Res 94-015RESOLUTION NO. 94- 015
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF POWAY,
CALIFORNIA APPROVING THE PRECISE ALIGNMENT FOR THE PROPOSED SCRIPPS
POWAY PARKWAY EXTENSION (COUNTY OF SAN DIEGO SA-780) PROJECT AND
ADOPTING A STATEMENT OF OVERRIDING CONSIDERATIONS
WHEREAS, the City of Poway City Council, acting as the lead
agency, project proponent and decision-maker, has determined it
necessary and desirable to implement the proposed Scripps Poway
Parkway Extension (County SA-780) Project (the "Project") in order
to meet the major project objective; and
WHEREAS, the major objective of the Project is to implement
the easternmost segment of a planned east-west regional
transportation route as depicted and anticipated by the adopted
general plans of the City of Poway and the County of San Diego; and
WHEREAS, the Project is generally described as an approximate
three mile extension of the existing six-lane prime arterial
improvements beginning from the current terminus located just east
of the Scripps Poway Parkway/Stowe Drive intersection in the South
Poway Business Park, and extending on a general easterly alignment
to intersect with State Route 67; and
WHEREAS, the City Council on February 8, 1994, approved a
resolution certifying the Final EIR for the Project, adopting a
mitigation monitoring program for the implementation of the Project
and adopting the CEQA Findings (Statement of Facts) pursuant to the
CEQA Statutes and State CEQA Guidelines, and said Findings are
attached hereto as Attachment A (Statement of Facts) and are fully
incorporated herein by.this reference; and
WHEREAS, the certified Final EIR includes a mitigation measure
requiring approval of a general plan amendment amending the City of
Poway General Plan Transportation Roadways Element; and
WHEREAS, the City Council on February 8, 1994, adopted a
resolution approving General Plan Amendment GPA 94-01 amending the
General Plan Transportation Roadways Element master plan to reflect
Alignment Bi (without additional fill) for the Project, and
therefore, the approval of Alignment Bi (without additional fill)
as the precise roadway alignment for the Project consistent with
the Poway General Plan; and
WHEREAS, a public hearing was held by the City Council on
February 8, 1994, for the consideration of the precise roadway
alignment for the Project, following notice duly and regularly
given as required by law, and all interested persons expressing
desire to comment having been heard , and said Final EIR and all
comments and responses thereto having been considered; and
Resolution 94- 015
Page 2
WHEREAS, the certified Final EIR identifies specific
unavoidable significant environmental impacts that cannot be
feasibly mitigated to a level of below significance with the
implementation of Alignment Bi (without additional fill) as the
precise roadway alignment for the Project, including long-term
cumulative regional air quality impacts, landform alteration and
visual quality impacts, and cumulative regional circulation impacts
at specific street intersections; and
WHEREAS, the CEQA Statutes and the State CEQA Guidelines
require that the decision-maker adopt CEQA Findings including a
"Statement of Overriding Considerations" for all identified
unavoidable significant impacts of a proposed project that cannot
be feasibly mitigated to a level of below significance; and
WHEREAS, the unavoidable significant and unmitigated
environmental impacts identified in the above recital and in the
certified Final EIR have been considered by the City Council and a
Statement of Overriding Considerations addressing the identified
unavoidable significant and unmitigated impacts of the Project is
contained in Attachment A (CEQA Findings) hereof and
is fully incorporated herein by this reference.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF POWAY, hereby
does approve as follows:
SECTION 1: The City of Poway City Council as the lead agency,
project proponent and decision-maker, upon its own independent
review and consideration of the information contained in the Draft
and Final EIR for the Project and the public record, finds that,
as set forth in the attached Statement of Overriding
Considerations, the remaining unavoidable significant and
unmitigated impacts identified in the certified Final EIR are
clearly outweighed by the economic, social or other benefits of the
Project.
SECTION 2: The City Council hereby approves and adopts the
Statement of Overriding Considerations contained in Attachment A
(CEQA Findings) hereof and are fully incorporated herein by this
reference.
SECTION 3: The City Council hereby finds and determines that
the certified Final EIR and all information in the public record
related thereto adequately and completely address the potential
environmental impacts of the Project.
SECTION 4: The City Council finds and determines that the
action to approve Alignment Bi (without additional fill) as the
precise roadway alignment for the Project is consistent with the
Poway General Plan.
SECTION 5. The City Council hereby approves Alignment Bi
(without additional fill) as the precise roadway alignment for the
Project.
Resolution 94-015
Page 3
SECTION 6: The City Council hereby directs staff to implement
and complete the Project in accordance with the previously
certified Final EIR and adopted Mitigation Monitoring Program for
the project.
SECTION 7: The City Clerk is directed to file a Notice of
Determination with the County Clerk and the Office of Planning and
Research in accordance with the State CEQA Guidelines.
APPROVED and ADOPTED by the City Council of the City of Poway,
State of California, this 8th day of February, 1994.
ATTEST:
Wahlsten, City Clerk
STATE OF CALIFORNIA )
) ss.
COUNTY OF SAN DIEGO )
I, Marjorie K. Wahlsten, City Clerk of the City of Poway, do
hereby certify, under the penalty of perjury, that the foregoing
Resolution, No. 94- 015, was duly adopted by the City Council at a
meeting of said City Council held on the 8th day of February, 1994,
and that it was so adopted by the following vote:
AYES:
NOES: NON£
ABSTAIN: NON£
ABSENT: NON£
CAFAGNA, CALLERY, EMERY, SNESKO, HIGGINSON
j '. ~. ahlsten, City Clerk
City o~ay
Resolution 94-015
Page 4
CANDIDATE CEQA FINDINGS (STATEMENT OF FACTS) AND
STATEMENT OF OVERRIDING CONSIDERATIONS FOR THE
PROPOSED SCRIPPS POWAY PARKWAY EXTENSION
(COUNTY SA-780) PROJECT (SCH.#93091118)
The following findings (Statement of Facts) are made relative to the conclusions of the
Final Environmental Impact Report (FEIR) for the proposed Scripps Poway Parkway
Extension (County SA-780) project. The proposed Scripps Poway Parkway Extension
(County of San Diego SA-780) project is located approximately 3 miles east from the City
of Poway downtown area, within the jurisdictions of the City of Poway and the County of
San Diego. The proposed project involves the construction and operation of an
approximate three-mile long, six-lane prime arterial roadway between its existing terminus
in the South Poway Business Park (SPBP) west of Sycamore Canyon Road and extending
easterly to State Route 67 (SR-67). The major objective of the proposed project is to
implement the easternmost segment of a planned east-west regional transportation reute; as
depicted and anticipated by the adopted general plans of the City of Poway and County of
San Diego. The completion of this easternmost segment will result in the linkage of SR-67
with Interstate 15 (I-15) at the existing Mercy Road Interchange.
These findings and Statement of Overriding Considerations are made in accordance with
Sections 15091 through 15093 of the California Environmental Quality Act Guidelines and
pursuant to Section 21081 of the California Public Resources Code.
FINDINGS
The City of Poway, as Lead Agency and decision maker, has reviewed and
considered the information contained in the Draft and Final EIR for the proposed
Scripps Poway Parkway Extension (County SA-780) project and the public record,
and finds, pursuant to CEQA and State CEQA Guidelines, that significant and
unmitigable impacts on long term cumulative regional air quality, landform
alteration, and cumulative regional circulation at two street intersections within the
City of Poway would occur with implementation of the project. This requires that
the Lead Agency issue a "Statement of Overriding Considerations" pursuant to
Section 15093 and 15126 (b) of the State CEQA Guidelines if the City of Poway
wishes to approve the proposed roadway extension. The Statement of Overriding
Considerations is contained in Section D hereof.
ATTACHMENT A
Resolution 94-015
Page 5
In addition to significant, unmitigable impacts to long temt cumulative
regional air quality, landform alteration, and cumulative regional circulation,
the City of Poway finds that changes or alterations must be incorporated
into final design for the project, in order to avoid or substantially lessen
potentially significant environmental effects as identified in the FEIR with
respect to the areas of: (a) Geology and Soils; (b) Hydrology, Drainage,
Water Quality; (c) Biological Resources; (d) Socioeconomic and
Population Considerations; (e)Land Use and Planning Considerations;
(f) Cultural Resources; (g) Noise; and (h) Utilities and Public Services.
Specifically, the City of Poway makes the following findings regarding the
significant environmental effects associated with implementation of the B 1
Alignment (without additional fill) as the precise roadway alignment for the
Scripps Poway Parkway Extension (County SA-780) ("the Project")
identified in the Final Environmental Impact Report (SCH# 93-091118):
With respect to Air Quality, long-term cumulative impacts from the
project on 'regional air quality would be significant and the
imposition of mitigation measures identified in the FEIR would not
completely avoid or substantially lessen these significant
environmental impacts. Implementation of mitigation measures by
the City of Poway will reduce short-tem~ construction impacts and
site specific impacts from vehicular emissions to a level less than
significant. However, significant long-term regional cumulative
impacts will remain as based on the information and analysis
contained in the FEIR.
The Project is located within a "non-attainment" air basin and any
increase in CO, PM10, and 03 precursor (ROG and NOx) emissions
constitutes significant impacts. Long-term cumulative impacts will
remain significant, even after implementation of the recommended
mitigation measures in the FEIR. These mitigation measures are as
follows:
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Construction Mitigation:
1)
2)
3)
4)
5)
6)
7)
Minimize the mount of the disturbed area.
Use water tracks or sprinkler systems in sufficient quantities
to prevent airborne dust from leaving the site. Increase
watering frequency whenever wind speeds exceed 15 mph.
Spray water on all dirt stock-pile areas daily or as needed.
Stabilize all distufeed soil areas not subject to revegetafion
using approved chemical soil binders, jute netting, or other
methods as appropriate.
Complete the paving of all roadways as soon as possible.
Provide proper covers for tracks hauling material offsite.
Water-wash all vehicles' tires and wheel wells before leaving
construction site onto adjacent paved road.
The following measures are considered to be Best Available Control
Technology (BACT) for construction equipment and are
recommended as appropriate where feasible:
1)
2)
3)
4)
5)
6)
Use Caterpillar prechamber diesel engines (or equivalent)
together with proper maintenance and operation to reduce
emissions of oxides of nitrogen (NOx).
Electrify equipment.
Maintain equipment per manufacturers specifications.
Install catalytic conveners on gasoline-powered equipment.
Implement engine timing retard (four degrees) for diesel-
powered equipment.
Substitute gasoline-powered for diesel-powered equipment.
Measures to reduce Vehicular Emissions:
1)
The City shall develop a Transportation Demand
Management (TDM) plan in consultation with the County
110781000 3
Resolution 94-015
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2)
3)
4)
The City shall implement traffic improvement measures such
as traffic fiow improvements (i.e., proper signalization, road
widening).
The City shall encourage the use of bike paths for bicyclists,
as called forth in the Bikeways Master Plan.
The City shall provide access to mass transit and promote
ridesharing and use of mass transit as discussed in its Public
Transit Element.
Because significant impacts to regional cumulative air quality remain after mitigation, a
Statement of Overriding Considerations is required and provided in Section D.
bo
With respect to cumulative regional Circulation, the Project is not a
traffic generator. Nevertheless, significant impacts have been
identified in the FEIR primarily related to redistribution of existing
traffic and cumulative buildout traffic projected for the mid-county
region. Implementation of mitigation measures by the City of
Poway will reduce most identified intersection impacts and traffic
safety impacts to a level below significance. However, significant
adverse cumulative traffic impacts at two area intersections would
remain significant, even after implementation of the recommended
mitigation measures in the FEIR. These measures are as follows:
Intersection Impacts:
1)
2)
3)
Scripps Poway Parkway/SR-125: provide a diamond
intemhange.
Scripps Ranch Boulevard/Pomerado Road: add westbound
right turn only lane and add dual left turn westbound.
Willow Creek Road/Pomerado Road: add dual left mm
southbound; add dual left mm eastbound; add dual left mm
westbound; and add dual left turn no, ihbound.
110781000
Resolution 94-015
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Traffic Safety:
2)
3)
4)
Traffic safety impacts associated with the substandard road
conditions along Sycamore Canyon Road shall be monitored
by the City of Poway Traffic Engineering Depa~u,,ent upon
completion of Scripps Poway Parkway.
Poway Road/Pomerado Road: add northbound and
eastbound right turn only lanes. However. not feasible due
to existing structures or economic considerations.
Therefore, impact would remain significant and unmitigated.
Poway Road/Garden Road: modify signal to provide dual
left turn westbound. Feasibility not determined: to be
monitored (si~ificant impact remains unmitigated until
subsequent monitoring and required actions are
implemented.
Scripps Poway Parkway/Pomerado Road: add westbound
right turn lane; add eastbound right turn lane; add north
bound right turn lane; add northbound dual left mm; and add
westbound dual left turn. Mitigation considered feasible.
Because significant impacts to cumulative regional Circulation under items 2 and 3 above
(Traffic Safety) remain after mitigation, a Statement of Overriding Considerations is
required and provided in Section D.
With respect to Landform Alteration, impacts from extensive
grading on steep slopes, alteration to an existing natural drainage,
and blasting of rock outcroppings along slopes at the eastern end of
the alignment would be significant. The imposition of mitigation
measures identified in the FEIR would not completely avoid or
substantially lessen these significant environmental impacts.
Implementation of mitigation measures by the City of Poway will
reduce short-term visual effects of construction, and long-term
visual impacts associated with night lighting, disruption of short and
long range residential views, views from future planned residential
uses, and visual resource policy conflicts to a level below
significance. However, landform alteration impacts will remain
110781000
Resolution 94-015
Page 9
signd'lcant even after implementation of the recommended mitigation
measures in thc FEIR. These measures are as follows:
1)
2)
3)
4)
5)
Exposed slopes shall be revcgetated.
A Revegetation/Landscape Management Plan shall be
prepared for the adopted roadway alignment.
The grading plan shall be reviewed by an engineering
geologist and shall incorporate measures to protect graded
slopes (use proper erosion control measures), utilization of
grading that simulates the natural topography to the extent
possible, use of contour grading for all grading within the
canyons and on hillsides, and use of proper native and
naturalizing landscape techniques to blend graded slopes
with natural open space areas.
Lighting fixtures shall be installed in accordance with
applicable County or City lighting ordinances. Final
roadway design plans shall include lighting fixture
specifications.
Grading Management Considerations.
· Slopes shall be contour graded to blend into existing
hillside grades wherever feasible, while still allowing for
adequate slope stabilization. Vertical height of the slopes
shall be minimized as much as possible.
· Easterly facing cut and fill slopes shall be minimized to
the greatest extent possible, to avoid negative impacts to
adjacent residences.
· Cut slopes shall be stepped or benched, in one foot high
by two foot deep cuts depending upon the gradient of the
slope, to allow for maximum revegetation with container
plantings and seed.
· Existing topsoil and duff shall be stockpiled separately,
to be reapplied over appropriate benched slope areas.
Maximum stockpile depths shall be specified in the final
engineering and landscape plans.
· Exposed rock faces, if created as part of the excavation
for the roadway, shall be rounded and cut to mimic the
6 110781000
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6)
natural rock outcroppings of the surrounding areas.
Large expansive sections of exposed rock shall be
avoided to minimize reflection and visu_al glare.
Landscape Replacement Plantings.
· All impacts to native trees shall be mitigated for through
replacement plantings in the ratios discussed below, with
appropriate native species. Seed shall be collected from
local sources. Ratios are:
· Native Oak Trees - Mitigate losses at a recommended 5:1
replacement ratios for individual specimen trees lost over
a 4-inch diameter breast height (DBH). Replacement
trees must be of a minimum 1-gallon size, with acorns
collected from local sources, and containers plantings
placed shall be in an adequate ecological setting to assure
ultimate survival. Overall compensation for the loss of
trees smaller than the minimum 4-inch DBH, and general
impacts to oak woodland understory vegetation, shall be
mitigated for through an acreage compensation at a
i,~commended 2:1 ratio.
· Native Riparian Trees (Willows & Sycamores) - Mitigate
losses at a recommended 3:1 replacement ratio for
individual specimen trees and/or habitat lost. This will
need to be worked out in consultation with the
appropriate resource agencies which will be involved
with actual wetland permitting, and the subsequent
mitigation plan preparation. Replacement trees shall be
from local sources, and shall be placed in an adequate
ecological setting to assure ultimate survival. Minimum
size may vary based upon the species concerned and the
specific of the final detailed mitigation plants. (No
sycamores would be impacted by the proposed
alternatives but five were identified within the 50-foot
buffer zone limits.)
· Ornamental/Introduced Trees (Pine, Ash, Locust,
Eucalyptus, California Pepper) - Mitigate losses at a
recommended 1:1 replacement ratio for individual
110781000 7
Resolution 94-015
Page 11
7)
8)
9)
10)
11)
12)
specimen trees lost of unique visual quality.
Replacement trees shall be placed in an adequate
ecological setting to assure ultimate survival. Minimum
planting size requirements may vary based upon the
species concerned and the final detailed roadway
landscape plans which shall be prepared at a later date.
A contract growing agreement shall be in place at least one
year prior to revegetation installation, based upon the size of
the plant material as specified in the final
revegetation/landscape plans.
Appropriate native species plant palettes, compatible with thc
adjacent habitat areas, shall be delineated in thc final
revcgctation/landscapc plans for the roadway.
All impacts to ornamental/introduced trees which have been
determined to be unique visual resource, shall be mitigated
for the appropriate roadway landscaping. Species to be
utilized to compensate for the loss shall be determined by thc
landscape architect at thc time of preparation of the f'mal
roadway landscape plans.
Partially mitigate potential visual impacts to planned
residential uses in the study area by siting homes away from
thc roadway, screening, and buffing through noise walls
and/or landscaping.
Submit a map showing all steep slopes to the county in
accordance with RPO, prepared by a qualified person such
as a registered licensed architect, landscape architect,
engineering geologist, land surveyor, or civil engineer.
Viewing areas shall, if feasible, be established upon final
roadway design along the chosen roadway corridor.
Because significant impacts to Landfom~ Alteration remain after mitigation, a Statement of
Overriding Considerations is required and provided in Section D.
do
With respect to Geology and Soils, impacts to the project from
ground acceleration-ground shaking, liquefaction and seismically
induced settlement, landslides, cut and fill slope stability,
8 110781000
Resolution 94-015
Page 12
rippability, and soils-related hazards would be significant.
Implementation of mitigation measures by the City of Poway will
reduce these potential impacts to levels below significance based on
the information and analysis contained in the FEIR and based on the
following facts.
Geologic and softs related hazards can be reduced to insignificant
levels with the implementation of the mitigation measures in the
FEIR. These measures are:
l)
2)
3)
4)
To mitigate for ground acceleration-ground shaking, the
design and construction of the Project shall be in accordance
with thc Final Geotechnical Report, Unifu~m Building Code
(UBC), appropriate applicable seismic design parameters of
thc Structural Engineering Association of California
(SEAOC), and local applicable grading codes. Thc seismic
design parameters provided as a result of a site-specific
gcotechnicai investigation shall bc incorporated into thc
design and conslruction of thc project.
To mitigate for liquefaction and seismically induced
settlement, the remedial grading techniques shall be
incorporated into the design and construction of thc project.
Such techniques include, but are not limited to, the removal
and recompaction of potentially liquefiable soils.
To mitigate for Cut and Fill Slope Stability, a static and
pseudo-static cut/fill slope stability analyses shall be
performed utilizing a factor of safety of 1.5 and 1.1,
respectively. Cut and f'fll slopes shall be properly designed,
constructed and maintained.
To mitigate for Cut and Fill Slope Stability, the geotechnical
consultant shall be onsite during grading and excavation
operations to evaluate the stability of proposed canyon
cleanouts, removals, subdrains, and cut and fill slopes.
To mitigate for rippability, blasting of dense to very dense
bedrock material shall be performed in accordance with thc
110781000 9
Resolution 94-015
Page 13
6)
7)
S)
9)
City of Poway Blasting Ordinance Number 258 and
applicable County of San Diego, and Caltrans requirements.
To mitigate for rippability, the handling and disposal of
oversize material shall be perfo,med in accordance with thc
recommendations of thc g¢otcchnical consultant and
applicable standard specifications referenced in the final
geotechnical study.
To mitigate for soils-related hazards, thc potentially
significant impacts related to expansive soils shall be
mitigated through selective site grading. In addition,
foundations shall be designed in compliance with UBC
stan~_ards.
To mitigate for soils-related hazards, the potentially
significant impacts related to erosion shall be mitigated by
the implementation of erosion control measures as defined in
the City of Poway's grading ordinance and applicable
County of San Diego, and Caltrans requirements. In
addition, erosion control devices and methods may be
employed as directed by the design engineer and the City
Engineer.
To mitigate for soils-related hazards, the potentially
significant impacts related to compressible soils shall be
mitigated through appropriate grading, design, and
construction techniques. Such techniques include, but are
not limited to, complete removal and recompaction of
compressible soils.
eo
With respect to Hydrology, Drainage, and Water Quality, impacts
from surface water and flooding, and potential impacts to
groundwater would be significant. Implementation of mitigation
measures by the City of Poway will reduce the impacts to levels
below significance based on information and analysis contained in
the FEIR.
Ponding at drainage inlets, stream alteration impacts, flooding due to
increased runoff, erosion and sedimentation, water quality
10 110781000
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degradation and potential groundwater quality or quantity impacts
can be reduced to levels below significance with the mitigation
measures in the FEIR. These measures are:
Surface Water and Flooding:
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
A hydrologic study shall be conducted of streams crossed by
Alignment B 1 (without additional fill) to ensure that channel
capacity is sufficient to pass the 100-year flow with no
significant backwater or ponding at proposed inlets to the
culverts.
Re-evaluate 100-year peak flow rate for basins g,cater than
0.5 square miles utilizing the SCS method to obtain more
accurate runoff flow rates for appropriate sizing of culverts.
Suitable structures such as energy dissipaters shall be
employed and maintained to avoid downstream erosional
effects.
Areas of inundation shall be quantified and drainage
easements shall be obtained during final design.
Include measures during final design to prevent hydrologic
effects in areas where sensitive habitats might be affected.
Construction - Application of mulch (stone or straw) to
disturbed soil to reduce erosional effects of rain impact and
sheet plus rill erosion.
Construction - Establishment of buffer zones to reduce
overland flow velocities and trap eroded sediment at the
downgradient boundaries of disturbed areas and prevent
wash-off into channels. Buffer zones may be vegetative
(grass) or hay bales.
Siltation basins shall be constructed in drainage channels to
capture sediment during the construction phase.
The local office of the SCS shall be consulted for technical
guidance and options in erosion prevention and control.
To minimize impacts to surface water quality, final design
shall include the use of best management practices such as
grassed swales along streets, and the sides of storm drain
110781000 1 1
Resolution 94-015
Page 15
11)
channels; infiltration trenches and basins; and prevent thc
"first flush."
Adhere to N-PDES permit conditions and comply with all
provisions set forth for the proposed roadway extension.
1)
2)
Should blasting be required for this project, the City of
Poway Blasting Ordinance shall be adhered to, as well as
applicable County of San Diego, and Caluans standa_rds for
blasting.
Follow the mitigation measures prescribed in the previous
1985 and 1988 EIRs for the South Poway Planned
Community Plan for the western extension area, as
applicable.
fo
With respect to Biological Resources, direct and indirect impacts to
sensitive habitats and species, and to wildlife corridors will be
significantJ Implementation of mitigation measures by the City of
Poway will reduce the impacts to a level below significance based
on the information and analysis contained in the FEIR.
Impacts to 186.4 acres of sensitive habitat (including coastal sage
scrub, coast live oak riparian forest, and wetlands), and numerous
sensitive plant and animal species (including the California
gnatcatcher), as well as the potential obstruction of major wildlife
corridors by the Project, can be reduced to levels below significance
with FEIR recommended mitigation measures. These measures are:
1)
To fully mitigate the regional biological impacts of the
proposed project and other projects in the region, the City of
Poway will undertake development of a Subarea Habitat
Conservation Plan under the framework of the Multiple
Species Conservation Plan (MSCP). The plan will designate
1 2 110781000
Resolution 94-015
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2)
3)
4)
5)
specific preserve lands to be dedicated to the conservation
and management of biological resources, particularly
resources considered rare or sensitive and/or that contain
populations of the California gnatcatcher and other sensitive
species that are listed or candidates for listing under the
federal and state Endangered Species Acts. All of the public
lands listed as potential mitigation sites for the Scripps-
Poway Parkway (including Rattlesnake Canyon, Butcher
Property, Blue Sky Ranch Ecological Preserve, and Lake
Poway area) will be included in the plan. The plan will also
identify preserve planning areas for future conservation
efforts, which will fot'm a connected, functional preserve
network supporting significant biological resources and meet
the objectives of the MSCP. The Poway Subarea Habitat
Conservation Plan will be adopted through an amendment to
the City of Poway's General Plan.
The City shall retain a project biologist to oversee all aspects
of construction monitoring that pertain to biological resource
protection, insure compliance with the mitigation measures
described below, and to prepare a project-specific biological
resources mitigation monitoring program for City approval
and subsequent implementation.
Provision shall be made to inform the construction
contractor(s), prior to the bidding process, about the
biological constraints of the project. The contractor(s) shall
be responsible for impacts to biological sensitivities beyond
those identified in the project's final EIR and which occur as
a dirr~t result of construction activities.
A contractor education program shall be implemented to
insure that contractors and all construction personnel are
fully info~'aied of the biological sensitivities associated with
the project.
Heavy equipment and construction activities shall be
restricted to designated areas.
Vehicles shall use existing access roads or already disturbed
areas to the degree feasible. Where new access is required,
11078100O 13
Resolution 94-015
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7)
9)
10)
11)
12)
13)
all vchiclcs shall usc thc samc routc, cvcn if this requires
beavy equipment to back out of such areas.
Topsoil shall be stockpiled in disturbed areas without native
vegetation, areas to be impacted by project development, or
in non-sensitive habitats.
Staging areas shall be located within the limits of grading or
in disturbed habitat.
Fueling of equipment shall not occur adjacent to drainages or
in f'lre-scnsitive areas. No-fueling zones shall be designated
on construction maps and shall be situated a minimum
distance of 25 feet from all drainages.
Setback limitations from all habitats, trees, and sensitive
plant locations meant to be preserved shall be established by
a qualified biologist prior to conslruction.
Coastal sage-chaparral scrub within the study area supports
sensitive species, therefore a mitigation ratio ranging from
1:1 to 2:1 would be required.
Any unavoidable impacts to wetlands would require an
ACOE permit under Section 404 of the Clean Water Act and
a Streambed Alteration Agreement with the CDFG. As part
of the permit process, a detailed sim-specific mitigation and
monitoring plan is required.
The mitigation requirement for coast live oak woodland is a
3:1 ratio. Oak woodlands would be impacted by Alignment
B 1 (without additional fill). Impacts to individual oaks that
do not occur within a woodland also require a mitigation,
although the replacement ratio may vary.
Sensitive Plant Species:
1)
Sensitive perennial plant species (i.e., San Diego sagewort,
Engelmann oak) proposed for transplantation shall be
carefully planted in an approved mitigation area during the
appropriate season for that particular species. For sensitive
annual plants, seeds shall be collected and planted in an
appropriate location within the mitigation site.
1 4 110781000
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California gnatcatcher.
1)
Impacts due to the construction of the Project through this
core resource area shall be mitigated by the preparation of the
Comprehensive Conservation Subarea Plan for the City of
Poway (see mitigation #1). Mitigation for the take of
California gnatcatchers shall be determined in consultation
with the resource agencies.
1)
2)
Impacts to wildlife corridors in the area shall be partially
mitigated by building an undcrcrossing(s) to facilitate
wildlife movement as well as equestrian use in the area.
Bridges are the only type of undercrossing that will reduce
the impacts to wildlife corridors to a level below
significance. Placement of the undercrossing(s) shall be
made in accordance with the recommendations of a qualified
biologist.
Revegetation of all cut and fill slopes and buffer areas with a
native seed mixture containing seed of indigenous coastal
sage scrub and chaparral species would partially mitigate
some of the project impacts to general wildlife. The total
acreage available for revegetafion for the cut and fill slopes
and the buffer area is 87.7 acres for Alignment B 1 (without
adclifonal fill).
· l)
Although indirect noise impacts are considered significant,
the habitat will not be physically altered. The noise impacted
habitat may not be ideal for breeding birds, but it would
probably be used by non-breeding birds. Therefore, a
mitigation ratio of 1:1 or less is recommended for noise-
impacted coastal sage scrub habitat.
110781000 15
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2)
3)
4)
The limited use of noise barriers adjacent to gnatcatcber use
areas and in conjunction with wildlife crossings will be
considered in the preparation of the noise specific study.
Effects of erosion shall be decreased by scheduling
construction activities through drainages during the dry
season (May through October), and revegctating these areas
subsequent to construction. Refer to hydrology and air
quality for additional measures.
Consuuction through sensitive areas shah be appropriately
scheduled to minimize potential impacts to biological
resources. Construction adjacent to drainages shall occur
during periods of minimum flow (i.e., summer through the
first significant rain of fall) to avoid excessive sedimentation
and erosion, and to avoid impacts to drainage-dependent
species.
go
With respect to Socioeconomic and Population Considerations, the
project would adversely impact 242 acres of which 93 am associated
with right-of-way and easement acquisition, and 149 are associated
with access constraints. Developable residential lots in the project
vicinity would be reduced by 22. In addition, Alignment B1
(without additional f'fll), would displace one home (APN# 323-100-
08; Fukuda, off Sycamore Canyon Road) and potentially degrade
property values due to noise and visual intrusion.
Significant adverse socioeconomic impacts can be mitigated to
insignificant levels with the measures outlined in the FEIR. These
measures a_~-'
1)
2)
To mitigate displacement, provide fair market compensation
and relocation assistance to comparable housing in the same
region.
The city shall provide moneucry compensation for lost value
to be based on fair market value determined by an
independent appraiser.
16 110781000
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3)
4)
5)
Clustering of lots to reduce thc diminution of value resulting
from thc elimination of lots allowed duc to right-of-way and
cascmcnt acquisition.
Provide replacement of access to certain properties for which
the project's implementation would preclude their access, as
an alternative to purchasing entire parcels.
Mitigation for property value degradation is provided under
the discussion on noise and aesthetics, visual quality and
landform alteration.
With respect to Land Use and Planning Considerations, the project
will result in potential conflicts with the SDCWA First San Diego
Aqueduct. The project will also be inconsistent with the County of
San Diego's General Plan and Circulation Element, and one home
would be displaced (APN# 323-100-08). Implementation of the
mitigation measures in the FEIR will prevent land use conflicts, as
based on the information and analysis in the FEIR.
Land use conflicts and inconsistencies due to Project implementation
can be mitigated below the level of significance with the following
measures, as contained in the FEIR.
1)
2)
3)
The City of Poway shall coordinate with SDCWA to ensure
that the project would not be detrimental to the pipeline.
The City of Poway shall obtain a General Plan Circulation
Element Amendment from the County of San Diego for the
change in location and roadway classification of County SA-
780.
The City of Poway shall modify the alignment such that
residences will not be displaced. Unavoidable displacement
will require compliance with the Federal Uniform Relocation
Assistance and Real Property Acquisition Policies Act
(California Government Code, Chapter 16, Section 7260 et
seq.).
110781000 1 7
Resolution 94-015
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4)
The City of Poway shall be required to amend its
Transportation Element to reflect Alignment B 1 (without
additional fill) for the proposed project.
With respect to Cultural Resources, Alignment B1 (without
additional fill), will directly impact ten cultural resource sites.
Implementation of mitigation measures by the City of Poway will
reduce thc impacts to levels below significance.
The disturbance or destruction of cultural resources in the area can
be avoided and/or reduced to levels below significance with
incorporation of the mitigation measures outlined in the FEIR.
These measures are:
1)
2)
3)
4)
5)
Research Design standards which meet City of Poway,
Caltrans, and County of San Diego requirement and
standards shall be developed for Alignment B1 (without
additional fill), and shall include the long term conservation
of archaeological collections and documents.
Conduct a testing and evaluation program to evaluate sites
that shall be impacted by the project under the California
Environmental Quality Act (CEQA) criteria as well as
County of San Diego RPO criteria for sites on County land.
This program shall occur before initial construction of the
chosen alignment.
Ensure that the testing program is followed by an appropriate
mitigation program for important cultural resources before
construction begins.
A discovery plan shall be developed before construction, to
.rlrlress treatment of any potentially important archaeological
resources identified during construction monitoring. This
plan should include procedures for identification and
treawnent of human remains.
To mitigate inadvertent direct impacts of project
construction, it is recommended that buffer zone boundaries
through site areas, and site areas within 100 feet of the
18 110781000
Resolution 94-015
Page 22
6)
7)
buffer zone, be staked and flagged at 15-foot intervals prior
to construction and that these stakes be maintained
throughout the conslxuction process.
To address long-term access and maintenance impacts, it is
recommended that all maintenance routes be on existing
paved roads or on the impacted portion of the right-of-way
and that vehicle access by conlrolled (possibly by fencing) to
eliminate the potential for an increase in off-road or
pedestrian activity.
A qualified archaeologist shall monitor grubbing, grading,
and excavation in surface soils within significant site areas
and alluvial areas where buried deposits may be present.
jo
With respect to Noise, the impacts of the project would include
increases in the ambient noise environment which may be significant
in the absence of mitigation. Implementation of the mitigation
measures in the FEIR will reduce the identified direct impacts to
existing residences and indirect impacts to the Califu. fia gnatcatcher
to levels below significance, as based on the infom, ation and
analysis in the FEIR.
The short-tc~m construction and long-term vehicular noise impacts
of Project development can be reduced to insignificant levels with
the mitigation measures outlined in the FEIR. These measures
include:
1)
2)
A residence-specific noise study shall be required to
determine the specific height and location of a noise barrier.
The study shall be completed when final roadway
engineering design is in progress for Alignment B1 (without
additional fill). Consideration shall be given to a site's
microtopography when preparing the study.
While no significant impacts are expected, the following
meastcr:s are recommended where feasible to minimize noise
levels.
1107810OO 1 9
Resolution 94-015
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3)
4)
· Provide a noise limit specification in the construction
contract that the contractor shall comply with all
provisions of the City of Poway, and County of San
Diego noise ordinances related to consl~uction.
· Residences within the line-of-sight of blasting shall be
notified in writing within 72 hours of blasting activity.
· Locate the staging area as far away from residences as
possible.
· Select quieter equipment; e.g., electric or gas instead of
diesel-powered, hydraulic tools instead of pneumatic
tools.
· Perform noisier operations away from noise sensitive
receptors where possible; e.g., mixing concrete,
assembling equipment modules.
· Provide enclosures for stationary equipment. Noise
sources such as generators powering safety lights should
be enclosed.
· All equipment maintenance shall be done as far away
from residences as possible.
Mitigation of the elevated gnatcatcher habitat to below 60
dBA Leq is not considered to be feasible onsite because the
line-of-sight from the roadway to the habitat cannot be
blocked. Therefore, offsite mitigation would be provided to
reduce impacts to levels below significance.
Since the alignment construction will occur within
gnatcatcher habitat, the impact will be considered significant
and unmitigable during the breeding season ff gnatcatchers
are present. If construction were permitted during the
breeding season it is recommended that a specific
construction mitigation plan be prepared prior to construction
to minimize impacts. Specific mitigation may require
barriers and a limitation on the hours of construction to when
gnatcatchers are least active. The plan shall also provide for
monitoring to assess the noise reduction measures
effectiveness.
20 110781000
Resolution 94-015
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With respect to Utilities and Public Services, potential impacts are
limited to conflicts between the Project and the SDCWA First San
Diego Aqueduct, since the Project is proposed to cross the aqueduct.
Significant short-term impacts are associated with bus stop
displacement during roadway construction along SR-67.
Implementation of the recommended mitigation measures will reduce
impacts to a level below significance, as based on the information
and analysis in the FEIR.
The short-term impact on educational facilities (bus stop) and the
potential aqueduct conflict can be mitigated to insignificance with
incorporation of the mitigation measures in the FEIR. These
measures are:
1)
2)
The City of Poway shall coordinate with SDCWA during
final roadway design to ensure that the project would not be
detrimental to the pipeline.
The City of Poway shall contact the Poway Unified School
District to coordinate relocation of temporary school bus
stops prior to construction activity along SR-67. Proper
notification to affected residents shall occur through
mailings.
The City of Poway, as Lead Agency and decision maker, having reviewed and
considered the information contained in the Draft and Final EIR for the proposed
Alignment B 1 (without additional fill) and the public record, finds that several
changes or alterations contained herein which mitigate or avoid significant
environmental effects are the responsibility or within the jurisdiction of other
agencies. Specifically:
1. County of San Diego, as a responsible agency, must amend the County
Circulation element for SA-780. The Final Certified EIR will be relied upon by
the County of San Diego in its decision making for the General Plan
Amendment and other requlrexl actions, permits, and related project activities.
2. Caltrans District 11, as a responsible agency, has jurisdiction over the SR-67
connection with the final adopted alignment within their right-of-way. Any
110781000 2 1
Resolution 94-015
Page 25
o
work on Caltrans right-of-way will require review and an encroachment permit.
This FEIR addresses the footprint impacts and mitgafion measures associated
with the B 1 (without additional fill) alignment intersection with SR-67.
The San Diego County Water Authority (CWA) shall be responsible for
considering and approv'mg the permit application(s) required for the crossing of
is existing aqueduct (Poway Tunnel) located in the western portion of the
project study area. The SDCWA would relay upon the Final Certified EIR for
the proposed project when considering and approving the required permit
applications(s).
The California Department of Fish and Game is both a State Agency and
Trustee Agency. The department will also consider and utilize this CEQA
document, in its final certified fomt, for the consideration and issuance of all
required permits, including those that may be required by the State of California
Endangered Species Act, Section 2081.
In the event that the implementation of the final adopted alignment requires
subsequent federal NEPA documentation and permits, the Final Certified EIR
will provide baseline information that will be utilized in the preparation of the
subsequent required NEPA documents and in the required permit approval
process. The U.S. Fish and Wildlife Service, the U.S. Army Corps of
Engineers, and Caltrans have indicated that certain permits may be required
along with the appropriate level of NEPA documentation. The potential pemfits
are related to sensitive biological resources and the Federal Endangered Species
Act (Section 10(a), Section 4(d), or Section 7 Consultation). Federal agencies
affected by the proposed project will utilize this EIR as an informational
document.
Co
The City of Poway, as Lead Agency and decision maker, having reviewed and
considered the information contained in the Draft and Final EIR for the proposed
project and the public record, finds there are specific economic, social, or other
considerations which make infeasible the mitigation measures or project alternatives
identified in the FEIR for eliminating impacts to cumulative regional Air Quality,
cumulative regional Traffic Circulation, and Landform Alteration.
With regard to the project alternatives discussed in Section VI of the Draft EIR,
several issues may render any part or all of many of the alternative(s) infeasible for
the reasons included below:
22 110781000
Resolution 94-015
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Under the Preliminary Alternative Alignments Determine{1 to be
Environmentally Infeasible (Section VI. B.1 of the Draft EIR), seven
alternative alignments were selected based upon extensive engineering design
and environmental constraints evaluations, associated field surveys, project
planning criteria, and coordination with responsible agencies and the property
owners within the project study area. These alignments included Alignments A,
B, B 1, C, D, the County SA 780 alignment (Alignment E), and the City of
Poway Transportation Roadways Master Plan alignment.
Following additional engineering and environmental constraints studies,
Alignment B and the Poway Transportation Roadways Master Plan alignment
were eliminated because of their proximity to Poway Creek and location within
County designated open space easements. Alignment C was also eliminated
due to its proximity to an open space easement and its impacts to a local stream
(Alignments B1, B2, and B3 were developed based on a combination of
Alignments B and C and by incorporating property owners input).
Under the Alternative Methods to Reduce Significant Landform Alternations
(Section VI. B.2 of the Draft EIR), alternative design features which could
potentially reduce landform alteration related impacts (e.g., biology, noise,
geology, visual, cultural and hydrology) were analyzed. These methods
include:
~. The use of bridges could substantially reduce landfo,m
alteration for all alignments and impacts to wildlife corridors. The use of a
bridge structure was evaluated at a location considered to be
environmentally beneficial and cost effective for Alignment B 1. Here, the
use of a bridge structure would increase the project cost by $2,000,000.
Based upon this analysis, it was concluded that the extensive use of bridges
is economically unfeasible. However, the selective use of a bridge structure
when a preferred alignment is selected and £mal roadway design commences
may be considered.
· Tunnels. Tunneling for a four or six lane roadway would be economically
prohibitive due to the undulating terrain in the study area. For a six lane
110781000 23
Resolution 94-015
Page 27
roadway this would add approximately $60,000,000 to the project costs. It
was determined that tunneling along the other alignments would be similarly
cost prohibitive. The use of tunnels in the overall project design has been
rejected as infeasible.
Grade Separated Lanes. Based upon a 6-lane roadway, grade separating the
east-bound lanes from the west-bound lanes would eliminate the 22-foot
median. However, both east-and west-bound grade separated lanes would
require a 10-foot shoulder on both sides. Therefore, grade-separating the
six-lane roadway would actually result in the elimination of the K-rail and
only 2-feet of median width. Grade separation was evaluated early in the
preliminary roadway design and was determined to be infeasible due to
substantial increases in geology, landform, visual, biology, noise, cultural,
and property fragmentation impacts.
Under the Mass Transit Modes Alternative (Section VI. B.3 of the Draft EIR),
mass transit, light rail transit (LRT), and high occupancy vehicle (HOV) lanes
were considered via a variety of studies conducted over the years and discussed
in the EIR. Although alternative modes of transportation may be available in the
future to further reduce regional transportation problems in the mid-county,
these alternatives would also result in environmental impacts and would not
meet the project objective which is to implement the City of Poway's General
Plan Transportation Element.
Under the Roadway Width Design Alternative (Section VI. B.4. of the Draft
EIR), Alignments A, B1, B2, B3 and D with and without the additional fill
(Reduced Earthwork Alternative) and as a four lane major arterial rather than a
six lane prime arterial were evaluated.
Although an aitemative roadway width design with/without additional fill would
reduce some of the environmental impacts by reducing earthwork volumes, it
would not avoid or minimize the significant unmitigable impacts associated with
landfo,m alteration, cumulative air quality and adverse cumulative regional
circulation at specific street intersections as identified for the proposed project.
Additionally, traffic circulation impacts would be greater with this alternative
design. This alternative would not meet the project objectives to improve
24 110781000
Resolution 94-015
Page 28
regional circulation and reduce existing and anticipated traffic impacts along
Poway Road and other mid-county arterials. It is also the project's objective to
implement the Poway Transportation Element which calls for the construction
of Scripps Poway Parkway as a six-lane prime arterial.
Under the No Build Alternative (Section VI.C of the Draft EIR), the City of
Poway's Transportation Element would not be implemented and Scripps Poway
Parkway would terminate at its present location immediately east of Stowe
Drive. This alternative would provide environmental benefits by alleviating the
potential for geology/soils, hydrology, biology, visual quality, cultural
resources, land use and noise impacts associated with construction of the
roadway. However, adverse impacts to local circulation would result without
Scripps Poway Parkway.
Traffic patterns in the local vicinity would be similar to existing conditions but
would continue to degrade as committed and planned land uses in the mid-
county region would continue to use Poway Road to travel to areas to the east
and west. The analysis showed that more intersections are affected by poor
levels of service under the No Build alternative than if either the four lane or six
lane Scripps Poway Parkway is adopted (refer to Table VI. 1 in the Draft EIR).
The extension of Scripps Poway Parkway to SR-67 would be consistent with
Poway's Transportation Element and would generally help improve the traffic
circulation system in the area. For these reasons, the No Build alternative does
not meet the project objective of improved traffic circulation.
Under the Ali_enment A Alternative. (with or without the additional fill), the
most extension impact related to erosion and drainage, loss of biological habitat,
air quality, right-of-way and easement acquisition, and landform alteration, and
the second greatest impact to gnatcatcber habitat related to noise would occur (as
compared to Alignments B1, B2, B3, D and E). The alignment would cross the
greatest number of stream courses resulting in the installation of eight large
drainage structure facilities. It would also result in the steepest manufactured
cut and fill slopes which would affect the potential for intense erosion. Visual
impacts associated with landform alteration would be greatest for this alignment
due to the associated large manufactured cut/fill slopes. Air quality impacts
related to construction activity are greatest for this alignment since it would
110781000 25
Resolution 94-015
Page 29
require the greatest amount of earthwork activity. Construction of Alignment A
would result in significant and unmitigable impacts associated with landform
alteration, noise impacts to gnatcatcher habitat, cumulative air quality and
cumulative regional circulation. This alignment is prohibitively expensive; costs
are estimated at 44.2 million for construction.
Under the Alignment B1. B2 and B3 Alternatives, (with or without the
additional fill), impacts related to geology/soils, hydrology, biological
resources, air quality, land use, traffic, noise, and public services would be
similar. Of these three alignments, the B3 Alignment would result in the
greatest socioeconomic and visual impacts. Alignment B2 would have similar
socioeconomic impacts as Alignment B 1 but the visual impacts would be
greater than Alignment B 1. Overall, Alignment B 1 would have the least
combined impact to biological resoumes and less visual impacts because it
travels along the lower ridges of a north-facing slope which serves to shield
views of the alignment from most of the southern homes.
Alignments B 1 and B2 under the Reduced Earthwork Alternative would result
in the least amount of environmental impacts. The impacts associated with
these two alignments are very similar, with the exception of biological resources
and visual impacts which would overall be less impactive with Alignment B 1
under the Reduced Earthwork Alternative. Therefore, Alignment B 1 (without
additional fill) is identified as the environmentally superior alternative as it
would result in the least combined impacts to biological resources and would
have the least overall visual impact.
Construction costs for Alignment B1 are estimated at 21.4 million,
24.9 million for B2, and 25.3 million for B3.
o
Under the Aliment D (with or without the additional filB and E. a high level
of significant negative and unmifigable impacts would occur. Construction of
either alignment would severely restrict north/south and east/west wildlife
movement through the area, resulting in a significant and unmifigable impact.
Noise related impacts to gnatcatcher habitat and open space preserves would
also be significant and unmitigated for both alignments since they are located in
proximity to Sycamore Canyon Open Space Preserve and would potentially
26 110781000
Resolution 94-015
Page 30
encroach into the proposed Madura biological open space. Alignment E directly
displaces 2 residences and Alignment D displaces 1 residence. Although the
number of displaced homes would be relatively low, these alignments would
result in greater land use incompatibility impacts to the approximate 30
residences remaining in proximity to the alignments due to increased noise and
visual degradation. Alignments D and E directly disrupt the existing rural
residential quality of the area (significant and unmitigated impact). Regional
cumulative air quality impacts are also considered to be significant and
unmitigable.
Although Alignment E would affect less area because it would be designed per
current County standards as a four lane collector roadway, it has the potential to
increase the number of significant impacts over those identified for Alignments
A, BI, B2 and B3. Specifically floodplain impacts, landslide impacts,
biological impacts, visual quality and recreational use conflicts, and land use
conflicts with existing residences along Beeler Canyon. Alignment E wouldx
also result in more cumulative significant and unmitigable circulation impacts
than the construction of Scripps Poway Parkway as a six lane prime arterial.
Construction costs are estimated at 20.6 million for Alignment D, and
16.7 million for Alignment E.
110781000 27
Resolution 94-015
Page 31
STATEMENT OF OVERRIDING CONSIDERATIONS FOR THE
PROPOSED SCRIPPS POWAY PARKWAY EXTENSION
(COUNTY SA-780) PROJECT
Do
The City of Poway, on February 8, 1994 approved a resolution certifying the Final
EIR (FEIR) for the Scripps Poway Parkway Extension (County of San Diego
SA-780) Project, adopting a mitigation monitoring program for the implementation
of the Project and adopting the CEQA Findings (Statement of Facts) pursuant to the
CEQA Statues and State CEQA Guidelines, and said Findings are on file in the
office of the City Clerk and are fully incorporated herein by this reference.
As concluded in the FEIR (SCH# 93-09-1118) for the Scripps Poway Parkway
Extension (County SA-780) Project, all impacts with the exception of the impacts
to: long-term cumulative regional air quality, landform alteration, and cumulative
regional circulation at specific street intersections can be mitigated to insignificant
levels.
Regarding long-term regional air quality impacts, San Diego County does not
currently meet ambienl air quality standards. Therefore, any increase in CO,
PM10, and 03 precursor (ROG and NOx) emissions constitutes a significant
cumulative impact.
Regarding cumulative regional circulation impacts, the proposed project itself
would not generate traffic. Thus, all the impacts discussed in the EIR are due to
cumulative buildout traffic projected for the mid-County region. Two
intersections would operate at unacceptable LOS due to the adverse cumulative
regional circulation impacts. These intersections are Poway Road/Pomerado
Road and Poway Road/Garden Road.
Regarding landform alteration impacts, the proposed project would necessitate
extensive grading on steep slopes, alteration to an existing natural drainage and
blasting of rock outcroppings along slopes at the eastern end of the alignment.
The City of Poway, as Lead Agency and decision maker, pursuant to the CEQA
Guidelines (Section 15093), after balancing the benefits of the proposed project
against the unavoidable adverse cumulative environmental effects to regional air
110781000
Resolution 94-015
Page 32
quality, landfomi alteration, and cumulative regional circulation which at specific
street intersections remain, notwithstanding the mitigation measures and alternatives
described in the Findings (Statement of Facts) for the Scripps Poway Parkway
Extension (County SA-780) Project, determines that the benefits of the proposed
project, as identified below, outweigh the remaining unavoidable adverse
environmental effects and such effects are acceptable based on the following
specific reasons:
Adoption and implementation of the proposed Scripps Poway Parkway Extension
Project would allow completion of the easternmost segment of the Scripps Poway
Parkway between SR-67 and the Interstate 15/Mercy Road Interchange.
The proposed project is consistent with the goals, policies and strategies of
Poway's General Plan, Transportation Master Element. As such the project would
provide for the safer and more efficient movement of the traveling citizenry. The
proposed project is also consistent with the County's regional transportation goals
and policies.
The City of Poway is located between 1-15 and SR-67, which serve as the primary
north-south commuter routes for the mid-County region. The commuters that travel
east-west between 1-15 and SR-67 use the local sue, ets and roadways of the City of
Poway as well as the City of San Diego. Most of the commuter traffic travels along
Poway Road which traverses both cities. Poway Road is the only direct east-west
connector to 1-15 and SR-67 between the communities of Ramona to the north and
Lakeside to the south. Due to population increases, Poway Road traffic increased
50 percent each year from 1986 through 1990. It is projected that traffic volumes
originating from SR-67 east of Poway and traveling through Poway will double by
the year 2010, reaching approximately 70,000 average daily trips (ADT). The City
of Poway's local street and roadway system is inadequate to accommodate the
projected growth in traffic.
The proposed divided six-lane arterial project (Alignment B 1 - without additional
fill) will specifically result in the following beneficial impacts:
2 1107~1000
Resolution 94-015
Page 33
Provide a direct, limited/controlled, and convenient route for the benefit of the
motoring public in the region and especially for motorists who commute
between SR-67 and 1-15 on a daily basis.
Provide improved Levels of Service (LOS) at four Poway Road intersections,
which include 1) Poway Road/Pomerado Road, 2) Poway Road/Community
Road, 3) Poway Road/Espola Road/SR-125, and 4) Poway Road/SR-67.
Three of these intersections improve from unacceptable LOS to acceptable LOS
during both morning and evening peak hours of operation.
Provide for improved public service access and potentially dec~¢ase response
times 1) to the central portions of the study area in the event of Midlands fires,
2) to the future rural residential development as zoned for in the central portion
of the study area in the event of fire, and 3) of general police and emergency
medical services to the study area and adjacent areas.
Reduce travel time to the South Poway Business Park and 1-15 for commuters
who are located at Carmel Mountain Ranch, Sabre Springs, Mira Mesa, and
Rancho Pefiasquitos; as well as, east county communities such as Ramona,
Lakeside and Santee.
· Facilitate commerce between Poway and the 1-15 corridor with the east county
communities by improving access and reducing travel time.
Projected traffic volumes on Poway Road are expected to decrease
approximately 9 percent with construction of Alignment B1 (without additional
fill). This decrease will affect commerce on Poway Road both negatively and
positively. While traffic reductions may reduce impulse and convenience
shopping by commuters passing through Poway, less congestion is expected to
make Poway Road more attractive to Poway area residents. Existing
congestion on Poway Road currently discourages frequent shopping and
shopping at multiple centers within the Poway Road corridor. The reduced
congestion anticipated on Poway Road may make existing commercial areas
move ati~-active and competitive than is currently the case.
110781000
Resolution 94-015
Page 34
Generate approximately 333 total jobs including direct, indirect and induced
employment. This estimated total is derived from the $21.4 million
construction cost to build alignment B1, without the additional fill.
The Project would not generate new vehicular traffic and thus adverse air emissions, but
would re-route existing and future traffic from other local roadways, including the heavily
travelled Poway Road. This re-routing would actually improve levels of service and air
quality at four Poway Road intersections and elsewhere. Because the San Diego Air Basin
is in non-compliance with state and federal standards for air quality, all incremental
additions of vehicular pollutants affect the regions ability to achieve compliance with
standards. The proposed project is however, making a positive contribution by
implementing available control measm-es which are consistent with thc Regional Air Quality
Suategy (as discussed in the EIR), and thus can be expected to contribute to improved air
quality in San Diego County over time.
While the EIR identifies significant cumulative regional circulation impacts at two
intersections, these intersections can not feasibly be improved to a point where levels of
service would be considered acceptable.
The topography of'the project study area is extremely rugged. Changes in elevation
between Sycamore Canyon Road and SR-67 are approximately two hundred feet. The
road grade would approach 7 percent to accommodate the elevational changes. It is
unrealistic that grading necessary to construct a 6-lane prime arterial roadway in the above
described environment and in accordance with Caltrans standards, can be feasibly
minimized to completely avoid the adverse impacts to landfu, m alteration.
4 110781000