4.0_Chapter 4.0 - Cumulative ImpactsChapter 4.0
Cumulative Impacts
Chapter 4.0 – Cumulative Impacts
Espola Road Improvement Project Final EIR 4-1
May 2013
4.0 CUMULATIVE IMPACTS
In addition to project-specific impacts, CEQA requires consideration of a proposed project’s
contribution to “cumulative impacts.” The State CEQA Guidelines define cumulative impacts as
“two or more individual effects that, when considered together, are considerable or which
compound or increase other environmental impacts” (State CEQA Guidelines Section 15355).
In other words, a less-than-significant project effect may still contribute significantly to the
cumulative condition.
According to State CEQA Guidelines Section 15130, an EIR shall discuss cumulative impacts of
a project when the project’s incremental effect is cumulatively significant. Projects included in a
cumulative impacts analysis are based on either (1) a list of past, present and probable future
projects, or (2) a summary of projections contained in adopted plans designed to evaluate
regional or area-wide-conditions.
For Espola Road, the City identified projects within the limits of the City of Poway. Recently
completed, currently under construction, proposed and reasonably anticipated future
development projects, as well as transportation projects, are identified below. Review of the
environmental documents associated with the study area has not identified any project contingent
upon the completion of the Espola Road Improvement Project. This is supported by the level of
buildout evident in aerial photographs of the study area, which show that very minimal open
areas remain adjacent to Espola Road.
Thirteen projects in relative proximity (within the City of Poway) to the proposed Project were
evaluated for cumulative impacts in association with the proposed Project. Each of the projects
listed in Table 4-1, Cumulative Projects, would be or has been subject to its own environmental
review and mitigation.
Table 4-1
CUMULATIVE PROJECTS
Project
Name
Proposed
Uses
Potential Resource
Issues Status
Tannin Drive Street
Improvement
Widen street to 40 ft curb to
curb to intersection of
Solera Way
Biological resources
(disturbed CSS)
Project is approved
and construction
completed
Boca Raton Reservoir
Storage Upgrade
Construction of new
250,000 gallon emergency
storage reservoir next to
existing reservoir at Boca
Raton and Butterfield Trail
Biological resources
(CSS and indirect
gnatcatcher impacts)
and visual resources
Project is approved
and construction is
completed
Blue Sky Ecological
Reserve Parking Lot and
Outdoor Amphitheatre
Construction of permanent
parking lot, transportation
facility (bus stop) and
outdoor amphitheatre
Biological resources
(CSS and NNG)
Parking lot and
amphitheatre
approved and
construction
completed
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May 2013
Table 4-1 (cont.)
CUMULATIVE PROJECTS
Project
Name
Proposed
Uses
Potential Resource
Issues Status
Fire Station III
Construction of new fire
station on Leone Way,
south of Ted Williams
Parkway
Biological resources
(CSS and NNG) and
Noise
Project is approved
and construction is
completed
Community Road
Widening
Widen existing roadway to
four lanes
Biological resources
(riparian)
Project is approved
and construction is
completed
Hidden Valley Ranch
Residential Project
41 lot single-family
residential subdivision of
400-acre parcel previously
in agriculture
Biological resources
(NNG and CSS)
Tentative Map has
been approved
Liguori Ranch
Residential Project
29 lot single-family
residential subdivision of a
500-acre parcel
Visual, Land use,
Air quality, Traffic,
Biological resources
and Cultural
resources
Project not
approved. Design
and environmental
review are
underway
Cheng Development
4 lot single-family
residential subdivision of a
160-acre parcel
Biological resources
(CSS, indirect
gnatcatcher)
The project has a
Tentative Map
pending approval
Sabin (Old Coach
Heights)
10 lot single-family
subdivision of a 120-acre
parcel in Old Coach area
Visual, Biological
resources (CSS and
gnatcatcher) and
Cultural resources
Tentative Map has
been approved
Kent Hill Estates
12 lot single-family
residential subdivision of
urban infill area
Traffic Project has been
approved and built
Hillside Village
Affordable Housing
71 unit multi-family
residential housing project
Biological resources
(NNG)
Project is approved
and construction is
completed
Solara Affordable
Housing (Community
Road and Hilleary Place)
40 unit multi-family
residential housing project Not known Project is approved
and built
Brighton Place
Affordable Housing
(near Midland Road)
77 unit multi-family
residential housing project NA Project is built
Walmart Expansion
(Community Road
between Hilleary Place
and Poway Road)
Addition of 36,996 sq, ft,
commercial retail uses to an
existing 142,937 sq. ft.
structure
Traffic, Air Quality
and Noise Project is approved
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May 2013
Table 4-1 (cont.)
CUMULATIVE PROJECTS
Project
Name
Proposed
Uses
Potential Resource
Issues Status
Lowes – Home
Improvement Warehouse
(Poway Road, west of
Midland Road, at Gate
Drive)
Construction of new
approximately 121,000 sq.
ft. building with attached
31,500 sq. ft. garden center.
Additional 4,500 sq. ft.
building proposed for front
portion of site adjacent to
Poway Road
Biological resources
(CSS), Noise,
Traffic,
Archaeology and
Hazardous materials
Project is approved
Toyota Dealership
(Southeast corner of
Poway Road and Midland
Road)
Relocation and expansion
(9,000 sq. ft. expansion) of
existing Toyota of Poway
dealership to a former
5.5 ac automobile
dealership site
Noise and Cultural
resources Project is built
Notes: CSS = coastal sage scrub, NNG = non-native grasslands
The 16 projects listed in Table 4-1 were evaluated for cumulative impacts related to the
environmental resources discussed in this EIR. Half of the projects have been completed –
construction-period effects would not occur within the same timeframe as the proposed Project if
it is approved. The remainder of the projects generally consists of small (4 to 71 unit) residential
projects or projects sited on already disturbed/developed lots. These projects have the potential
to contribute to regionally significant cumulative operational, as well as construction period,
impacts. The localized nature of certain environmental effects, the short-term nature and timing
of construction impacts and comprehensive City and County policies for managing
environmental resources (e.g., MSCP and NCCP) are all factors considered in the assessment of
cumulative impacts.
No adverse effects resulting from implementation of the proposed Project were identified for the
issues of historical resources, hydrology and water quality, hazardous waste/materials,
paleontological resources, public services, public utilities, agricultural resources, mineral
resources, population/housing and recreation. Project alternatives, therefore, would not
contribute to cumulative impacts associated with other planned projects in the City of Poway for
these issues.
Cumulative effects of proposed Espola Road and other projects could occur in the following
resource areas: visual/aesthetics, noise, biological resources, hydrology/water quality,
geology/soils, construction period traffic/transportation, air quality, and archaeological resources,
where less than significant or significant Project-level impacts were assessed. Each of these
issue areas is discussed below.
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Espola Road Improvement Project Final EIR 4-4
May 2013
4.1 LAND USE
As discussed in Section 2.1, significant land use impacts would be related to noise. One is
focused on compliance with Policy H of Goal VII of the Public Safety Master Element, ensuring
that City residents have a safe and pleasant acoustical environment. Certain residential
properties along Espola Road would, in the year 2030, experience potential adverse noise effects
due to projected traffic volumes (see Section 2.3). Mitigation measures related to noise, which
are found in Section 2.3, would be implemented. Any potential adverse impacts to land use
policy consistency would be adequately mitigated through implementation of these measures.
With regard to cumulative impacts associated with this land use policy consistency issue, the
reader is referred to Section 4.3, below. In summary, effects associated with the proposed
Project would not be cumulatively considerable and no significant cumulative impact is assessed.
City policies in the General Plan, as well as the City Municipal Code, note that sound walls
should not exceed eight feet in height along City arterials. Although focused on noise
attenuation, the underlying issue is related to visual effect. In this instance, a significant and
unmitigable land use policy impact has been identified for the Project. This is a conservative
assessment, and it is based on the fact that the ultimate height of recommended and approved
sound walls for properties edging Espola Road may exceed the eight-foot height limit. If walls
fit within budgeted parameters, are feasible from an engineering stand point and desired by
50 percent of the property owners shielded, the City would weigh sound abatement more heavily
than potential adverse visual effects in these intermittent locations (refer to Figure 2.3-2 in Noise
and discussion of this issue in Section 2.1, Land Use). Regardless, this Project-specific impact is
not identified as contributing to a significant cumulative problem for this issue. The City is not
aware of other locations where higher walls have been built in contravention of this ordinance.
Even if such higher walls did exist, their isolation from the Espola Road walls exceeding the
recommended height limits, as well as other Project-specific mitigation required for the Espola
Road sound walls, would lower any contribution to a less than substantial level.
4.2 VISUAL/AESTHETICS
As noted elsewhere in this EIR, the City of Poway has changed dramatically in the last few
decades from a small agricultural community to a highly desirable urban and suburban
community with a substantial population and a full complement of support services. As a result,
although the City has worked to retain major topographic features and open space areas, the
visual setting of the community is no longer one dominated by agricultural endeavors such as
groves and cattle ranching, natural features and isolation. Within the more heavily populated
portions of the City, buildings and other human modifications to the landscape and vegetation
patterns provide dominant elements. The projects on Table 4-1 would be generally consistent
with (i.e., contribute to continuing) these changes – although to differing degrees, as they range
from four lots on a 160-acre parcel, to multi-family units, and/or generally consist of infill
development.
Implementation of the proposed Project would result in the expansion of an existing roadway and
associated roadway improvements in an area that can generally be characterized as suburban.
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May 2013
The surrounding area is generally built out with mostly single-family residential uses. Portions
of Espola Road immediately north and south of the proposed Project area are already improved
to four lanes in width. This is the last portion of road (approximately 1.2 miles in length) abutted
by relatively intense development that has not been upgraded.
Given that the width and length of the proposed Project are relatively minor, the road is already
improved to four lanes immediately north and south of the proposed Project area, and the loss of
native vegetation and mature stands of trees generally occurs in areas backed by continuing
acreage of the same habitat, the Project’s incremental contribution to regionally significant
changes in area character would not be cumulatively considerable. No significant cumulative
impact is assessed.
4.3 NOISE
Noise levels within the City of Poway have increased substantially since the days when the City
comprised an agricultural community of a few thousand residents. Today, noise levels
throughout the area reflect the much larger and denser population, as well as the residential,
recreational, commercial and transportation facilities that support this population. These
cumulative effects would be incrementally exacerbated by the projects identified in Table 4-1.
None of these projects, however, requires Espola Road to be widened prior to their project
approval or implementation. The Espola Road improvements would be associated solely with
relieving existing and projected continued congestion along the roadway and would not be
related to other changes in decibel levels throughout the City.
As noted in Section 2.3, existing decibel levels immediately adjacent to Espola Road within the
study area exceed stated City thresholds. Construction activities, such as grading, earthwork,
and possible blasting, would result in temporary increases in these ambient noise levels. These
impacts, however, would not incrementally contribute to significant regional effects due to their
extremely localized impact zone and their temporary nature.
In order to minimize existing and potential operational noise impacts along Espola Road,
implementation of design features described in Section 2.3 (including noise barriers and noise
abatement measures) would be required. In some cases, the construction of noise barriers may
be infeasible and the Project-specific impact would remain significant on certain parcels. Due to
the extremely localized nature of these impacts, they are not assessed as significant on a
community level.
In summary, effects associated with the proposed Project would not be cumulatively
considerable and no significant cumulative impact is assessed.
4.4 BIOLOGICAL RESOURCES
Regional impacts to biological resources are currently addressed by an NCCP, initiated by the
State of California under the special Section 4(d) rule of the federal ESA. The NCCP focuses on
conserving sensitive habitat in order to avoid the need for future federal and state individual
listing of habitat dependent species. The Project site also is located within the City’s Subarea
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May 2013
HCP planning area that is within the MSCP planning area. The MSCP is a multi-jurisdictional
planning program designed to develop an ecosystem preserve within the City of San Diego and
nearby areas, including the City of Poway. Project impacts to sensitive habitats, including
wetlands and Diegan coastal sage scrub, would be mitigated according to the City’s Subarea
HCP. As a result of Project mitigation and compliance with the NCCP and the City’s Subarea
HCP, the proposed Project would not result in any post-mitigation Project-specific significant
impacts to biological resources.
Implementation of the Project would not substantially contribute to a regional cumulative impact
to biological resources due to the following considerations: (1) the City has developed an HCP
to address the cumulative effects of all projects within City limits; (2) the proposed Project
would only incrementally reduce sensitive habitat located outside the Poway Mitigation Area;
(3) the habitat impacted by the Project is not currently occupied by any threatened or endangered
species; (4) impacts to sensitive habitats would be mitigated either adjacent to the impact area or
in City-identified mitigation sites; and (5) the proposed Project would not otherwise create an
adverse effect to sensitive plants or wildlife in accordance with CEQA Guidelines Section
15064. Any contribution by the proposed Project would not be cumulatively considerable, and
no significant cumulative impact is assessed.
4.5 ARCHAEOLOGICAL RESOURCES
Active development within the City and County as a whole has resulted in the loss of cultural
resources. Particularly for those resources destroyed prior to environmental legislation,
culturally and scientifically important information has been lost that may never be regained.
This constitutes a significant cumulative regional loss. Ongoing loss is generally much less
severe, for two reasons. First, human beings are largely attracted to similar areas for their
activities. Regardless of cultural background, humans gravitate to areas rich in water and
associated resources, as well as to those that provide excellent vantage points, or views. As a
result, some of the richest cultural deposits were lost during early phases of urban expansion.
Many of the remaining resources are more focused in purpose and localized in nature. In other
words, a large number of sites discovered today are food processing stations or satellite camping
areas as opposed to primary village locations. Second, environmental legislation has diminished
the likelihood that discovered resources will be destroyed without contact with appropriate
Native American descendants and/or data recovery, as appropriate. Resources discovered today
require protection in order to minimize continued loss of finite, irreplaceable resources.
With regard to the Espola Road Improvement Project, no surface indications of archaeological
remains were noted. No known contribution to regional loss would occur. Nonetheless, alluvial
and colluvial soils were noted for specific locales along the roadway. Potential impacts to
unknown but possibly buried resources discovered during roadway construction could adversely
impact research value and the information they can provide. As part of the mitigation noted in
Section 2.5 of this EIR, artifact collections from any potentially significant site would be curated
at the San Diego Archaeological Center and also would be available to others for further study.
Information gained from test excavations and data recovery programs at other locations within
the City also would be presented in reports and filed with the City and the South Coastal
Information Center. Due to the ability to gather and document information for scientific use by
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May 2013
others, the Project would not contribute to a significant cumulative impact to archaeological
resources. In sum, effects associated with the Espola Road Improvement Project would not be
cumulatively considerable and no significant cumulative impact is assessed.
4.6 GEOLOGY/SOILS
During implementation of the proposed roadway improvements, graded ground surfaces along
the roadway would be exposed to potential erosional forces from strong winds or rainfall.
Grading and construction activities involved in the proposed Project would contribute to
potential cumulative erosion-related impacts associated with other approved and planned
residential development within the Project vicinity. These are regional conditions that have been
the focus of area planning agency concerns (including the RWQCB, County of San Diego and
City), due to their cumulatively significant nature in the past. Continued administration and
enforcement of the local grading and erosion control standards by the local government
jurisdictions responsible for issuing grading and building permits, and continued application of
erosion control BMPs (such as the erosion control measures listed in Section 2.6 for the proposed
Project) are required elements of the NPDES General Construction Permits that must be obtained
from the RWQCB. The purpose of these regulations and associated permits is to adequately
address erosion and sedimentation effects. While regional adverse effects may still be
significant, the Project BMPs would ensure that any Project-related contribution to cumulative
impacts involving construction-generated erosion would not be cumulatively considerable.
A potential impact associated with corrosive soils also has been identified for the proposed
Project, which could affect upgraded water lines and drainage facilities installed as part of the
proposed Project. Mitigation requirements similar to those identified for the proposed Project
would be stipulated for other applicable projects listed in Table 4-1. These are Project-specific
and localized impacts that would be mitigated by the construction design measures similar to
those discussed in Section 2.6 and the Geotechnical Design Report (Appendix E). The Project
would not considerably contribute to cumulative impacts associated with corrosive soils in the
area.
In sum, the geologic/soils effects associated with the Espola Road Improvement Project would
not be cumulatively considerable and no significant cumulative impact is assessed.
4.7 TRAFFIC/TRANSPORTATION
Development of the projects listed in Table 4-1 could exacerbate existing cumulatively
significant traffic impacts, as additional vehicles would be added to City roadways. The long-
term effects of the proposed Project would not contribute to this congestion, but rather would be
beneficial, as it would improve the flow of traffic along Espola Road. As described in
Section 3.1.1, however, the Project could result in temporary adverse effects during the
construction period. Potential adverse effects resulting from Project construction would be
localized to the construction area, short-term in nature and minimized through the use of
standard traffic control devices. As a result of these considerations, traffic effects associated
with the proposed Project would not be cumulatively considerable and no significant cumulative
impact is assessed.
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4.8 AIR QUALITY AND GLOBAL CLIMATE CHANGE
Air Quality
The SDAB is currently classified as a nonattainment area under federal standards for eight-hour O3
thresholds and state standards for O3 and PM10. It is also classified as a federal maintenance area
for CO. These indicate that there is a cumulatively significant regional air quality issue within the
SDAB. The projects identified in Table 4-1 would generate increased emission levels from
transportation and stationary sources resulting in continued adverse cumulative air quality effects.
Implementation of the Project would not result in any increases in traffic volumes, but rather
would improve traffic flows and thus reduce emissions associated with idling due to traffic
congestion. With regard to potential construction-period effects, Project emissions would not
exceed significance criteria (which are set to address cumulative, regional air quality standards)
and standard air quality attenuation measures are required as part of Project implementation. Air
quality effects associated with the proposed Project would not, therefore, be cumulatively
considerable and no significant cumulative impact is assessed.
Global Climate Change
Global climate change refers to long-term changes in temperature, precipitation, wind patterns,
and other elements of the earth’s climate system. Global climate change is a cumulative impact;
a project participates in this potential impact through its incremental contribution combined with
the cumulative increase of all other sources of greenhouse gases (GHGs). While climate change
has been a concern since at least 1988, as evidenced by the establishment of the United Nations
and World Meteorological Organization’s Intergovernmental Panel on Climate Change (IPCC),
the efforts devoted to GHG1 emissions reduction and climate change research and policy have
increased dramatically in recent years. The IPCC has created multiple scenarios to project
potential future global GHG emissions as well as to evaluate potential changes in global
temperature, other climate changes, and their effect on human and natural systems. These
scenarios vary in terms of the type of economic development, the amount of overall growth, and
the steps taken to reduce GHG emissions. Non-mitigation IPCC scenarios project an increase in
global GHG emissions by 9.7 up to 36.7 billion metric tons of CO2 from 2000 to 2030, which
represents an increase of between 25 and 90 percent (IPCC 2007).
Within California, it is recognized that 98 percent of California’s GHG emissions are from the
burning of fossil fuels and 40 percent of all human-made GHG emissions are from
transportation. Transportation’s contribution to GHG emissions is dependent on three factors:
(1) types of vehicles on the road, (2) type of fuel the vehicles use, and (3) time/ distance the
vehicles travel.
In 2002, with the passage of Assembly Bill (AB) 1493, California launched an innovative and
pro-active approach to dealing with GHG emissions and climate change at the state level.
AB 1493 required ARB to develop and implement regulations to reduce automobile and light
1 Greenhouse gases related to human activity, as identified in AB 32, include: CO, methane, nitrous oxide,
tetrafluoromethane, hexafluoroethane, sulfur hexafluoride, HFC-23, HFC-134a, and HFC-152a.
Chapter 4.0 – Cumulative Impacts
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May 2013
truck GHG emissions; these regulations apply to automobiles and light trucks beginning with the
2009 model year. Applicable standards were designed to comply with the regulation, but in
order to enact the standards, California needed a waiver from the U.S. Environmental Protection
Agency (USEPA). After denial in 2007, the USEPA reconsidered and granted the waiver in
June 2009. During the same time period, President Obama (May 18, 2009) announced the
enactment of a 35.5-mile per gallon fuel economy standard for automobiles and light duty trucks
which became effective in August 2012. California agencies will be working with federal
agencies to conduct joint rulemaking to reduce GHG emissions for passenger cars model years
2017-2025.
Also during the above period, Governor Arnold Schwarzenegger signed Executive Order S-3-05
on June 1, 2005. The goal of this Executive Order is to reduce California’s GHG emissions to:
(1) 2000 levels by 2010, (2) 1990 levels by the 2020, and (3) 80 percent below the 1990 levels
by the 2050. In 2006, this goal was further reinforced with the passage of AB 32, the Global
Warming Solutions Act of 2006. AB 32 sets the same overall GHG emissions reduction goals
while further mandating that ARB create a plan that includes market mechanisms, and
implement rules to achieve “real, quantifiable, cost-effective reductions of greenhouse gases.”
The Strategic Growth Plan targets a significant decrease in traffic congestion below today’s level
and a corresponding reduction in GHG emissions while accommodating growth in population
and the economy. The Strategic Growth Plan relies on a complete systems approach of a variety
of strategies: system monitoring and evaluation, maintenance and preservation, smart land use
and demand management, and operational improvements.
Executive Order S-20-06 further directs state agencies to begin implementing AB 32, including
the recommendations made by the state’s Climate Action Team. With Executive Order S-01-07,
Governor Schwarzenegger set forth the low-carbon fuel standard for California. Under this
Executive Order, the carbon intensity of California’s transportation fuels is to be reduced by at
least 10 percent by 2020. As part of the supporting documentation for AB 32, ARB released the
GHG Inventory for California (www.arb.ca.gov/cc/inventory/data/forecast.htm, most recently
updated in October 2010). The forecast is an estimate of the emissions expected to occur in 2020
if none of the foreseeable measures included in the Scoping Plan were implemented. The
forecast also shows that transportations emissions would increase over 1990 numbers by
approximately 35 to 36 million tonnes CO2 equivalent. The difference between 2008 and 2020,
however, is projected to be only approximately 3.5 million tonnes CO2 equivalent, demonstrating
the anticipated improvements in vehicular emissions.
SB 97, passed in 2007, required the Governor’s Office of Planning and Research to develop
recommended amendments to the CEQA Guidelines for addressing GHG emissions. The
amendments became effective on March 18, 2010. Climate change and GHG reduction is also
a concern at the federal level. At this time, no legislation or regulations have been enacted
specifically addressing GHG emissions reductions and climate change at the project level.
Climate change and its associated effects are being addressed through various efforts at the
federal level to improve fuel economy and energy efficiency, such as the “National Clean Car
Program.” On April 2, 2007, in Massachusetts vs. Environmental Protection Agency et al., the
Supreme Court ruled that GHGs do fit within the CAA’s definition of a pollutant, and that the
EPA does have the authority to regulate GHGs. Consistent with this finding, on
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December 7, 2009, the EPA Administrator made two findings under Section 202(a) of the
CAA: (1) current and projected concentrations of the key GHGs—CO2, CH4, N2O and HFCs,
among others, threaten the public health and welfare of current and future generations; and
(2) the combined emissions of these GHGs from new motor vehicles and new motor vehicle
engines contribute to the GHG pollution.
Although these findings did not themselves impose any requirements on industry or other
entities, this action was a prerequisite to finalizing the USEPA’s proposed GHG emission
standards for light-duty vehicles, jointly proposed by the USEPA and Department of
Transportation’s National Highway Safety Administration on September 15, 2009. On May 7,
2010, the final Light-Duty Vehicle Greenhouse Gas Emissions Standards and Corporate Average
Fuel Economy Standards were published in the Federal Register.
The USEPA and the National Highway Traffic Safety Administration (NHTSA) also are taking
coordinated steps to enable production of a new generation of clean vehicles with reduced GHG
emissions and improved fuel efficiency; including developing the first-ever GHG regulations for
heavy-duty engines and vehicles, as well as additional light-duty vehicle GHG regulations. These
steps were outlined by President Obama in a memorandum on May 21, 2010.2 The final combined
USEPA and NHTSA standards that make up the first phase of this national program apply to
passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2012
through 2016. These standards will cut GHG emissions by an estimated 960 million metric tons
and 1.8 billion barrels of oil over the lifetime of the vehicles sold under the program (model years
2012-2016).
On January 24, 2011, the USEPA along with the U.S. Department of Transportation and the
State of California announced a single timeframe for proposing fuel economy and greenhouse
gas standards for model years 2017-2025 cars and light-trucks. Proposing the new standards in
the same timeframe (September 1, 2011) signals continued collaboration that could lead to an
extension of the current National Clean Car Program.
An additional key strategy to reduce GHG emissions is to make California’s transportation
system more efficient. The highest levels of CO2 from mobile sources, such as automobiles,
occur at stop-and-go speeds (0 to 25 miles per hour) and speeds over 55 miles per hour; the most
severe emissions occur from 0 to 25 miles per hour. Relieving congestion by enhancing
operations and improving travel times in high congestion travel corridors would lead to an
overall reduction in GHG emissions.
In general, it can be noted that there are several additional key variables that are likely to change
dramatically during the design life of the proposed Project and would thus also factor into
lowered CO2 emissions:
1. Vehicle fuel economy is increasing, as noted above.
2. Near-zero carbon vehicles will come into the market during the design life of the
proposed Project. Large advancements have occurred in fuel cell vehicle and hydrogen
infrastructure technology over the past 15 years. Fuel cell technology has progressed
2 http://epa.gov/otaq/climate/regulations.htm
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substantially resulting in power density, efficiency, range, cost, and durability all
improving each year.
3. As previously stated, California has recently adopted a low-carbon transportation fuel
standard.
4. Although not expected to affect Espola Road directly as many of the trips are local and
stay on local roadways, overall driver behavior has been changing as the U.S. economy
and oil prices have changed. In its 2008 report, “Effects of Gasoline Prices on Driving
Behavior and Vehicle Market,” the Congressional Budget Office found the following
results based on data collected from California: (1) freeway motorists have adjusted to
higher gas prices by making fewer trips and driving more slowly; (2) the market share of
sports utility vehicles is declining; and (3) the average prices for larger, less-fuel-efficient
models have declined over the past five years as average prices for the most-fuel-efficient
automobiles have risen, showing an increase in demand for the more fuel efficient
vehicles.
All of these elements would have an effect on GHG emissions in the region. Regardless, the
reality of global climate change is understood and planning for its effects is underway.
“Adaptation strategies” refer to how the City can plan for the effects of climate change on
transportation infrastructure and strengthen or protect the facilities from damage. For instance,
global climate change is expected to produce increased variability in precipitation, rising
temperatures, rising sea levels, storm surges and intensity, and the frequency and intensity of
wildfires. Within the City, these changes may affect the transportation infrastructure in various
ways, such as damaging roadbeds by longer periods of intense heat or increasing storm damage
from flooding and erosion.
Climate change adaption must also involve the natural environment as well. Efforts are
underway on a statewide-level to develop strategies to cope with impacts to habitat and
biodiversity through planning and conservation. The results of these efforts will help California
agencies plan and implement mitigation strategies for programs and projects. The Natural
Resources Agency (previously known as the California Resources Agency), through the
interagency Climate Action Team, was directed to coordinate with local, regional, state, and
federal public and private entities to develop a state Climate Adaptation Strategy. The Climate
Adaptation Strategy will summarize the best-known science on climate change impacts to
California, assess California’s vulnerability to the identified impacts and then outline solutions
that can be implemented within and across state agencies to promote resiliency.
The City recognizes the concern that CO2 emissions raise for climate change. There are,
however, no regulatory agency-approved models that operate at the global or even statewide
scale. The City is therefore unable to provide a quantitative conclusion regarding contribution
on the cumulative scale to climate change. Regardless, the City is firmly committed to
compliance with AB 32, and (although control of fuel economy standards is held by USEPA and
ARB) is supportive of efforts to reduce vehicle miles traveled by planning and implementing
smart land use strategies: job/housing proximity, developing transit-oriented communities and
high-density housing along transit corridors.
Chapter 4.0 – Cumulative Impacts
Espola Road Improvement Project Final EIR 4-12
May 2013
Specifically with regard to Espola Road, construction GHG emissions include those produced as
a result of material processing, on-site construction equipment, and traffic delays due to
construction. These emissions would be produced at different levels throughout the construction
period; their frequency and occurrence can be reduced through innovations in plans and
specifications and by implementing better traffic management during construction. In addition,
with innovations, such as longer pavement lives, improved traffic management plans, and
changes in materials, the GHG emissions produced during construction can be mitigated to some
degree by longer intervals between maintenance and rehabilitation events.
With regard to Year 2030 analysis, the purpose of the Project is to improve traffic flow and
reduce congestion on Espola Road, in addition to improving general access along the roadway.
The Project would not generate new vehicular traffic trips since it would not construct new
homes or businesses.
Based on Appendix F, by allowing through traffic to continue to move as turning traffic enters
the center lane and minimizes backup, the Project would reduce congestion and improve LOS.
Relieving congestion by enhancing operations and improving travel times in high-congestion
travel corridors would lead, in general, to an overall reduction in GHG emissions.
To the extent that it is applicable or feasible, the following measures can also help to reduce the
GHG emissions and potential climate change impacts from projects:
1. Use of drought-tolerant landscaping, such as planned for Espola Road—currently
30 percent of the electricity used in California is used for the treatment and delivery of
water. Use of reclaimed water helps conserve this energy, which reduces GHG emissions
from electricity production.
2. Landscaping—Overall, vegetation reduces surface warming and through photosynthesis
decreases CO2. The Project proposes planting of trees, shrubs, vines, and groundcover on
modified slopes and landscaped strips. This vegetation would help offset any potential
CO2 emissions increase.
3. Portland cement—use of lighter color surfaces such as Portland cement helps to reduce
the albedo effect and cool the surface. Adding fly ash to Portland cement reduces the
GHG emissions associated with cement production—it also can make the pavement
stronger.
4. Use of energy-efficient lighting, such as the Light Emitting Diode (LED) traffic signals
used by the City.
5. Idling restrictions for trucks and equipment during construction to 10 minutes in each
direction; in addition, the contractor must comply with San Diego Air Pollution Control
District’s rules, ordinances, and regulations in regard to air quality restrictions.
GHG emissions associated with Project construction would be extremely minimal in the global
context. Because the Project would help relieve congestion on Espola Road and would
implement other measures (as noted above) to reduce GHG emissions, it would assist in the
reduction of GHG emissions from vehicles using Espola Road. Therefore, the Project’s
contribution to global climate change would not be cumulatively considerable and no significant
cumulative impact is assessed.