2010 2011
Ozone 8 hour Marginal
Nonattainment Nonattainment 2 (Na),
11 (C)
0 (Na),
5 (C)
13 (N),
23 (C)
1 (N),
9 (C)
3 (N),
5 (C)
2 (N),
2 (C)
1 hour Attainment Nonattainment 3 (C) 0 (C) 9 (C) 0 (C) 2 (C) 1 (C)
PM10
Annual
Arithmetic
Mean
Unclassifiableb Nonattainment 1 (C) 1 (C) 1 (C) 1 (C) 1 (C) 0 (C)
24 hour Unclassifiableb Nonattainment 1 (C) 2 (C) 1 (C) 1 (C) 0 (C) 0 (C)
PM2.5
Annual
Arithmetic
Mean
Attainment Nonattainment 0 (C) 1 (C) 1 (C) 1 (C) 0 (C) 0 (C)
24 hour Attainment Nonattainment 1 (N) 11 (N) 1 (N) 2 (N) 2(N) 3 (N)
NO2 Annual Attainment Attainment 0 0 0 0 0 0
1 hour Attainment Attainment 0 0 0 0 0 0
CO 8 hour Attainment Attainment 0 0 0 0 0 0
1 hour Attainment Attainment 0 0 0 0 0 0
SO2
Annual Attainment Attainment 0 0 0 0 0 0
24 hour Attainment Attainment 0 0 0 0 0 0
3 hour Attainment Attainment 0 0 0 0 0 0
1 hour Attainment Attainment 0 0 0 0 0 0
(N) = NAAQS; (C) = CAAQS
a Number of violations in 2006 and 2007 based on previous NAAQS of 0.08 ppm.
b At the time of designation, if the available data do not support a designation of attainment or nonattainment, the area is designated
as unclassifiable.
Thresholds of Significance
The Project would result in significant impacts to air quality if it would:
Conflict with or obstruct implementation of the applicable air quality plan.
Violate any air quality standard or contribute substantially to an existing or projected air
quality violation.
Result in a cumulatively considerable net increase of any criteria pollutant for which the
Project region is non-attainment under an applicable federal or state ambient air quality
standard (including releasing emissions that exceed quantitative thresholds for ozone
precursors).
Expose sensitive receptors to substantial pollutant concentrations.
Create objectionable odors affecting a substantial number of people.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-20
May 2013
Impacts
Construction Impacts
The emissions of NOx, CO, sulfur oxides (SOx) and PM10 associated with of the Project were
evaluated against the criteria derived from the San Diego APCD’s Rule 20.3. The significance
criteria based on Rule 20.3 are as follows:
250 pounds per day or 40 tons per year of NOx
550 pounds per day or 100 tons per year of CO
250 pounds per day or 40 tons per year of SOx
100 pounds per day or 15 tons per year of PM10
137 pounds per day or 15 tons per year of ROC1
Emissions from the construction phase of the Project were estimated through the use of emission
factors from the ARB’s OFFROAD 2007 Model for construction equipment. It was assumed
that heavy construction equipment would be operating at the site for eight hours per day, six days
per week during Project construction. Based on the length of road that would be affected by the
Project (less than 1.5 miles) and assuming that the widening would affect 25 feet on each side of
the existing roadway, it was estimated that approximately 8.75 acres would be graded during the
initial construction phase. Construction activities assumptions for this analysis include two
months of grading and two to three months of pavement construction.
Table 3.1.2-4, Anticipated Project Construction Equipment, presents estimates of the heavy
equipment required for each phase of construction.
Table 3.1.2-4
ANTICIPATED PROJECT CONSTRUCTION
EQUIPMENT
Equipment Number
Grading Phase
Bulldozers 2
Graders 2
Loaders 2
Backhoes 2
Dump Trucks 2
Water Trucks 2
Pavement Construction Phase
Concrete Trucks/Mixers 4
Steam Rollers 2
Paving Machine 1
Supply Trucks 4
1 In Rule 20.3, the standard set for not being able to continue given certain levels of ROC is 250 pounds per day.
For the purposes of this report, a more conservative threshold used by the City of San Diego and South Coast Air
Quality Management District of 137 pounds per day is used.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-21
May 2013
Fugitive dust emissions were estimated using the URBEMIS2007 emission factor for
construction of 20 pounds per acre per construction day. The analysis used a very conservative
assumption that up to 2.2 acres of the overall 12.1-acre disturbance footprint would be subject to
grading in any single day.
Construction also may include minor amounts of blasting to remove large boulders. The use of
explosives can generate fugitive dust, and minor amounts of CO and other emissions. Blasting, if
required, would be sporadic and would not be expected to generate significant amounts of
emissions. No crushing of rock removed during potential blasting would occur on site.
Table 3.1.2-5, Estimated Construction Emissions, provides a summary of the emission estimates
for the construction phase of the proposed Project, assuming no measures are implemented to
reduce emissions. (Attachment A to Appendix G provides the detailed calculations for
construction emissions.) Emissions of SOx and Pb are anticipated to be negligible, and required
no further evaluation.
Table 3.1.2-5
ESTIMATED CONSTRUCTION EMISSIONS
Emission Source CO ROC NOx SOx PM10 PM2.5
Pounds Per Day
Grading
Grading Fugitive Dust - - - - 43.75 9.19
Heavy Construction
Equipment 91.99 23.07 193.20 0.18 9.66 8.60
Worker Travel – Vehicle
Emissions 6.09 0.45 0.62 0.01 0.05 0.05
Construction Truck Emissions 2.61 0.59 6.53 0.01 0.32 0.32
TOTAL 100.69 24.11 200.35 0.2 53.78 18.16
Significance Criteria 550 137 250 250 100 55
Significant? No No No No No No
Paving
Heavy Construction Exhaust
Emissions 17.79 5.79 34.27 0.03 2.92 2.60
Worker Travel – Vehicle
Emissions 6.09 0.45 0.62 0.01 0.05 0.05
Construction Truck Emissions 2.61 0.59 6.53 0.01 0.32 0.32
TOTAL 26.49 6.83 41.42 0.05 3.29 2.97
Significance Criteria 550 137 250 250 100 55
Significant? No No No No No No
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-22
May 2013
Table 3.1.2-5 (cont.)
ESTIMATED CONSTRUCTION EMISSIONS
Emission Source CO ROC NOx SOx PM10 PM2.5
Pounds Per Day
Grading
Grading Fugitive Dust - - - - 0.09 0.02
Heavy Construction
Equipment 11.50 2.88 24.15 0.02 1.21 1.08
Worker Travel – Vehicle
Emissions 0.76 0.06 0.08 0.0007 0.006 0.006
Construction Truck Emissions 0.33 0.07 0.82 0.001 0.04 0.04
TOTAL 12.59 3.01 25.05 0.0217 1.346 1.146
Significance Criteria 100 15 40 40 15 10
Significant? No No No No No No
Paving
Heavy Construction Exhaust
Emissions 2.22 0.72 4.28 0.00 0.37 0.33
Worker Travel – Vehicle
Emissions 0.76 0.06 0.08 0.00 0.007 0.006
Construction Truck Emissions 0.33 0.07 0.82 0.001 0.04 0.04
TOTAL 3.31 0.85 5.18 0.001 0.417 0.376
Significance Criteria 100 15 40 40 15 10
Significant? No No No No No No
Source: SRA 2009
Project construction emissions would be less than the significance criteria for short-term
emissions. Project construction emissions also would be below the annual significance criteria
for all analyzed pollutants. In addition, standard measures to reduce emissions of fugitive dust
would be employed during construction to further reduce emissions of PM10 and PM2.5. Such
measures would include the following:
Water exposed surfaces twice daily
Maintain speeds on unpaved areas at 15 miles per hour or less
Apply water to unpaved roads three times daily, or non-toxic soil stabilizers according to
manufacturers’ specifications to all unpaved parking or staging areas or unpaved road
surfaces
Apply non-toxic soil stabilizers according to manufacturers’ specifications to all inactive
construction areas (previously graded areas inactive for 10 days or more)
Replace ground cover in disturbed areas as quickly as possible
Enclose, cover, water twice daily or apply non-toxic soil binders according to
manufacturers’ specifications to exposed piles (i.e., gravel, sand, dirt) with five percent or
greater silt content
Suspend all excavating and grading operations when wind speeds (as instantaneous gusts)
exceed 25 miles per hour
Sweep streets at the end of the day if visible soil material is carried onto adjacent public
paved roads
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-23
May 2013
Operational Impacts
The SDAB is currently a marginal nonattainment area for the NAAQS for O3. If a project is
incorporated in the Regional Transportation Plan (RTP) for the area, however, and if the project
has not been altered in design concept or scope from that described in the RTP, then it can be
shown that the project has been included in the assessment conducted for the State
Implementation Plan (SIP), which includes emissions budgets for the air basin and strategies to
attain and maintain the O3 standard.
The proposed Project is fully funded and is included in the 2050 San Diego RTP
(Table A.8-Phased Arterial Projects – Revenue Constrained Plan, page A-32). The Project also
is included in the SANDAG 2010 and 2012 RTIPs as Project MPO ID POW02 (SANDAG
2010a: 98; 2012: 291). The design concept and scope of the proposed Project are consistent with
the project description in the 2050 RTP, 2010 RTIP, and assumptions in the SANDAG regional
emissions analysis. Therefore, the Project would conform to the SIP and no adverse regional air
quality impact would occur as a result of Project implementation.
Local CO Impact Analysis
The proposed Project was reviewed for local CO impacts. This involves an evaluation of the
potential for CO “hot spots” to result due to traffic congestion. CO “hot spots” are typically
evaluated when (1) the LOS of an intersection or roadway decreases to a LOS D or worse;
(2) signalization and/or channelization is added to an intersection; and (3) sensitive receptors
such as residences, commercial developments, schools, hospitals, etc. are located in the vicinity
of the affected intersection or roadway segment.
The Project is located in a CO attainment area. The local area was redesignated as “attainment”
for the California CO standards after the 1990 Clean Air Act. The local area has always been
considered an attainment area for federal CO standards. The Espola Road Traffic Analysis
(Appendix F) evaluated whether or not a decrease in the LOS at intersections and roadway
segments in the Project vicinity would occur during peak a.m. and p.m. periods. Based on the
traffic analysis, the LOS for each analyzed roadway segment and intersection is expected to
improve to LOS D or better with implementation of the Project improvements.
The Project would not significantly increase cold start percentages or increase traffic volumes
overall and would improve traffic flow. Because the Project would not increase ADT and serves
only to reduce congestion along Espola Road, the Project would not result in increases in air
emissions associated with traffic. The Project would therefore not result in operational impacts
associated with emissions above the quantitative significance thresholds.
Based on this evaluation, the Project is satisfactory, and would not cause or contribute to a
violation of the air quality standards for CO.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-24
May 2013
PM2.5 and PM10 Analysis
Emissions of PM2.5 and PM10 also are attributable mainly to traffic sources. The proposed
Project would not be a project of air quality concern for PM2.5 and PM10 emissions because the
Project would not result in increases in the number of diesel vehicles utilizing the road. In
addition, the SDAB is not in non-attainment of the federal PM10 standard and is in attainment for
the federal PM2.5 standard.
Mobile Source Air Toxics (MSATs)
Summary of Existing Credible Scientific Evidence Relevant to Evaluating the Impacts of MSATs
Research into the health impacts of MSATs is ongoing. For different emission types, there are a
variety of studies that show that some either are statistically associated with adverse health
outcomes (frequently based on emissions levels found in occupational settings) or that animals
demonstrate adverse health outcomes when exposed to large doses.
Exposure to toxics has been a focus of a number of EPA efforts. Most notably, the agency
conducted the National Air Toxics Assessment (NATA) in 1996 to evaluate modeled estimates
of human exposure applicable to the county level. While not intended for use as a measure of or
benchmark for local exposure, the modeled estimates in the NATA database best illustrate the
levels of various toxics when aggregated to a national or State level. The EPA has a database
(the Integrated Risk Information System [IRI]) that catalogues human health effects that may
result from exposure to various substances found in the environment.
The amount of additional MSATs emitted would be proportional to the additional vehicle miles
traveled (VMT) and to increases in percentage of diesel trucks on the roadway.
As discussed in Section 3.1.1, above, the Project would not result in any meaningful changes in
traffic volumes, vehicle mix (including large trucks), location of the existing facility, or any
other factor that would cause an increase in emissions impacts relative to the existing condition.
Rather, the purpose of the Project is to reduce current and future delay experienced by drivers
traveling along Espola Road. Reference to a leading agency on transportation, the FHWA,
indicates that the Project would have low potential MSAT effects, and would serve to improve
Espola Road operations. The Project would therefore result in minimal air quality impacts for
CAA criteria pollutants and would not be linked with any special MSAT concerns. Moreover,
EPA regulations for vehicle engines and fuels would cause overall MSATs to decline
significantly in the future. (Even after accounting for a 64 percent increase in vehicle miles
traveled, or VMT, the FHWA predicts MSATs would decline in the range of 57 to 87 percent,
from 2000 to 2020, based on regulations now in effect.) This would both reduce the background
level of MSATs, as well as the possibility of MSAT emissions from the Project.
Mitigation Measures
Implementation of the Project would not result in permanent or temporary significant impacts
associated with air quality. No mitigation measures would be required.
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Espola Road Improvement Project Final EIR 3-25
May 2013
3.1.3 Hydrology and Water Quality
This section describes existing hydrologic and water quality conditions within the Project study
area and vicinity, identifies associated regulatory requirements and industry standards, and
evaluates potential impacts and mitigation measures related to Project implementation. A
Preliminary Drainage Study and a Water Quality Technical Report (WQTR) have been prepared
for the proposed Project by Bureau Veritas North America, Inc. (BV; 2011a and 2011b). These
studies are summarized in the following analysis along with other applicable data, with the
complete reports included in Appendices H and I, respectively, of this EIR.
Affected Environment
Watershed and Drainage Facility Characteristics
The study area is located within portions of the Peñasquitos and San Dieguito Hydrologic Units
(HUs), 2 of 11 such designations in the 1994 (as amended) San Diego RWQCB Water Quality
Control Plan for the San Diego Basin (Basin Plan). Because all portions of the study area to be
developed under the proposed Project drain south to the Peñasquitos HU, no additional
discussion of the San Dieguito HU is provided in this analysis.
The Peñasquitos HU is divided into a number of subbasins based on local drainage
characteristics, with the study area located within the Poway Hydrologic Area (HA) of the
Peñasquitos HU (Figure 3.1-5, Hydrologic Designation). Drainage within the Poway HA is
generally to the south and west, with principal streams including Peñasquitos Creek and related
tributaries (e.g., Poway and Rattlesnake creeks in the study area vicinity). Flows in Peñasquitos
Creek (located approximately 2.5 miles southwest of the study area) continue generally west
from the Poway HA to Peñasquitos Lagoon and the Pacific Ocean south of the City of Del Mar.
Annual precipitation in the Peñasquitos HU ranges from approximately 8 inches at the coast to
18 inches inland, with the study area vicinity (City of Poway) averaging approximately 14 inches
per year (RWQCB 1994, Weather.com 2011).
Much of the study area has been previously developed, and includes portions of Espola Road and
adjacent residential properties. Existing on-site storm drain facilities include a series of natural
channels, culverts, concrete-lined channels, and outlet structures that convey runoff generated
within the study area, as well as flows from a number of off-site (upstream) locations. Portions
of the existing storm drain system within the study area do not adequately convey 100-year peak
discharge (BV 2011), and may be subject to flooding during larger storm events. Drainage
within the portion of the study area subject to development moves generally south and discharges
into Rattlesnake Creek at an existing outlet near the southern study area boundary
(i.e., approximately 500 feet south of Twin Peaks Road and just west of Espola Road). Current
100-year flows from (leaving) the study area at the noted outlet are approximately 1,239.1 cubic
feet per second (cfs), with this total including runoff generated both within and upstream of the
study area. Rattlesnake Creek continues to the west and south from the study area and intersects
Poway Creek approximately 2.3 miles to the southwest, before joining Peñasquitos Creek and
ultimately draining to the coast as noted above. Additional description of existing drainage
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Espola Road Improvement Project Final EIR 3-26
May 2013
facilities and flow patterns within the study area and vicinity is provided in Section 5.0 of the
Preliminary Drainage Study (Appendix H).
Floodplains
The study area and vicinity have been mapped for flood hazards by the Federal Emergency
Management Agency (FEMA). Nearly the entire study area (including all areas proposed for
roadway improvements and related activities) is designated as Zone X, or areas outside the 500-
and 100-year floodplain (FEMA 1997). Beginning approximately 100 feet south of Twin Peaks
Road, the study area enters a zone designated to include areas either within the 500-year
floodplain, or within a 100-year floodplain that exhibits average depths of less than one foot or
drainage areas of less than one square mile. The study area continues south in this zone for
approximately 60 feet, and then extends approximately 450 feet through a 100-year floodplain to
the southern study area terminus. Base flood elevations within this mapped 100-year floodplain
are shown as 581 feet AMSL just east (upstream) of the study area (FEMA 1997). A small portion
of the Project staging area is located within the 500-year floodplain.
Groundwater
The portion of the study area subject to development under the proposed Project is located within
the Poway Groundwater Basin, which coincides geographically with the Poway HA described
above (refer to Figure 3.1-5). The principal water-bearing strata in the Poway Basin are Eocene
(between approximately 38 and 55 million years old) sedimentary rocks of the Poway Group,
although aquifers also occur in alluvial deposits and metavolcanic rocks (USGS 1989). Historic
movement of groundwater within the basin has been down-gradient (generally west) along
Peñasquitos Creek. Current known data regarding the occurrence of shallow groundwater within
the study area and vicinity are limited to the results of borings conducted as part of the Project
geotechnical investigation (TCG 2004, refer to Appendix E). Specifically, this investigation
included 12 borings extending to depths of between approximately 3 and 21 feet. Shallow
groundwater was encountered in one of these borings (B12) at a depth of approximately 13 feet,
with this boring site located just east of Espola Road near the southern end of the study area
(adjacent to Rattlesnake Creek).
Historical (1969) groundwater data in the Poway HA indicate that shallow groundwater occurred
within or adjacent to the study area at depths of between approximately 7 and 30 feet, with depths
generally increasing to the north (i.e., away from Rattlesnake Creek). One additional measurement
taken in 1985 documented a groundwater depth of approximately seven feet below the surface at a
well site located along Rattlesnake Creek just east of the study area (USGS 1989).
Water Quality
Surface Water
As previously described, the principal surface waters located downstream from the Project study
area in the Peñasquitos HU include Rattlesnake, Poway and Peñasquitos creeks, as well as
Peñasquitos Lagoon and adjacent portions of the Pacific Ocean.
Hydrologic Designation
ESPOLA ROAD IMPROVEMENT PROJECT
Figure 3.1-5
I:\Gis\B\BAH-01Espola Rd\Map\EIR\Fig3.1-5_Hydrologic.indd -EV
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Espola Road Improvement Project Final EIR 3-27
May 2013
Surface water within the study area consists primarily of municipal irrigation flows and
intermittent runoff from storm events. No known current water quality data are available for
runoff within the study area, although irrigation and storm water flows are typically subject to
wide variations in water quality based on factors such as runoff volumes and adjacent land uses.
A summary of typical urban contaminant sources and loadings is shown in Table 3.1.3-1,
Summary of Contaminant Sources for Urban Storm Water Runoff, and Table 3.1.3-2, Typical
Contaminant Loadings in Runoff for Various Urban Land Uses. Historical (1985) water quality
data for the study area vicinity include the results of investigations conducted by the USGS
(1989) in the Poway HA. The referenced study included surface water quality data from a single
sampling event in Rattlesnake Creek adjacent to the study area, with observed total dissolved
solids (TDS) levels of approximately 1,200 milligrams per liter (mg/l) indicating generally poor
water quality.
Table 3.1.3-1
SUMMARY OF CONTAMINANT SOURCES
FOR URBAN STORM WATER RUNOFF
CONTAMINANT CONTAMINANT SOURCES
Sediment and Floatables Streets, lawns, driveways, roads, construction activities, atmospheric
deposition, drainage channel erosion
Pesticides and Herbicides Residential lawns and gardens, roadsides, utility rights-of-way,
commercial and industrial landscaped areas, soil wash-off
Organic Materials Residential lawns and gardens, commercial landscaping, animal
wastes
Oxygen Demanding Substances Residential lawns and gardens, commercial landscaping, animal
wastes, leaky sanitary sewer lines or septic systems
Metals Automobiles, bridges, atmospheric deposition, industrial area, soil
erosion, corroding metal surfaces, combustion processes
Oil and Grease/Hydrocarbons Roads, driveways, parking lots, vehicle maintenance areas, gas
stations, illicit dumping to storm drains
Bacteria and Viruses Lawns, roads, leaky sanitary sewer lines, sanitary sewer cross-
connections, animal waste, septic systems
Nitrogen and Phosphorus Lawn fertilizers, atmospheric deposition, automobile exhaust, soil
erosion, animal waste, detergents
Source: EPA 1999
Table 3.1.3-2
TYPICAL CONTAMINANT LOADINGS IN RUNOFF
FOR VARIOUS URBAN LAND USES
(pounds/acre-year)
LAND USE TSS TP TKN NH3 - N NO2 +
NO3 - N BOD COD Pb Zn Cu
Commercial 1000 1.5 6.7 1.9 3.1 62 420 2.7 2.1 0.4
Parking Lot 400 0.7 5.1 2 2.9 47 270 0.8 0.8 0.04
HDR 420 1 4.2 0.8 2 27 170 0.8 0.7 0.03
MDR 190 0.5 2.5 0.5 1.4 13 72 0.2 0.2 0.14
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Espola Road Improvement Project Final EIR 3-28
May 2013
Table 3.1.3-2 (cont.)
TYPICAL CONTAMINANT LOADINGS IN RUNOFF
FOR VARIOUS URBAN LAND USES
(pounds/acre-year)
LAND USE TSS TP TKN NH3 - N NO2 +
NO3 - N BOD COD Pb Zn Cu
LDR 10 0.04 0.03 0.02 0.1 N/A N/A 0.01 0.04 0.01
Freeway 880 0.9 7.9 1.5 4.2 N/A N/A 4.5 2.1 0.37
Industrial 860 1.3 3.8 0.2 1.3 N/A N/A 2.4 7.3 0.5
Park 3 0.03 1.5 N/A 0.3 N/A 2 0 N/A N/A
Construction 6000 80 N/A N/A N/A N/A N/A N/A N/A N/A
Source: EPA 1999
HDR = High Density Residential; MDR = Medium Density Residential; LDR = Low Density Residential; N/A = Not available;
insufficient data to characterize; TSS = Total suspended solids; TP = Total Phosphorus; TKN = Total Kjeldahl Nitrogen; NH3 – N =
Ammonia Nitrogen; NO2 + NO3 – N = Nitrate + Nitrite; BOD = Biochemical Oxygen Demand; COD = Chemical Oxygen Demand; Pb
= Lead; Zn = Zinc; Cu = Copper
More recent water quality monitoring has been conducted in the study area vicinity in association
with requirements under NPDES Municipal Storm Water Permit No. CAS0108758, including
efforts pursuant to RWQCB Order No. 90-42 (1993 to 2000 monitoring), and RWQCB Order
Nos. 2001-01 and R9-2007-0001 (ongoing monitoring beginning with the 2001/2002 storm
season). Data collection for the described monitoring was conducted at a number of mass
loading stations (MLSs), including the Peñasquitos Creek MLS (located along Peñasquitos Creek
in Sorrento Valley). While this station is a considerable distance (approximately 13 miles)
downstream from the study area, locally generated pollutants potentially contribute to observed
water quality conditions at this station and associated up- and downstream areas. Monitoring
efforts at the Peñasquitos Creek MLS involve numerous constituents of concern (COCs),
including nitrogen compounds, phosphorous, oil and grease, bacterial indicators, pH, turbidity,
chemical oxygen demand (COD), biochemical oxygen demand (BOD), total suspended solids
(TSS), TDS, metals, chemical pesticides (including diazinon and chlorpyrifos) and toxicity to
aquatic test organisms (toxicity). Monitoring at the Peñasquitos Creek MLS site between 1997
and 2000 observed that water quality objectives were regularly exceeded for COCs including
fecal and total coliform bacterial counts, semi-volatile organic compounds, TSS, copper and zinc
(MEC Analytical Systems [MEC] 2001).
Monitoring at the Peñasquitos Creek MLS was conducted for three annual storm events during
the period of 2001/2002 through 2006/2007, six storm events in 2007/2008, and one storm event
in 2008/2009 (25 total events, with no monitoring conducted at the Peñasquitos Creek MLS in
2009/2010), in conjunction with NPDES requirements and the related Peñasquitos Watershed
Urban Runoff Management Program (WURMP; City of Poway et al., 2008). The noted NPDES
requirements mandate a watershed-based strategy for water quality management, with this
methodology reflected in the referenced WURMP and related monitoring programs. Data
compiled during the noted monitoring MLS efforts indicate the following conclusions with
respect to applicable water quality criteria (e.g., Basin Plan standards, as described below):
(1) standards for TDS (21 of 25 events) and fecal coliform (20 of 25 events) were exceeded at a
high frequency; (2) standards for turbidity (10 of 25 events), TSS (7 of 25 events) and
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Espola Road Improvement Project Final EIR 3-29
May 2013
enterococus bacteria (9 of 25 events) were exceeded (at a low frequency); and (3) evidence of
persistent toxicity was not observed (Weston Solutions, Inc. [Weston] 2010).
In addition to the above described monitoring, biological assessment (bioassessment) studies
have been conducted under NPDES requirements and as a separate analysis by the RWQCB
between 1998 and 2002 (RWQCB 2002, 2001, 1999). All of these efforts included testing at
sites in relatively close proximity to the study area, with test dates and locations for the three
closest downstream sites including: (1) Rattlesnake Creek adjacent to Hilleary Park
(approximately 1.5 miles southwest of the study area), with testing conducted in May, September
and November 1998, May 1999, and May 2000; (2) Peñasquitos Creek upstream of Cobblestone
Creek Road (approximately 3.2 miles southwest of the study area), with testing conducted in
May, September and November 1998, May and November 1999, June and October 2001, May
and October of 2002 through 2006, and May 2007; and (3) Peñasquitos Creek at Black Mountain
Road (approximately 7.5 miles southwest of the study area), with testing conducted in May 2009
(Weston 2010, 2008, 2007, 2005; MEC 2005, 2004, 2003).
Bioassessment testing involves evaluation of (among other criteria) the taxonomic richness
(i.e., number of taxonomic groups) and diversity (i.e., species diversity within taxonomic groups)
of benthic macroinvertebrate (BMI) communities. All tested sites were evaluated for the
condition of BMI communities, with the described locations assessed predominantly as poor or
very poor. Because BMI communities are sensitive to water quality (including criteria such as
dissolved oxygen, sedimentation, nutrients and chemical/organic pollutants), the generally low
rankings for the described sites are likely to reflect (at least in part) poor local water quality
conditions.
Dry weather sampling also has been conducted under NPDES requirements at a number of up-
and downstream locations, including sites along Rattlesnake, Poway and Peñasquitos creeks.
The most recent (2009) data document that water quality objectives were exceeded for numerous
constituents, with the most frequent including turbidity (39 of 159 samples), enterococcus
bacteria (9 of 44 samples), total coliform bacteria (9 of 44 samples), and fecal coliform bacteria
(6 of 44 samples; Weston 2011).
The SWRCB and RWQCB produce bi-annual qualitative assessments of statewide and regional
water quality conditions. These assessments are focused on federal Clean Water Act (CWA)
Section 303(d) impaired water listings and priority status for assignment of total maximum daily
load (TMDL) requirements. The Section 303(d) and TMDL assessments involve prioritizing
waters on the basis of water quality (i.e., impaired) status and the necessity for assigning
quantitative contaminant load restrictions (i.e., TMDL), with these data submitted to the EPA for
review and approval. The most current (2008-2010) assessment identifies the following
impaired waters downstream of the portion of the study area subject to development:
(1) 12 miles of Peñasquitos Creek listed for enterococcus bacteria, fecal coliform bacteria,
selenium, TDS, total nitrogen (as N) and toxicity; and (2) 469 acres of Peñasquitos Lagoon listed
for sedimentation/siltation. The anticipated TMDL completion date for all noted contaminants is
2019, except for toxicity in Peñasquitos Creek, which is 2021 (SWRCB 2011).
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-30
May 2013
Based on the above information, existing surface water quality in both local and downstream
surface waters is considered generally moderate to poor. This conclusion is based on historical
data, the described monitoring studies and impaired water designations, and the nature of local
development and associated runoff.
Groundwater
No known current groundwater quality data are available for the study area and vicinity.
Historical data sources include the previously described USGS (1989) study conducted for the
Poway HA. This investigation includes a summary of data collected between 1958 and 1965, as
well as a comparison of this information with data collected in 1984-85. Based on this analysis,
the study concluded that groundwater quality in the Poway HA during the 1950s and 1960s was
generally good for bedrock aquifers, with observed TDS levels of between 610 and 820 mg/l,
and only one sample exceeding Basin Plan water quality objectives. Observed groundwater
quality in alluvial aquifers during the same period was characterized as generally poor, with TDS
levels ranging between 1,200 and 3,300 mg/l and numerous wells exceeding Basin Plan
objectives. Groundwater quality data for bedrock aquifers in the Poway HA collected during a
1984-85 investigation identified somewhat deteriorated conditions from the earlier study, with
TDS levels of between 520 and 1,600 mg/l and approximately half the wells sampled exceeding
Basin Plan objectives. Data from the 1984-85 study for alluvial aquifers in the Poway HA
identified similar conditions as noted for the earlier investigation, with average TDS levels of
around 1,500 mg/l and numerous Basin Plan objectives exceeded (USGS 1989).
Based on the above discussions of historical groundwater data and trends, current groundwater
quality in applicable portion of the study area and vicinity is assumed to be generally poor.
Regulatory Framework
The proposed Project is subject to a number of regulatory requirements associated with federal,
state and local guidelines as summarized below.
National Pollutant Discharge Elimination System Requirements
The proposed Project is subject to applicable elements of the federal CWA, including the
NPDES. Specific NPDES requirements applicable to the Project include conformance with the
following: (1) the General Construction Activity Storm Water Permit (Construction General
Permit, NPDES No. CAS000002); (2) the General Groundwater Extraction Waste Discharge
Permit for Discharge to Surface Water in the San Diego Region Except For San Diego Bay
(Groundwater Permit, NPDES No. CAG919002,); and (3) the NPDES Municipal Storm Water
Permit (Municipal Permit, NPDES No. CAS0108758) and related City of Poway standards (as
outlined below).
General Construction Activity Permit
Conformance with the Construction General Permit is required prior to development of
applicable sites exceeding one acre, with this permit issued by the SWRCB under Order
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Espola Road Improvement Project Final EIR 3-31
May 2013
No. 2009-0009-DWQ (per agreement with the EPA). Specific conformance requirements
include implementing a Storm Water Pollution Prevention Plan (SWPPP), an associated
Construction Site Monitoring Program (CSMP), employee training, and minimum best
management practices (BMPs), as well as a Rain Event Action Plan (REAP) for applicable
projects (e.g., those in Risk Categories 2 or 3, as outlined below). Under the Construction
General Permit, project sites are designated as Risk Level 1 through 3 based on site-specific
criteria (e.g., sediment and receiving water risk), with Risk Level 3 sites requiring the most
stringent controls. Based on the site-specific risk level designation, the SWPPP and related
plans/efforts identify detailed measures to prevent and control the off-site discharge of pollutants
in storm water runoff. Depending on the risk level, these may include mandatory technology-
based action levels, effluent limitations, and advanced treatment systems (ATS). Specific
pollution control measures require the use of best available technology economically achievable
(BAT) and/or best conventional pollutant control technology (BCT) levels of treatment, with
these requirements implemented through applicable BMPs. While site-specific measures vary
with conditions such as risk level, proposed grading, and slope/soil characteristics, detailed
guidance for construction-related BMPs is provided in the permit and related City standards (as
outlined below), as well as additional sources, including the EPA National Menu of Best
Management Practices for Storm Water Phase II (EPA 2010), and Storm Water Best
Management Practices Handbooks (California Stormwater Quality Association [CASQA] 2009).
Specific requirements for the proposed Project under this permit would be determined during
SWPPP development, after completion of project plans and application submittal to the SWRCB.
General Groundwater Extraction Waste Discharge Permit
Conformance with the noted Groundwater Permit is required by the RWQCB prior to disposal of
extracted groundwater (pursuant to Order No. R9-2008-0002 for the Project area). This
requirement is generally applicable to all groundwater discharge regardless of volume, with
certain exceptions as noted in the permit text. Specific requirements for permit conformance
include: (1) submitting a Notice of Intent to the RWQCB; (2) implementing an appropriate
sampling and analysis/monitoring program; (3) providing at least 30 days notification to the
appropriate local agency prior to discharging to a municipal separate storm sewer system (MS4);
(4) conforming with applicable water quality standards (e.g., through appropriate treatment
BMPs) including, but not limited to, the Basin Plan, CWA, State Antidegradation and
Implementation policies, Porter-Cologne Water Quality Control Act and Ocean Plan; and
(5) submittal of applicable monitoring reports.
Municipal Storm Water Permit
The Municipal Permit (RWQCB Order No. R9-2007-0001) identifies waste discharge
requirements for urban runoff related to applicable new development, redevelopment and
existing development sites under the jurisdiction of co-permittees (e.g., the City of Poway). The
intent of these requirements is to protect environmentally sensitive areas and provide
conformance with pertinent hydrology and water quality standards. Identified requirements
involve using a number of planning, design, operation, treatment and enforcement measures to
reduce pollutant discharges to the maximum extent practicable (MEP). Specifically, these
measures include: (1) using jurisdictional planning efforts (such as discretionary general plan
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Espola Road Improvement Project Final EIR 3-32
May 2013
approvals) to provide water quality protection; (2) requiring coordination between individual
jurisdictions to provide watershed-based water quality protection; (3) implementing applicable
low impact development (LID2), source control, priority project, and treatment control BMPs to
avoid, reduce and/or mitigate effects including increased erosion and sedimentation,
hydromodification3, and the discharge of contaminants in urban runoff; and (4) using appropriate
monitoring, reporting and enforcement efforts to ensure proper implementation, documentation
and (as appropriate) modification of permit requirements.
The Municipal Permit also requires co-permittees to fund and implement Urban Runoff
Management Plans (URMPs) that will reduce runoff and contaminant discharges to the MEP.
The URMPs were required to be conducted on a County-wide basis for the first two years, and
transitioned to a watershed-based approach for subsequent efforts. The watershed-based
approach for URMPs has been implemented for the applicable study area watershed, through the
previously noted Peñasquitos WURMP.
Pursuant to the described Municipal Permit requirements, the City of Poway (along with other
applicable co-permittees) participated in developing the regional Standard Urban Storm Water
Mitigation Plan (SUSMP) to address storm water quality issues (City of San Diego 2002a), and
adopted the related City of Poway SUSMP Ordinance (Ordinance 569; City 2011). These
requirements provide (among other things) direction for applicants to: (1) determine if and how
they are subject to Municipal Storm Water Permit (and related) standards: (2) identify pollutants
and conditions of concern; (3) implement appropriate LID, site design, source control and/or
treatment control BMPs to provide regulatory conformance; (4) establish a mechanism for
ongoing BMP maintenance; and (5) identify and address “conditions of concern” in receiving
waters, including hydromodification.
Basin Plan Requirements
The RWQCB San Diego Basin Plan establishes a number of beneficial uses and water quality
objectives for surface and groundwater resources. Beneficial uses are generally defined in the
Basin Plan as “the uses of water necessary for the survival or well being of man, plus plants and
wildlife.” Identified existing and potential beneficial uses for surface waters in the Poway HA
include agricultural supply (AGR), industrial service supply (IND, potential use), contact and
non-contact water recreation (REC1 and REC2), warm and cold freshwater habitat (WARM and
COLD), and wildlife habitat (WILD). Identified existing and potential beneficial uses for
Peñasquitos Lagoon include REC 1 (fishing only) and REC 2; biological habitats of special
significance (BIOL); estuarine habitat (EST); WILD; rare, threatened and endangered species
(RARE); marine habitat (MAR); migration of aquatic organisms (MIGR); spawning,
reproduction and/or early development (SPWN); and shellfish harvesting (SHELL). Identified
2 The LID process is intended to mimic predevelopment hydrologic conditions by using design practices and
techniques to effectively capture, filter, store, evaporate, detain and infiltrate runoff close to its source.
3 Hydromodification is defined in the Municipal Permit as the change in natural watershed hydrologic processes
and runoff characteristics (infiltration and overland flow) caused by urbanization or other land use changes that
result in increased stream flows, sediment transport and morphological changes in the channels receiving the
runoff.
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Espola Road Improvement Project Final EIR 3-33
May 2013
beneficial uses for groundwater in the Poway HA include municipal and domestic supply
(MUN), AGR and IND (potential use).
Water quality objectives identified in the Basin Plan are based on established beneficial uses, and
are defined as “the limits or levels of water quality constituents or characteristics which are
established for the reasonable protection of beneficial uses.” Water quality objectives identified
for surface and groundwater resources in the Poway HA are summarized in Table 3.1.3-3,
Surface and Groundwater Quality Objectives for the Poway Hydrologic Area.
Table 3.1.3-3
SURFACE AND GROUNDWATER QUALITY OBJECTIVES
FOR THE POWAY HYDROLOGIC AREA1
SURFACE WATER
Constituent (mg/l or as noted)
TDS Cl SO4 %
Na N&P Fe Mn MBASB Odor Turb
NTU
Color
Units F
500 250 250 60 --2 0.3 0.05 0.5 0.75 None 20 20 1.0
GROUNDWATER
Constituent (mg/l or as noted)
TDS Cl SO4 %
Na NO3 Fe Mn MBASB Odor Turb
NTU
Color
Units F
750 300 300 60 10 0.3 0.05 0.5 0.75 None 5 15 1.0
Source: RWQCB 1994
1 Concentrations not to be exceeded more than 10% of the time during any one-year period.
2 Shall be maintained at levels below those which stimulate algae and emergent plant growth.
TDS = total dissolved solids; Cl = Chlorides; SO4 = Sulfate; Na = Sodium; N&P = Nitrogen and Phosphorus;
NO3 = Nitrate; Fe = Iron; Mn = Manganese; MBAS = Methylene Blue Activated Substances (anionic surfactant or
commercial detergent); B = Boron; Turb = Turbidity (measured in Nephelometric Turbidity Units [NTU]);
F = Fluoride
City of Poway Requirements
Project construction would be subject to applicable elements (e.g., erosion control) of the City of
Poway Grading Ordinance (Ordinance 345) and related elements of the PMC (Section 16.40
et. seq.), as well as the SUSMP and related City SUSMP Ordinance described above under
NPDES requirements. Erosion control requirements in the City Grading Ordinance are similar to
standard erosion and sedimentation controls previously identified for the NPDES General
Construction Activity Permit.
The City of Poway General Plan includes a number of goals, objectives and policies related to
hydrology, water quality and flood hazards, including general directives to: (1) preserve natural
watershed and drainage areas; (2) protect groundwater resources; (3) preserve water quality at or
above public health standards; (4) control erosion and sedimentation; and (5) limit flood-related
hazards.
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Espola Road Improvement Project Final EIR 3-34
May 2013
Thresholds of Significance
The Project would result in significant impacts to hydrology and water quality if it would:
Alter on- or off-site drainage patterns or directions, such that substantial
erosion/sedimentation or flooding would occur on or off site.
Increase on- or off-site surface runoff volumes or velocities, such that the capacity of
existing or planned drainage facilities would be exceeded, or substantial flooding or
hydromofication would occur on or off site.
Place structures or other facilities within a 100-year floodplain, such that flood waters
would be impeded or redirected, or people or property would be exposed to substantial
risks from flooding.
Expose people or structures to substantial risks from flooding associated with the failure
of a dam or levee; or from inundation by sources including seiche or tsunami.
Substantially degrade the water quality of any water course or water body, including
groundwater, or result in a violation or conflict with any applicable federal, state or local
regulations, ordinances or policies related to hydrology/water quality.
Substantially deplete or interfere with groundwater supplies or recharge, such that there
would be a net deficit in aquifer volume or a lowering of local groundwater tables.
Impacts
Based on the information and analysis provided in the Project Drainage Study and WQTR
(Appendices F and G, respectively), no issues were identified that would make the design,
construction and/or operation of the proposed Project infeasible from a hydrology/water quality
perspective. A number of related potential effects may occur, however, during both short-term
(construction) and long-term (operation) Project activities. The referenced Project technical
reports and the previously described regulatory standards identify a number of general and issue-
specific recommendations and/or requirements to address potential hydrology/water quality
issues, with these considerations included in the following assessment of Project impacts as
appropriate.
Drainage Alteration
As described above under Affected Environment, surface drainage within the portion of the
study area proposed for development is collected in a series of storm drain facilities and flows
generally south to Rattlesnake Creek. Implementation of the proposed Project would entail
modifying the existing storm drain system to accommodate post-development flows.
Specifically, proposed storm drain modifications would include: (1) replacing the existing
concrete-lined trapezoidal channel that extends generally between Mountain Road (Station
23+00) and Rattlesnake Creek with an underground storm drain pipeline system (as the proposed
roadway improvements would fill the existing channel); (2) installing an underground storm
drain pipeline north of Los Nietos Avenue (Station 18+00) to convey discharge from the western
portion of Espola Road (and eliminate the need for the existing cross-gutter along Los Nietos
Avenue); (3) installing cross-gutters along Northcrest Lane (Station 65+00) and Evergreen Lane
(Station 38+00); (4) installing curbs-and-gutters along the entire proposed roadway (including
several curb cuts on both sides of the roadway); (5) replacing applicable CMP facilities with
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Espola Road Improvement Project Final EIR 3-35
May 2013
RCP to minimize friction and increase flow capacity (alternatively, the Project Drainage Study
identifies the fact that existing CMP pipes could be concrete lined); and (6) providing a direct
connection between the proposed storm drain system and the existing box culvert at Espola Road
and Rattlesnake Creek (BV 2011a).
It should be noted that while the proposed storm drain system would collect runoff generated
within the study area (including runoff from the proposed roadway expansion), it also would be
designed to continue the existing conveyance of runoff from off-site (upstream) areas to
Rattlesnake Creek. This design would generally maintain current on- and off-site drainage
patterns, with off-site flows comprising the bulk of existing and proposed flows within and from
the study area. Based on the described conditions, the proposed Project would not significantly
change existing drainage patterns, with the Project Drainage Study concluding that “General
drainage patterns will not be significantly altered with the proposed drainage and roadway
improvements.” Accordingly, no significant impacts related to on- or off-site drainage patterns
and directions, or related erosion/sedimentation or flooding hazards, would result from
implementation of the proposed Project (with additional discussion of potential
erosion/sedimentation and flooding issues provided below in this section).
Runoff Volumes/Velocities
Implementation of the proposed Project would result in the construction of approximately
8.7 acres of new impervious surfaces consisting primarily of pavement. Calculated post-
development 100-year storm flow from the Project study area is approximately 1,243.4 cfs
(i.e., at the previously described outfall in Rattlesnake Creek), representing an increase of 4.3 cfs
(or approximately 0.35 percent) over the existing 100-year flow volume of 1,239.1 cfs
(BV 2011a). Based on the minor nature of this increase, the Project Drainage Study concludes
that the additional runoff represents a “[n]egligible increase considering the size of the
contributing watershed” (refer to Section 8.0 of the Drainage Study included in Appendix H).
The Project design also includes the use of 14 bioretention (vegetated) swales, as described
below under the discussion of Water Quality (refer to Treatment Control BMPs). In addition to
water quality treatment, these facilities would provide flow regulation/reduction through
retaining/infiltrating storm flows, such that no increase in post-development flows from the study
area would result from implementation of the proposed Project for 10-year and smaller storm
events (per associated requirements in the City SUSMP).
In addition, Project implementation would not result in any increase of flow velocities for runoff
leaving the study area, due to the described “negligible increase” in post-development flows and
the noted flow regulation/reduction from proposed bioretention swales. Based on the described
conditions, no significant impacts related to runoff volumes/velocities or the related capacity of
existing or planned drainage facilities would result from implementation of the proposed Project
(with additional discussion on drainage system capacity provided below under the discussion of
Flooding Hazards).
Potential issues related to hydromodification would be addressed through efforts including the
diversion of storm runoff into the proposed bioretention basins between the curb and sidewalk
structures, as noted above. Pursuant to the City of San Diego Storm Water Standards (City of
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Espola Road Improvement Project Final EIR 3-36
May 2013
San Diego 2011), bioretention facilities provide effective hydromodification control, and as
previously described, would regulate/infiltrate flows such that no increase in post-development
runoff would occur from the study area for 10-year and smaller storm events. Based on these
considerations, the proposed Project would conform to applicable requirements of the City
SUSMP regarding hydromodification, and no related significant impacts would result from
Project implementation.
Flooding Hazards
Floodplain-related Hazards
As noted under Affected Environment, the majority of the Project study area is mapped by
FEMA as Zone X, or areas outside the 500- and 100-year floodplains (FEMA 1997).
Accordingly, Project-related facilities located in these areas would not generate, or be subject to,
significant floodplain-related impacts associated with inundation or the creation of obstructions
that would impede or redirect flood waters.
Approximately the southernmost 600 feet of the Project study area extend into areas mapped as
500- or 100-year floodplains. Proposed Project facilities in these areas are limited to
underground storm drain pipelines within and adjacent to Espola Road. Accordingly, no
significant floodplain-related impacts would be associated with these facilities (refer to
Section 3.0 of the Project Drainage Study included in Appendix H).
As previously noted, a small portion of the proposed staging area is also located within the
500-year floodplain. No significant impacts are assessed to the temporary use of this staging area.
Storm Drain Capacity
As previously noted, proposed storm drain improvements include a number of new and modified
facilities to convey on- and off-site generated flows through the study area to the existing outlet
point (including improvements to facilities that are currently under capacity, as described above
and in Appendix H). All proposed drainage facilities would be designed and located to conform
to current City of Poway drainage requirements, including the provision of adequate capacity for
a 100-year storm event and compatibility with existing on- and off-site drainage facilities. As a
result, Project implementation would not result in any significant impacts from flood hazards
related to the function or capacity of existing or proposed drainage facilities.
Tsunamis/Seiches and Earthquake-induced Flooding
Tsunamis (commonly referred to as tidal waves) are seismic sea waves produced by events such
as submarine earthquakes or volcanic eruptions, and can generate impacts related to inundation
in coastal areas. Seiches are defined as wave-like oscillatory movements in enclosed or semi-
enclosed bodies of water such as lakes or reservoirs, and are associated with seismic activity.
This phenomenon can result in flooding damage and related effects (e.g., erosion) in surrounding
areas from spilling or sloshing water, as well as increasing pressure on containment structures.
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Espola Road Improvement Project Final EIR 3-37
May 2013
Because the study area is located approximately 14 miles inland and between approximately 580
and 820 feet AMSL, the Project Geotechnical Design Report concludes that the risk associated
with tsunamis is “[e]xtremely low” (TCG 2004, refer to Appendix H). Similarly, the study area
is not located adjacent to or within close proximity of any large upgradient water bodies, with the
Project Geotechnical Design Report identifying a low risk for seiches and earthquake-induced
dam failure (Lake Poway, located northeast of study area, would drain to the north and east in
the event of a dam failure, TCG 2004). The study area could be subject to flooding impacts
associated with the seismically induced rupture of water lines, although the extent and duration
of such potential flooding would be generally minor. Based on the above considerations,
potential Project-related impacts from tsunami, seiche and earthquake-induced flooding would
be less than significant.
Water Quality
Potential Project-related water quality impacts are associated with both short-term construction
activities and long-term operation and maintenance. Anticipated and potential pollutants
identified in the Project WQTR include sediment, nutrients, heavy metals, organic compounds,
trash and debris, oxygen-demanding substances, and oil and grease. Additional discussion of
these potential contaminants in association with the proposed Project is provided below under
Long-term Operation and Maintenance, and in Section 3.0 of the WQTR included in Appendix I
of this EIR.
Project-related activities would not result in any direct effects to groundwater quality through
activities such as underground storage of hazardous materials. Accordingly, potential impacts to
groundwater quality would be limited to the percolation of surface runoff and associated
contaminants generated within the Project. The following assessment of potential water quality
impacts is therefore applicable to both surface and groundwater resources.
Short-term Construction
Potential water quality impacts related to Project construction include erosion/sedimentation, the
on-site use and storage of construction-related hazardous materials (e.g., fuels, etc.), and the
disposal of extracted groundwater (if required), as described below.
Erosion and Sedimentation. Proposed excavation, grading and construction activities within the
Project site could result in erosion and off-site sediment transport (i.e., sedimentation).
Specifically, Project activities would involve: (1) removal of existing surface stabilizing features
such as pavement and vegetation; (2) excavation of existing compacted materials from cut areas;
(3) redeposition of excavated (and/or imported) material as fill in proposed development sites;
(4) potential sediment generation from paving activities; and (5) potential erosion from disposal
of extracted groundwater (if required).
Project-related erosion could result in the influx of sediment into downstream receiving waters,
with associated water quality effects such as turbidity and the transport of other contaminants
(e.g., hydrocarbons) that tend to adhere to sediment particles. Project-related erosion and related
sedimentation are not considered to be substantial long-term concerns, as virtually all developed
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Espola Road Improvement Project Final EIR 3-38
May 2013
areas would encompass pavement or landscaping. The Project also would incorporate long-term
water quality controls pursuant to City and NPDES guidelines, including measures that would
avoid or reduce off-site sediment transport. Specifically, this would include efforts such as the
use of bioretention facilities, irrigation controls, street sweeping and drainage facility
maintenance (i.e., to remove accumulated sediment). Additional discussion of long-term water
quality measures is provided below under Long-term Operation and Maintenance.
Short-term water quality effects from Project-related erosion and sedimentation could affect
downstream waters and associated wildlife habitats, with such impacts considered potentially
significant. These potential impacts could encompass water quality segments listed as impaired
under the NPDES Section 303(d) list, including downstream portions of Peñasquitos Creek and
Peñasquitos Lagoon as previously described. Short-term erosion and sedimentation impacts
would be addressed through conformance with the NPDES Construction General Permit and the
associated City of Poway requirements outlined above under Regulatory Framework.
Specifically, this would entail implementing a SWPPP for proposed construction, including
BMPs to avoid or mitigate potential effects related to erosion and sedimentation. While
individual BMPs would be determined during the SWPPP process based on site-specific
characteristics (soils, grading, etc.), they are likely to include standard industry measures and
guidelines contained in sources such as the NPDES Permit, the City SUSMP Ordinance, and the
additional regulatory and industry sources listed under Regulatory Framework. A summary of
potential erosion and sediment control BMPs that may be applicable to the proposed Project is
provided below.
Prepare and implement a CSMP to ensure appropriate monitoring, testing, BMP
effectiveness, and conformance with applicable discharge requirements.
Prepare and implement a REAP, if applicable (i.e., depending on risk level), to ensure
that active construction areas/activities have adequate erosion and sediment controls in
place within 48 hours of the onset of any likely precipitation event (i.e., 50 percent or
greater probability of producing precipitation, per National Oceanic and Atmospheric
Administration projections).
Properly manage storm water and non-storm water flows to minimize runoff.
Use erosion control/stabilizing measures such as geotextiles, mulching, mats, plastic
sheets/tarps, fiber rolls, soil binders, compost blankets, soil roughening, or temporary
hydroseeding (or other plantings) in appropriate locations, such as graded areas and
slopes.
Use sediment controls in applicable construction areas to prevent off-site
sediment/particulate transport. Specific measures may include temporary inlet filters, silt
fences, fiber rolls, silt dikes, biofilter bags, gravel bags, compost bags/berms, street
sweeping/vacuuming, energy dissipators, stabilized construction access points/sediment
stockpiles, properly fitted covers for sediment transport vehicles, and advanced treatment
systems (ATS) such as filtration or coagulation (if applicable based on risk assessment).
Store BMP materials in applicable on-site areas to provide “standby” capacity adequate
to provide complete protection of exposed areas and prevent off-site sediment transport.
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Espola Road Improvement Project Final EIR 3-39
May 2013
Provide full erosion control for disturbed areas with no scheduled activity for 14 or more
consecutive calendar days (or other appropriate period identified in local storm water
standards).
Provide appropriate training for personnel responsible for BMP installation and
maintenance.
Use solid waste management efforts such as proper containment and disposal of
construction debris.
Comply with local dust control requirements, potentially including measures such as
regular watering, use of chemical palliatives, and limiting construction during periods of
high wind.
Install permanent landscaping, with emphasis on native and/or drought-tolerant varieties,
as soon as feasible during or after construction.
Implement appropriate monitoring and maintenance efforts (e.g., prior to and after storm
events) to ensure proper BMP function and efficiency.
Implement sampling/analysis, monitoring/reporting and post-construction management
programs per NPDES requirements.
Implement additional BMPs as necessary to ensure adequate erosion and sediment
control (e.g., advanced treatment, effluent testing, and/or more detailed
monitoring/reporting).
Implementation of appropriate BMPs as part of a SWPPP that conforms to NPDES and related
City of Poway requirements would reduce potential construction-related erosion and
sedimentation impacts below a level of significance.
Construction-related Hazardous Materials. Project construction would involve the on-site use
and/or storage of hazardous materials such as fuels, lubricants, solvents, concrete, paint, and
portable septic system wastes. The accidental discharge of such materials during Project
construction could result in significant impacts to surface water quality if such materials reach
downstream receiving waters—particularly materials such as petroleum compounds that are
potentially toxic to aquatic species in low concentrations. As described above for
erosion/sedimentation (and under Regulatory Framework), implementation of a SWPPP would
be required under applicable NPDES regulatory guidelines. While detailed BMPs to address
construction-related hazardous materials would be determined as part of the NPDES/SWPPP
process based on site-specific parameters, they are likely to include the following types of
standard industry measures contained in sources such as the NPDES Permit, the City SUSMP
Ordinance, and the additional regulatory and industry sources listed under Regulatory
Framework.
Minimize the amount of hazardous materials on site, and restrict storage/use locations to
areas at least 50 feet from storm drains and surface waters.
Use raised (e.g., on pallets), covered, and/or enclosed storage facilities for all hazardous
materials, and maintain accurate and up-to-date written inventories and labels.
Use berms, ditches, and/or impervious liners (or other applicable methods) in hazardous
material storage and vehicle/equipment maintenance and fueling areas, to provide a
containment volume of 1.5 times the volume of stored/used materials and prevent
discharge in the event of a spill.
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Espola Road Improvement Project Final EIR 3-40
May 2013
Place warning signs in areas of hazardous material use or storage, and along drainages
and storm drains (or other appropriate locations), to avoid inadvertent disposal.
Properly maintain all construction equipment and vehicles.
Restrict paving operations during wet weather and use appropriate sediment control
devices downstream of paving activities.
Properly contain and dispose of wastes and/or slurry from sources including concrete,
drywall and paint, by using methods such as properly designed and contained washout
areas/facilities.
Provide training for applicable employees in the proper use, handling, and disposal of
hazardous materials, as well as appropriate action to take in the event of a spill.
Store absorbent and clean-up materials in readily accessible on-site locations.
Properly locate, maintain and contain portable wastewater facilities.
Use recycled or less hazardous materials wherever feasible.
Post regulatory agency telephone numbers and a summary guide of clean-up procedures
in a conspicuous on-site location.
Regularly (at least weekly) monitor and maintain hazardous material use/storage facilities
and operations to ensure proper working order.
Implementation of appropriate BMPs as part of a SWPPP that conforms to NPDES and related
City of Poway requirements would reduce potential construction-related hazardous material
impacts below a level of significance.
Disposal of Extracted Groundwater. As described above in Section 3.1.3.1, shallow groundwater
may be encountered during Project excavation and construction. Disposal of groundwater
extracted during construction activities into the local storm drain system could generate
significant impacts to surface water quality through erosion/sedimentation (e.g., if discharged
onto graded areas) or the possible occurrence of contaminants in local groundwater. Under such
conditions, the disposal of extracted groundwater could impact downstream surface water quality
and associated biological habitats through increased turbidity and/or the introduction of other
contaminants.
Project construction would require conformance with applicable NPDES Groundwater Permit
criteria, as outlined under Regulatory Framework. While individual BMPs to address potential
water quality concerns from disposal of extracted groundwater would be determined based on
site-specific parameters, they may include the following types of standard measures derived from
the NPDES Groundwater Permit and the previously referenced regulatory/industry sources:
Using erosion prevention and sediment catchment devices (similar to those described
above for erosion and sedimentation) in applicable areas.
Testing extracted groundwater for appropriate contaminants prior to discharge.
Treating extracted groundwater prior to discharge if required to provide conformance
with applicable criteria (e.g., through methods such as filtration, aeration, adsorption,
disinfection, and/or authorized conveyance to a municipal wastewater treatment plant).
Removing contaminated groundwater for off-site treatment and disposal by a licensed
operator in conformance with applicable legal requirements.
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Espola Road Improvement Project Final EIR 3-41
May 2013
Implementation of appropriate BMPs in conformance with the NPDES Groundwater permit
would reduce associated potential water quality impacts below a level of significance.
Long-term Operation and Maintenance
As previously noted and identified in the Project WQTR, long-term roadway operation and
maintenance typically results in the generation of a number of contaminants, with anticipated
contaminants including sediment, metals, organic compounds (including petroleum
hydrocarbons), trash and debris, and oil and grease. In addition, nutrients (e.g., nitrogen and
phosphorus) and oxygen demanding substances (e.g., organic materials such as vegetation
clippings) are identified as potential contaminants (Appendix I). Based on the CWA Section
303(d) listings for downstream waters described above, the primary pollutants of concern
identified in the Project WQTR are sediment and nutrients. All of the listed contaminants
accumulate in streets and drainage facilities, and are picked up in runoff generated during storm
events and/or by urban sources such as irrigation. Contaminant loading is typically higher
during initial storm runoff generation (i.e., the “first flush”), and contaminant loading in arid
climates (such as southern California) is generally higher during the first storm event of the rainy
season due to the accumulation of contaminants during the drier months. Post-development
100-year storm runoff from the study area is projected to increase by approximately 4.3 cfs, with
a corresponding increase in runoff loading potential. The transport of roadway-generated
contaminants from the study area to downstream receiving waters could result in adverse water
quality effects related to issues such as increased turbidity from sediment discharge (with such
materials also providing a transport mechanism for other contaminants such as hydrocarbons
which tend to adhere to sediment particles), as well as oxygen depletion and toxicity to attendant
species. All downstream waters and associated wildlife habitats could be affected, including
portions of Peñasquitos Creek and Lagoon that are listed as impaired under CWA 303(d) and
TMDL criteria.
Based on the findings of the WQTR, Project implementation could result in significant long-term
water quality impacts pursuant to applicable criteria. As previously described under Regulatory
Framework, however, long-term Project activities would be required to comply with existing
regulatory requirements related to water quality, including applicable elements of the NPDES
Municipal Permit, the related City SUSMP Ordinance, and the RWQCB Basin Plan. The
application of these requirements to long-term Project operation and maintenance is addressed in
the Project WQTR, with a number of associated LID site design, source control, and treatment
control BMPs identified to provide regulatory conformance. These BMPs are summarized
below, with additional discussion provided in the Project WQTR (Appendix I).
Low Impact Development (LID) Site Design BMPs. The use of LID measures is intended to
mimic predevelopment hydrologic conditions by effectively capturing, filtering, storing,
evaporating, detaining and/or infiltrating runoff close to its source. Specific LID site design
BMPs identified in the Project WQTR include the following measures:
Minimizing the amount of new impervious surfaces by limiting streets and sidewalks to
the minimum widths necessary to meet applicable design standards (including ADA
requirements) and maintain adequate levels of service and public safety.
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Espola Road Improvement Project Final EIR 3-42
May 2013
Precluding the use of impervious surfaces (e.g., decorative concrete) in landscaped areas.
Incorporating natural (unlined) drainage systems to the MEP (e.g., proposed bioretention
swales as described below under Treatment Control BMPs), and directing drainage from
approximately 70 percent of the Project roadway (including all new impervious surfaces)
into vegetated areas.
Using an urban/swale drainage system, wherein the street slopes to the curb and curb cuts
are provided to direct flows into adjacent bioretention swales.
Preserving undeveloped/vegetated areas (including native vegetation) wherever feasible,
and maximizing the use of native and/or drought-tolerant vegetation in landscaping and
other applicable areas (e.g., manufactured slopes and bioretention swales).
Minimizing the disturbance of natural drainages to the MEP.
Installing brow ditches (and/or other appropriate facilities) to minimize/control runoff on
slopes.
All of these measures would help reduce long-term urban contaminant generation by
retaining permeable areas, increasing infiltration, decreasing runoff, minimizing
irrigation requirements, using vegetated areas to provide runoff filtering, and reducing
runoff velocity (and associated erosion/sedimentation potential) prior to off-site
discharge.
Source Control BMPs. Source control BMPs are intended to avoid or minimize the introduction
of contaminants into the storm drain and natural drainage systems by reducing the potential
generation of contaminants at the point of origin to the MEP. The following source control
BMPs are identified in the Project WQTR:
Installing concrete stamping, porcelain tiles, signs or equivalent markers with prohibitive
language (e.g., “No Dumping”) at appropriate locations such as storm drain inlets and
catch basins to discourage illicit discharges. All markers would be designed per current
City of Poway criteria, with prohibitive text to be provided in both English and Spanish if
deemed appropriate by the City.
Implementing irrigation controls for landscaped areas such as tailoring irrigation
schedules to site-specific needs (i.e., to prevent over-watering), and using
moisture/pressure sensors and automatic flow reducers and/or shutoff valves to preclude
irrigation during precipitation or in the event of broken sprinkler heads or lines.
Conducting appropriate inspection and maintenance efforts for proposed drainage
facilities, BMPs and landscaping/irrigation systems (with additional information provided
below under the discussion of Post-construction Monitoring and Maintenance).
Implementing applicable Priority Project treatment control BMP requirements for
roadways per the City SUSMP Ordinance (as described below under Treatment Control
BMPs).
Conducting street sweeping along the proposed roadway at appropriate intervals
(e.g., every two weeks, as is currently practiced along Espola Road).
The described source control measures would help reduce long-term roadway contaminant
generation by avoiding and/or reducing the discharge of identified contaminants and ensuring
proper function of applicable facilities and activities.
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Espola Road Improvement Project Final EIR 3-43
May 2013
Treatment Control BMPs. Treatment control BMPs are intended to mitigate (infiltrate, filter or
treat) runoff from developed areas, and are required to incorporate (at a minimum) either
volume- or flow-based treatment control design standards (as described in the NPDES Municipal
Permit and related City of Poway requirements). Treatment control BMPs are required for the
proposed Project, based on its designation as a “Priority Project” and the information regarding
anticipated conditions/contaminants identified in the Project WQTR (refer to Section 4.2.3 of the
WQTR in EIR Appendix I). It should be noted, however, that much of the Project site has been
previously developed, and the proposed improvements would result in an increase of less than
50 percent of the existing impervious surface area. Accordingly, Project-related treatment
control BMPs would only be required for runoff associated with the additional impervious areas,
and not the entire Project site (pursuant to the previously described Poway SUSMP Ordinance,
City 2011). Specific treatment control BMPs identified in the Project WQTR include the use of
14 bioretention (vegetated) swales located along applicable portions of the proposed roadway
(refer to Attachment B of the WQTR included in EIR Appendix I for specific swale locations).
As previously noted, bioretention swales would treat drainage from approximately 70 percent of
the Project roadway, including all new impervious surfaces. Bioretention swales typically
consist of open, shallow, vegetated channels that convey runoff and provide filtering and (to a
lesser extent) infiltration as flows move slowly across vegetated areas. Biofiltration swales
exhibit a medium or high removal efficiency for pollutants including sediment, trash and debris,
nutrients, heavy metals, organic compounds, oxygen demanding substances, bacteria, oil and
grease, and pesticides (refer to Table 12 of the WQTR in EIR Appendix I).
Based on the above discussions and additional information provided in the Project WQTR
(Appendix I), implementation of the described BMPs would provide conformance with existing
NPDES, City of Poway, Basin Plan and other applicable regulatory requirements related to long-
term water quality/ contaminant generation, and would (in concert with the previously described
LID and source control measures) reduce associated potential impacts below a level of
significance.
Post-construction BMP Monitoring/Maintenance Schedules and Responsibilities. Identified
long-term BMPs include physical facilities such as “no dumping” markers, drainage control
structures (e.g., brow ditches) and bioretention swales; as well as programs/activities including
street sweeping and landscape/irrigation management. All monitoring and maintenance efforts
(including funding) associated with the identified Project BMPs would be the responsibility of
the City. Typical monitoring and maintenance efforts associated with proposed BMP facilities
and programs are summarized in Table 3.1.3-4, Summary of Typical/Proposed Post-Construction
BMP Monitoring and Maintenance Efforts, with additional information provided in Table 14 of
the WQTR (Appendix I).
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Espola Road Improvement Project Final EIR 3-44
May 2013
Table 3.1.3-4
SUMMARY OF TYPICAL/PROPOSED POST-CONSTRUCTION BMP
MONITORING AND MAINTENANCE EFFORTS
Inlet Stencils/Tiles, Signs or Equivalent Facilities: Monitoring for informational storm drain markers
would include annual inspections, with specific maintenance efforts to include replacing/repairing
stencils, tiles, signs (or other facilities) as necessary to maintain legibility.
Drainage Facilities: Monitoring of storm drain facilities such as inlets, catch basins and brow ditches
would consist of quarterly inspections, including once prior to the rainy season. Specific maintenance
efforts would include clearing/disposing of all trash and debris during each inspection, and
replacing/repairing facilities as necessary to ensure proper function.
Landscaping and Related Irrigation Systems: Project landscaping and associated irrigation systems
would be inspected quarterly, including once prior to the rainy season. Specific maintenance efforts
would consist of as-needed vegetation management (e.g., trimming, weeding and vegetation
replacement), removal of standing water (including regrading if applicable), clearing/disposal of trash
and debris, and as-needed adjustment/repair of irrigation systems.
Bioretention Swales: Monitoring of bioretention swales would be conducted quarterly during the dry
season (including once at the beginning of the dry season), and monthly during the rainy season
(including once at the beginning of the rainy season). Specific maintenance efforts associated with
the swales would include: (1) clearing/disposing of all trash/debris and excess sediment during each
inspection; (2) reseeding/replacing areas of missing, damaged or dead vegetation; (3) removing
weedy or other undesirable vegetation; and (4) regrading applicable areas downstream of ponding to
ensure proper flows, as well as areas experiencing erosion (with eroded material to be removed as
appropriate).
Source: BV 2011b
Groundwater Depletion
Implementation of the proposed Project would not involve any long-term use of groundwater or
other activities that would substantially deplete local groundwater supplies. Potential long-term
effects to groundwater recharge capacity would consist of the installation of impervious surfaces
(pavement) and the corresponding reduction in recharge area. Associated effects to local
groundwater supplies would be minor, however, due to the relatively small area of new
pavement (approximately 8.7 acres), the location of portions of the proposed new pavement in
previously disturbed/compacted areas with low existing infiltration rates (e.g., roadway
shoulders), the inclusion of landscaped/vegetated areas (and associated recharge capacity) within
the roadway alignment, and the fact that all runoff from the study area would be discharged into
adjacent natural (i.e. unlined) portions of Rattlesnake Creek containing alluvial deposits with
high infiltration rates.
As described above under the discussion of construction-related dewatering, the presence of
shallow groundwater could entail temporary dewatering to allow (for example) construction
equipment or worker access. Associated potential impacts to local groundwater aquifers would
be less than significant, however, based on the temporary nature of such dewatering efforts, as
well as the fact that disposal of extracted groundwater would likely be within adjacent areas
tributary to Rattlesnake or Poway creeks that are also within the Poway Groundwater Basin.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-45
May 2013
3.1.4 Hazards and Hazardous Materials
This section presents an assessment of potential hazardous waste/materials impacts associated
with the proposed Espola Road Improvement Project, and is based on a 2003 Phase I Site
Assessment prepared for the Project by TCG as well as an updated files search through
Environmental Data Resources, Inc. in 2012 (Appendix J of this EIR).
Affected Environment
To determine the location and type of potential hazardous materials within the Project study area,
historic aerial photographs were reviewed, records searches were conducted and observations
were made during a site reconnaissance.
Based on a review of 1953 historic aerial photographs of the Project study area, Espola Road
used to be a back-country road serving a sparsely populated rural area. The surrounding area
was predominantly agricultural, with open space in the higher and rockier elevations.
Regulatory Requirements
Several sets of laws and regulations are applicable to hazardous materials-related environmental
concerns and mitigation (Table 3.1.4-1, Regulatory Agency Responsibility Matrix). The 1972
Federal Water Pollution Control Act (also known as the Clean Water Act) established a federal
framework for the regulation of water quality. The Comprehensive Environmental Response,
Compensation and Liability Act (CERCLA) of 1980, also known as “Superfund,” and the
Superfund Amendments and Reauthorization Act (SARA) of 1986 (amended CERCLA, SARA
Title III) provide a federal framework for setting priorities for cleanup of hazardous substances
releases to air, water and land. This framework provides for the regulation of the cleanup
process, cost recovery, response planning and communication standards. The federal Resource
Conservation and Recovery Act (RCRA) of 1976 established the authority of the EPA to develop
regulations to track and control hazardous substances—from their production, through use, and
to disposal. The EPA has the authority under RCRA to authorize states to implement the
requirements of RCRA, and California is a RCRA-authorized state. Title 40 CCR Part 280
establishes technical standards and corrective action requirements for owners and operators of
underground storage tanks (USTs) under RCRA.
Table 3.1.4-1
REGULATORY AGENCY RESPONSIBILITY MATRIX
Law Purpose Federal State Regional/
County City
CAA Restore air
quality EPA ARB APCD --
CWA/
Porter-Cologne
Water Quality Act
Protect/restore
water quality EPA SWRCB RWQCB City
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-46
May 2013
Table 3.1.4-1 (cont.)
REGULATORY AGENCY RESPONSIBILITY MATRIX
Law Purpose Federal State Regional/
County City
RCRA
Hazardous
waste
regulation
EPA
Department of
Toxic Substances
Control (DTSC)
Department of
Environmental
Health (DEH)
Fire
Department
CERCLA
Cleanup of
hazardous
waste sites
EPA DTSC -- --
SARA III Community
right-to-know EPA
Office of
Emergency
Services (OES)
Regional OES
Emergency
Planning
Commission
California Code of
Regulations
Management
of hazardous
materials sites
-- DTSC -- --
The Porter-Cologne Water Quality Act (California Water Code Section 13000 et seq.)
established the authority of the SWRCB and provided the RWQCB with the primary
responsibility for the control of water quality in the state of California. The California Health
and Safety Code establishes legal requirements for control and management of hazardous wastes
(Chapter 6.5), aboveground storage tanks (Chapter 6.6) and USTs.
CCR Title 22, Division 4.5 provides state requirements for the classification, management and
cleanup of hazardous waste sites. CCR Title 27, Division 3, Chapter 15 establishes minimum
requirements for proper waste management treatment, storage or disposal in landfills, surface
impoundments, waste piles and land treatment facilities. The regulations in CCR Title 23,
Division 3, Chapter 16 establish requirements regarding the management of USTs for the
protection of waters of the state from discharges of hazardous substances.
The Water Quality Control Plan (Basin Plan) for the San Diego Region establishes policies and
requirements for the protection of ground and surface water quality in the region. The Basin
Plan also summarizes drinking water standards as specified by the California Department of
Health Services, the California Inland Surface Waters Plan (SWRCB 1991) and Title 40 CFR
Part 131, which establishes federal water quality standards under the Clean Water Act.
Existing Study Area Conditions
Potable water is supplied by the City, which is piped to the residents through a piping system
maintained by the City. Sewage disposal is performed by a combination of septic systems and
City maintained sewer system. Most of the residents on the easterly side of Espola Road and
those northerly of High Valley Road are on septic.
A total of 6 known water wells are located within 0.5 mile of the Project alignment, with an
additional 10 wells located within one mile. Five of the wells have been reported as “unused.”
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-47
May 2013
The anticipated to be in use was identified as domestic and is located 0.13 mile up gradient from
Espola Road.
A site reconnaissance was conducted by TCG to determine the presence of any hazardous
substances, storage tanks, indications of solid waste disposal, or any other conditions that could
pose a hazard to the public. The site reconnaissance revealed no evidence of recognized
hazardous environmental conditions in connection with the Project study area.
A review of the Vista Report documents (refer to Appendix J) identified four locations that have
USTs or aboveground storage tanks (including the Circle K, a cemetery and Poway High
School), or that store other hazardous materials on site (e.g., a dry cleaners). Each of these sites
is located beyond the Project area boundaries, with the exception of the dry cleaners. One of the
four sites, the Circle K store—No. 2971, reported a leaking UST. The tank was removed in
1995, and the file closed by the County. Additionally, interviews with the Poway Fire
Department and other City personnel indicated that no major spills are known to have occurred
along the Project alignment. Minor spills (gas and oil) from automobile accidents have been
reported. Those spills were reportedly cleaned up at the time of the accidents.
Thresholds of Significance
The Project would result in significant impacts to hazards and/or hazardous materials if it would:
Disturb uses or soil identified as having the potential to be contaminated with hazardous
waste or materials.
Impacts
Permanent Impacts
The site assessment conducted for the Project identified no evidence of hazardous environmental
conditions in the Project study area. As a result, no permanent impacts to Project cost and
schedule, and/or worker and public health and safety, are anticipated as a result of Project
implementation.
Temporary Impacts
No temporary impacts to Project cost and schedule, and/or worker and public health and safety
are anticipated as a result of Project implementation.
Mitigation Measures
No significant Project impacts from hazardous waste are identified; therefore, no mitigation
measures are required.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-48
May 2013
3.1.5 Paleontological Resources
Affected Environment
Geological Formations in the Study Area
The potential occurrence of valuable paleontological resources at a given location can be
predicted based on site geology and associated fossil recovery from similar formational
materials. To evaluate potential paleontological resources within the study area, the presence
and distribution of surficial and underlying geologic materials within the study area were
compared against known or projected paleontological resource potentials identified in (1) the
City of San Diego Paleontology Guidelines prepared by the City of San Diego (2002b); and
(2) the County of San Diego Paleontological Resources assessment prepared by Deméré and
Walsh (1994).
Surficial and underlying materials mapped in the study area include Quaternary-age overburden
deposits including alluvium, colluvium, surficial topsoil, residual soils and basement rock
consisting of Cretaceous-age undifferentiated granitic rocks of the Southern California Batholith.
Alluvial deposits exist in the bottoms of the drainages found in the Project area. It is estimated
that the thickness of the loose sand, clay and gravel alluvium is approximately 5 to 15 feet.
Areas underlain by natural slopewash soils/colluvium also are present throughout much of the
alignment. These deposits consist of loose sands and clays with some gravels, and are estimated
to be up to 10 feet in thickness. Alluvial deposits along modern drainages are generally assigned
a low paleontological resource potential based on their coarse grained nature (which is indicative
of a high energy depositional environment).
Natural surficial soils, including topsoils and/or residual soils, typically overlie the formational
units in the relatively undisturbed portions of the alignment. At most locations, the residual soils
are overlain by a thin layer of topsoil and/or fill soils. Topsoils and artificial fill exhibit
essentially no potential for occurrence of paleontological resources, due to the fact that such
materials are removed from their site of deposition and typically subject to intensive mechanical
processing through means such as weathering (topsoils) or crushing and screening (fill
materials).
Cretaceous light to dark gray granitic rock underlies the Project alignment at depth. In general,
the granitic rock is variably weathered. Weathering varies from zero (bedrock at surface) to a
depth of greater than 20 feet. Cretaceous granitic rocks exhibit no potential for paleontological
resources, due to the fact that they are formed by crystallization from molten material.
Thresholds of Significance
The Project would result in significant impacts to paleontological resources if it would:
Directly or indirectly destroy a unique paleontological resource or site.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-49
May 2013
Impacts
Based on site geology and associated resource potential described above under Affected
Environment, no significant impacts to paleontological resources would be associated with
excavation (or blasting) of Quaternary alluvium and slope wash and undifferentiated Cretaceous
granitic rocks. The on-site geology is composed of formations with either a zero or low
sensitivity rating for producing fossil remains. As a result, no significant impacts to
paleontological resources would result with the implementation of the Project.
Mitigation Measures
No mitigation is required for disturbance to geologic units with a zero to low sensitivity rating.
3.1.6 Public Services
Affected Environment
Police Protection
The San Diego County Sheriff’s Department from the Poway Sheriff’s Station provides law
enforcement services for the City of Poway. In addition to the City of Poway, the Poway
Sheriff's Station also serves other unincorporated County areas just outside the City limits.
Facilities and services provided by the Sheriff’s Department include uniformed patrol, special
investigations, detectives, and air support (ASTREA Helicopter).
Fire Protection
Areas within the City of Poway adjacent to open space containing grasslands and shrub
communities are subject to fire danger. The hot dry summers experienced in the area
occasionally combine with Santa Ana winds to create an especially hazardous fire condition.
The Project area is located in the vicinity of vegetated foothills that are susceptible to this fire
hazard.
The City of Poway is served by three fire stations all operated by the Poway Fire Department
(PFD). The PFD responds to all types of reported or observed fires and medical emergencies in
the City. In addition, they respond to areas within the boundaries of mutual and automatic aid
agreements with adjacent cities, fire districts, County of San Diego and state of California. In
addition, the PFD responds to all reported or observed traffic accidents.
PFD provides basic life support services with fire suppression staff and advanced life support
through paramedic personnel. Paramedics are also cross-trained as firefighters and therefore
respond to fire responses as well. Because emergency medical services activity represent a
majority of all emergency responses, fire suppression crews are trained to provide lifesaving
treatment, including the application of semi-automatic defibrillators for cardiac arrest victims.
Chapter 3.0 – Effects Found Not to be Significant
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May 2013
Emergency crews also respond to reports of hazardous material spills. These responses are
coordinated through various agencies depending upon circumstances. These agencies include:
the County Department of Environmental Services, CDFW, Coast Guard, APCD, and law
enforcement officials. The hazardous material is identified by the proper agency and directions
for disposal are then provided to the responsible party.
Schools
School services are provided by the Poway Unified School District. The Poway Unified School
District operates elementary schools (Kindergarten through 5th grade), middle schools (6th
through 8th grades), comprehensive high schools (9th through 12th grades) and a continuation high
school. District schools are situated in suburban San Diego and throughout the Poway. PHS is
located at the northern terminus of the Project study area on Espola Road at Titan Way. Both
Tierra Bonita Elementary and Twin Peaks Middle schools are located to the west just beyond the
Project study area limits.
Parks
The City contains parks ranging from neighborhood parks to ecological reserves. No public
parks are within the Project study area.
Poway Center for the Performing Arts
The PCPA is located at 15498 Espola Road, adjacent to PHS. The PCPA is located just outside
of the Project study area.
Thresholds of Significance
The Project would result in significant impacts to public services if it would:
Result in substantial adverse physical impacts associated with the provision of new or
physically altered governmental facilities, need for new or physically altered
governmental facilities, the construction of which could cause significant environmental
impacts, in order to maintain acceptable service ratios, response times or other
performance objectives for any of the following public services:
o Fire protection
o Police protection
o Schools
o Parks
o Other public facilities
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-51
May 2013
Impacts
Permanent Impacts
Police and Fire Protection
The Project consists of the widening of Espola Road from a two-lane to a three-lane facility and
would not result in any additional demand for police and fire protection services. Service
response time may improve as a result of Project improvements. No permanent adverse impacts
would occur to police or fire protection.
Schools
The Project would not result in the construction of any new housing. As such, it would not result
in any additional demand on schools. As a result, the Project would not impact the Poway
Unified School District.
Parks
As stated above, no public parks are within the Project study area; no impacts to public parks
would occur.
Poway Center for the Performing Arts
As noted above, the PCPA is located near to, but outside of, Project boundaries.
Temporary Impacts
The potential for police and fire response time to be affected by Project construction was
reviewed. As stated in Chapter 1.0, a minimum of two open travel lanes would be maintained
during construction during a.m. and p.m. peak traffic hours. During off-peak travel periods,
flaggers would route drivers and bicyclists along a single lane adjacent to the construction zone.
Users may be routed around active construction zones (i.e., detoured slightly within the
immediate vicinity) but the facilities would not be closed during construction. It is anticipated
that response times would be not significantly affected, as lanes would remain open during
construction.
Mitigation Measures
No significant impacts to public services are anticipated resulting from the construction or
implementation of the Project. As a result, no mitigation measures would be required.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-52
May 2013
3.1.7 Population and Housing
Affected Environment
SANDAG provides estimates and forecasts of population and housing within the County of San
Diego, including the City of Poway, based on data including census reports. In January 2010,
47,811 people lived in the City (2010 U.S. Census). A total of 16,364 residences were located in
the City at that time, of which 15,573 (95 percent) were occupied (SANDAG 2010b). In 2020,
an estimated 54,070 people will reside in the City and a total of 17,231 residences will exist. In
2050, the population will have risen to 59,808 people and an estimated 18,216 residences will be
within the City (SANDAG 2010c).
The Project study area contains 60 single-family residences, with approximately 191 estimated
people. (This estimation is based on data produced by SANDAG that an average of 3.19 persons
live in each residence [SANDAG 2010b].)
Thresholds of Significance
The Project would result in significant impacts to population and housing if it would:
Induce substantial population growth in an area, either directly (e.g., by proposing new
homes and businesses) or indirectly (e.g., through extension of roads or other
infrastructure).
Displace substantial numbers of existing housing, necessitating the construction of
replacement housing elsewhere.
Displace substantial numbers of people necessitating the construction of replacement
housing elsewhere.
Impacts
The Project would not displace any housing or people, as no residences would be removed
during construction of the Project. Therefore, it would not be necessary to construct any
replacement housing. The Project also would not influence population growth in the area, as it
would not involve the construction of new housing or infrastructure (i.e., roadways and utility
lines that run to undeveloped areas) that could lead to population growth. The Project is meant
to solely accommodate existing and projected traffic. Accordingly, no impacts to population and
housing would occur.
Mitigation Measures
Because the Project would not result in significant impacts to population and housing, no
mitigation is proposed.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-53
May 2013
3.2 EFFECTS FOUND NOT TO BE SIGNIFICANT DURING INITIAL STUDY
PREPARATION
Based upon the initial environmental review of the Project and alternatives, the City determined
that the Project would not result in adverse environmental impacts related to certain aspects of
aesthetics, agricultural resources, air quality, hazards and hazardous materials, mineral resources,
noise, population and housing, public services, recreation, transportation/traffic, and utilities and
service systems. The rationale leading to these conclusions is summarized for each of the
relevant topics, below. No additional discussion is contained in this EIR for these issues.
3.2.1 Aesthetics
Scenic Highways and Light and Glare
The proposed Project neither contains, nor is visible from, a designated state scenic highway.
The proposed Project also would not involve a new source of substantial light or glare. The only
new source of light would be associated with the streetlights included as part of the roadway
improvements. There are already existing street lights along Espola Road and these new
streetlights would not create a substantial new source of light that would affect views in this
suburban setting. No new sources of glare (e.g., reflective glass, etc.), would be associated with
the roadway improvements. Therefore, no impact to scenic highways or light/glare would occur
as a result of Project implementation.
3.2.2 Agricultural Resources
Prime Farmland, Unique Farmland or Farmland of State Importance
Although the proposed Project area contains mapped soils that meet the criteria for Prime
Farmland, Unique Farmland, or Farmland of Statewide Importance, no impacts to these
resources would occur since the site is zoned by the City of Poway as primarily residential and is
near buildout. The entire Project corridor has been committed to urban development. As a
result, no agricultural land remains within the Project study area. This condition is expected to
continue. No further analysis is required.
Existing Zoning Conflict/Williamson Act
There is no conflict with existing zoning. No Williamson Act land occurs within the Project
study area. No further analysis is required.
Conversion of Farmland to Non-agricultural Use
As noted above, this portion of Espola Road is edged primarily by residential development. No
agricultural uses are present and none would be affected by proposed improvements. No
conversion of farmland to non-agricultural use would occur.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-54
May 2013
3.2.3 Air Quality
Odor
The Project would generate fumes associated with paving efforts and exhaust fumes during both
its construction and operation. The construction period (when such fumes would be most
noticeable) would be a temporary condition. With regard to the operational fumes associated
with roadway use, sensitive receptors are either already living adjacent to Espola Road and/or are
somewhat set back from the roadway edge (such as at the Montessori Child Development
Center). Given the temporary nature of the strongest odors, the relatively low number of
receptors, the distance from the roadway of the most sensitive receptors, and the relatively
benign nature of the odors (i.e., normal exhaust, not continual black-topping, sewerage odors,
etc.), any potential adverse effect is assessed as less than significant. No additional discussion is
warranted.
3.2.4 Hazards and Hazardous Materials
Transport of Hazardous Materials
The Phase I Environmental Site Assessment (Appendix J) reviewed the Project area for such
elements as soils contaminated with gas, oil, pesticides or fertilizers associated with past or
ongoing agricultural activities, or underground storage tanks associated with past commercial
endeavors such as a gas station. It is not anticipated that the proposed Project would require the
removal of hazardous materials from the Project corridor as none were identified during the
Phase I Environmental Site Assessment. This would occur as part of Project construction, and
would not be a routine activity. The proposed Project would not create a substantial hazard to
the public or the environment through the routine transport, use, or disposal of hazardous matter.
It is also possible that vehicles carrying hazardous materials could use the improved roadway.
There is reason to believe, however, that such materials would be transported safely and that the
improvement, including widening of the road, would not increase such activity to levels resulting
in a CEQA-significant hazard. No further discussion is provided for these specific issues.
Airport/Airstrip Conflict
The proposed Project is not located within an airport land use plan or within two miles of a
public airport. The closest public use airport, Montgomery Field, is approximately 15 miles
from the Project site. No adverse effect is assessed.
Risks of Wildfire
The proposed Project would not expose people or structures to a substantially increased risk of
loss, injury or death involving wildland fires. The Project consists of improvements to
(including widening of) an existing roadway that is bordered by suburban to rural residential
uses, and may in fact aid access by emergency vehicles to emergency or fire areas. No
additional analysis is required.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-55
May 2013
3.2.5 Mineral Resources
Implementation of the proposed Project would not impact the availability of a locally important
mineral resource recovery site delineated on a local general plan, specific plan or other land use
plan. No applicable land use plan designates any portion of the Project corridor for mineral
resource recovery.
Similarly, the proposed Project would not adversely affect the availability of a known mineral
resource that would be of value to the region and the residents of the state. The entire Project
corridor is designated MRZ-3 on Mineral Land Classification Maps for the County (Division of
Mines and Geology 1983). The classification applies to “areas where available information is
inadequate for assignment to any other [mineral resource zone] MRZ.” The entire Project is
considered within the “Existing Urban Boundaries.” No additional analysis is necessary.
3.2.6 Noise
Airport Proximity
The proposed Project would not expose people residing or working in the Project area to
excessive noise levels related to airport activities. As noted above, the Project would not be
located within two miles of a public- or private-use airport. No significant impact is assessed
and further discussion is not warranted.
3.2.7 Population and Housing
Construction of Replacement Housing
No residences would be removed as a result of Project implementation. The proposed Project,
therefore, would not displace population, thereby necessitating the construction of replacement
housing elsewhere. No further discussion of replacement housing is required.
Parks
Several parks and recreational areas occur nearby, including the Twin Peaks Multipurpose
Center, PCPA, and Lake Poway Recreational Area, but no parks or recreational facilities occur
within the Project footprint. Several City paths/equestrian trails bisect the Project area, however,
and are discussed under land use, in Section 2.1. The proposed Project does not include
modifications to the existing trail system beyond improving Espola Road crossing locations and
would not have any adverse effect on the PVRA facility south of Twin Peaks Road. No direct or
indirect significant impacts to these facilities are anticipated as a result of the proposed Project,
and no further analysis is required.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-56
May 2013
3.2.8 Recreation
New Recreational Facilities
The proposed Project does not propose new recreational facilities or require the expansion of
recreational facilities that might have an adverse physical effect on the environment. No
significant impact is assessed to the issue of new facilities, and no further analysis is required.
Increased Use at Existing Recreational Facilities
The proposed Project is a road improvement project only and would not result in any anticipated
changes to the location of existing or new housing. The Project, therefore, would not result in
increased demand for recreational facilities. No further discussion is provided.
3.2.9 Transportation and Traffic
Air Traffic
The proposed Project consists of improvements associated with the widening of an existing road.
It would not result in a change in air traffic patterns potentially resulting in substantial safety
risks. No adverse impact is assessed, and no further discussion of this issue is warranted.
Hazards and Emergency Access
The proposed Project would be engineered to provide a safe roadway and no increase in
potentially incompatible uses would occur as a result of the proposed Project. Bike lanes and
sidewalks would remove non-vehicular uses from traffic lanes and narrow shoulders. In
addition, emergency access would be anticipated to incrementally improve following roadway
upgrades, due to the ability of vehicles to pull over and provide a clearer route for emergency
vehicles.
The proposed Project would, however, involve construction in front of access points for homes,
businesses and a school. The City would require adequate emergency access to be maintained at
all times during the construction process as part of the required Traffic Control Plan. The timing
of driveway approach reconstruction would be coordinated with each individual property owner
prior to construction, and the contractor would ensure that driveway access is maintained unless
agreed upon by the owner in writing prior to any interruption of access. Full lift asphalt-concrete
sections may be used to shorten the duration of individual driveway approach reconstruction.
As a result of these considerations, the proposed Project would not result in inadequate
emergency access and would not substantially increase hazards due to a design feature or
incompatible uses. No significant impacts are assessed and no further discussion is provided.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-57
May 2013
Alternative Transportation
The proposed Project would not conflict with adopted policies, plans or programs supporting
alternative transportation. The road widening is planned to accommodate vehicular traffic flow.
In addition, bike lanes and pedestrian walkways have been incorporated into Project design, as
appropriate. These elements would support, rather than conflict with, alternative transportation
policies. No adverse impact is assessed and no further discussion is warranted.
3.2.10 Water and Waste Systems
Raw or Potable Water Supply
The proposed Project would not require or result in the construction of new water facilities or
expansion of existing facilities and no new or expanded entitlements would be needed, the
construction of which could cause significant environmental effects. As a roadway improvement
effort, the proposed Project’s water demand would be limited to construction water and
landscaping. Project landscaping would incorporate drought-tolerant species and incorporate
(self-irrigating) drainage swales, as well as rock mulch, in order to minimize water use. No
significant effect is assessed and further discussion is not warranted.
Wastewater
Wastewater generated during construction activities would be expected to flow into existing
public facilities located in the Project vicinity or be accommodated through the use of chemical
toilets. No wastewater would be generated requiring any new or expanded facilities over the
long term. It would not, therefore, result in increased demand or any wastewater treatment
provider. No significant impact is assessed, and no further analysis is necessary.
Solid Waste
The proposed Project would result in a one-time generation of solid waste as a result of
demolition and construction activities (potential removal of existing blacktop, fencing,
structures). The proposed Project would be consistent with all federal, state and local statutes
and regulations related to solid waste. The Project would not, however, generate any solid waste
over the long term. No significant impact is assessed and no further discussion is warranted.
Chapter 3.0 – Effects Found Not to be Significant
Espola Road Improvement Project Final EIR 3-58
May 2013
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