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HomeMy WebLinkAbout010394 PC AgendaAGENDA TEMECULA PLANNING COMMISSION January 3, 1994, 6:00 PM VAIL ELEMENTARY SCHOOL 29915 Mira Loma Drive Temecula, CA 92390 CALL TO ORDER: Chairman Ford ROLL CALL: Blair, Chiniaeff, Fahey, Hoagland and Ford PUBLIC COMMENTS A total of 15 minutes is provided so members of the public can address the commissioners on items that are not listed on the Agenda. Speakers are limited to three (3) minutes each. If you desire to speak to the Commissioners about an item not listed on the Agenda, a pink "Request to Speak" form should be filled out and filed with the Commission Secretary. When you are called to speak, please come forward and state vour name and address. For all other agenda items a "Request to Speak" form must be filed with the Planning Secretary before Commission gets to that item. There is a three (3) minute time limit for individual speakers. COMMISSION BUSINESS 1, Approval of Agenda 2. Approval of minutes from the December 6, 1993 Planning Commission meeting. 3. Director's Hearing Update PUBLIC HEARING ITEMS 4. Case No: Applicant: Location: Proposal: Environmental Action: Planner: Recommendation: Planning Application No. 93-0187, Amendment No. I - Public Use Permit New Community Lutheran Church North side of Pauba Road, approximately 2500 feet east of the intersection of Ynez and Pauba Roads A church and associated facilities to be constructed in four (4) phases. The first phase will consist of a worship/fellowship building, a maintenance building, and a Sunday School building totalling 9,230 square feet. The second phase will be a 4,832 square foot preschool building. Phase 3 is a 22,096 square foot Christian Day School. Phase four will be a 9,974 square foot sanctuary. Negative Declaration Matthew Fagan Approve R:\WIMBERVG~PLANCOMM\AGENDAS~I -3-94 12/30/93 vow Case: Applicant: Location: Planner: Workshop on Village Center Design Concepts Planning Department City Wide John Meyer Next meeting: February 7, 1993, 6:00 p.m., Vail Elementary School, 29915 Mira Loma Drive, Temecula, California. PLANNING DIRECTOR'S REPORT PLANNING COMMISSION DISCUSSION OTHER BUSINESS ADJOURNMENT R:%WIMBERVG%PLANCOMM%AGENDAS~1-3-94 1213Of93 vgw 2 ITEM #2 MINUTES OF A REGULAR MEETING OF THE CITY OF TEMECULA PLANNING COMMISSION DECEMBER 6, 1993 A regular meeting of the City of Temecula Planning Commission was called to order on Monday, December 6, 1993, 6:00 P.M., at Vail Elementary School, 29915 Mira Loma Drive, Temecula, California. PRESENT: 3 COMMISSIONERS: Fahey, Hoagland, Ford ABSENT: I COMMISSIONERS: Blair Also present were Planning Director Gary Thornhill, Assistant City Attorney Mary Jo Shelton- Deutcher, Principal Engineer Ray Casey and Recording Secretary Gall Zigler. PUBLIC COMMENT None COMMISSION BUSINESS 1. ADeroval of Aoenda It was moved by Commissioner Hoagland, seconded by Commissioner Fahey to approve the agenda. The motion carried as follows: AYES: 3 COMMISSIONERS: Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 1 COMMISSIONERS: Blair 2. AoDroval of Minutes from the November 1.1993 Plannine Commission Meetino It was moved by Commissioner Fahey, seconded by Commissioner Hoagland to approve the minutes of the November 1, 1993 Planning Commission meeting. The motion carried as follows: AYES: 3 COMMISSIONERS: Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: I COMMISSIONERS: Blair Commissioner Blair arrived at 6:08 P.M. PCMIN 12106193 -1 - 12108/93 PLANNING COMMISSION MINUTES 3. Director's Hearine Uodate Included as part of the agenda package. CONSENT ITEMS 4. 5. DECEMBER 6,1993 Vestino Tentative Tract MaD No. 23372. Amendment No. 1. Second Extension of Time Vestino Tentative Tract MaD No. 23372, Amendment No. 1. Third Extension of Time A proposed residential subdivision of 469 dwelling units on 46.9 acres. Located at the northwest corner of Rancho California Road and Meadows Parkway. Vestina Tentative Tract Mao No. 23373. Amendment No. 1. Second Extension of Time Vestina Tentative Tract MaD No, 23372. Amendment No. 1, Third Extension of Time A proposed residential condominium subdivision of 348 dwelling units on 23.5 acres. Located at the northwest corner of Rancho California Road and Meadows Parkway. It was moved by Commissioner Hoagland, seconded by Commissioner Blair to approve Resolution No. 93-28 Approving A Second One Year Extension of Time for Vesting Tentative Tract Map No. 23372, Amendment No. 1, A Proposal for 469 Dwelling units on 46.9 acres located at the northwest corner of Rancho california Road and Meadows Parkway subject to the analysis and findings contained in the staff report and subject to the Conditions of Approval. The motion carried as follows: AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None It was moved by Commissioner Hoagland, seconded by Commissioner Blair to approve Resolution No. 93-29 Approving A Third One Year Extension of Time For Vesting Tentative Tract Map No. 23372, Amendment No. 1, A Proposal for 469 Dwelling Units on 46.9 Acres located at the Northwest Corner of Rancho California Road and Meadows Parkway subject to the analysis and findings contained in the staff report and subject to the Conditions of Approval. The motion carried as follows: AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None 12/08/93 PLANNING COMMISSION MINUTES DECEMBER 6, 1993 It was moved by Commissioner Hoagland, seconded by Commissioner Blair to approve Resolution No. 93-30 Approving a Second One year Extension of Time For Vesting Tentative Tract Map No. 23372, Amendment No. 1, A Proposal For A Residential Condominium Subdivision of 348 Dwelling Units on 23.5 Acres and 7.5 Acres Commercial Located at the Northwest Corner of Rancho California Road and Meadows Parkway subject to the analysis and findings contained in the staff report and subject to the Conditions of Approval. The motion carried as follows: AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None It was moved by Commissioner Hoagland, seconded by Commissioner Blair to approve Resolution No. 93-31 Approving a Third One Year Extension of Time for Vesting Tentative Tract Map No. 23373, Amendment No. 1, A Proposal For A Residential Condominium Subdivision of 348 Dwelling Units on 23.5 Acres and 7.5 Acres Commercial Located at the Northwest Corner of Rancho California Road and Meadows Parkway subject to the analysis and findings contained in the staff report and subject to the Conditions of Approval. The motion carried as follows: AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None 8. PA93-0190 Proposed one year extension of time for Plot Plan No. 232, a two-story office/warehouse/refuse truck maintenance facility totaling 6,900 square feet on a 6.04 acre site in the M-SC zone. Located on the west side of Business Park Drive, approximately 1600 feet north of Rancho California Road. It was moved by Commissioner Hoagland, seconded by Commissioner Blair to Re- Affirm the previously adopted Negative Declaration for Plot Plan No. 232; and Adoot Resolution No. 93-32 approving PA93-0190, First Extension of Time for Plot Plan No. 232, based on the analysis and findings contained in the staff report and AoDrove Planning Application No. PA93-0190, First Extension of Time for Plot Plan No. 232, subject to the Conditions of Approval. PCMIN 12/06/93 -3- 12108193 PLANNING COMMISSION MINUTES The motion carried as follows: DECEMBER 6.1993 AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None PUBLIC HEARING ITEMS 10. Proposed Citywide Ordinance Amending the Land Use Code regarding the term of Plot Plans, Conditional Use Permits and Public Use Permits. Planning Director Gary Thornhill presented the staff report. Chairman Ford opened the public hearing at 6:15 P.M. It was moved by Commissioner Fahey, seconded by Commissioner Blair to close the public hearing at 6:15 P.M. and Adopt Resolution No. 93-33 recommending City Council adoption of an Ordinance entitled: AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF TEMECULA AMENDING THE LAND USE CODE REGARDING THE TERM OF PLOT PLANS, CONDITIONAL USE PERMITS, AND PUBLIC USE PERMITS The motion was carried as follows: AYES: 3 COMMISSIONERS: Blair, Fahey, Ford NOES: 1 COMMISSIONERS: Hoagland ABSENT: 0 COMMISSIONERS: None PA93-0195 Proposal to locate a 48 child pre-school in an existing building in the Medium Manufacturing zone located at 28710 Las Haciendas, Suites 103 and 104. Assistant Planner Craig Ruiz presented the staff report. Chairman Ford opened the I~ublic hearing at 6:17 P.M. Frank Loizu, 29791 Via Puesta Del Sol, Temecula, asked for the Commissions' approval of the application. Mr. Loizu said he did not understand the analysis of the denial. He said there is an existing pre-school approximately 150' from the proposed project. PCMIN12/06/93 -4- 1210~/93 PLANNING COMMISSION MINUTES DECEMBER 6.1993 Jim Kennington, 28700 Las Haciendas, Temecula, owner of the property, advised the Commission he is the owner of a property in Fallbrook which has a day care center located on it. Mr. Kennington said the State Licensing Board as well as the Fire Department and other agencies would have to inspect the property before a license would be issued. Mr. Kennington said he has owned the property for 8 years and there have never been any emergencies or hazardous situations. Mr. Kennington added that pre-schools are allowed under the zoning. Janet Kennington, co-owner of the property, advised the Commission she is the director of the day care center in Fallbrook which Mr. Kennington referred to and Ms. Kennington asked the Council to let the state agencies determine whether the proposed site is a safe environment for children. Rita Dengler, 28700-B, Las Haciendas, Temecula, a tenant in the development, asked the Commission to approve the application. Ms. Dengler said she does not feel the location of the complex poses any danger to the proposed day care center. She said she would like to see the project approved to bring more visibility to the businesses in the complex. Chairman Ford read a letter received from Eli Dubrow, 27941 Front Street, in opposition to the application. Mr. Dubrow said he does not feel a day care center is an appropriate use in the medium manufacturing zone and requested the Commission's denial of the application. Planning Director Gary Thornhill said staff agrees there should be some flexibility to provide for on-site child care in the medium manufacturing zone however, staff's concern is that they have no control over future tenants in this zone. Director Thornhill added the child care center which currently exists in this zone, was a County approved project. Chairman Ford said it is difficult to deny this application when the City encourages individuals to locate businesses and provide public services near by. Commissioner Fahey said she is concerned with the number of warehouses on blocks in this particular area. Commissioner Blair said she does not consider this an appropriate location for young children. It was moved by Commissioner Fahey, seconded by Commissioner Blair to close the public hearing at 6:35 P.M. and Adopt Resolution No. 93-34 denying Planning Application No. PA93-0195, Minor Conditional Use Permit, based upon the Analysis and Findings contained in the Staff Report. PCM IN 12106193 -5- 12108193 PLANNING COMMISSION MINUTES The motion carried as follows: AYES: 3 COMMISSIONERS: 11. NOES: 1 ABSENT: 0 Plot Plan No. 244 DECEMBER 6.1993 Blair, Fahey, Hoagland COMMISSIONERS: Ford COMMISSIONERS: None Proposal to install a 120 foot high FM antenna and transmitter for the transmission of commercial radio broadcasts. Located approximately 500 feet west of Interstate 15, approximately 3500 south of intersection of Interstate 15 and Highway 79 South. Assistant Planner Craig Ruiz presented the staff report. Chairman Ford opened the public hearing at 6:38 P.M. It was moved by Commissioner Hoagiand, seconded by Commissioner Fahey to close the public hearing at 6:38 P.M. and Adopt Resolution No. 93-35 denying Plot Plan No. 244 based on the analysis and findings contained in the staff report. The motion carried as follows: AYES: 4 COMMISSIONERS: Blair, Fahey, Hoagland, Ford NOES: 0 COMMISSIONERS: None ABSENT: 0 COMMISSIONERS: None PLANNING DIRECTOR'S REPORT Director Thornhill advised that the January agenda will include a special presentation by staff on how to implement the "Village Center" concept in design elements. He said a major shopping center will be the first project the City will be considering under the newly adopted General Plan. Director Thornhill said the City will be considering appointing a new Planning Commissioner at the December 14, 1993 meeting. PLANNING COMMISSION DISCUSSION None OTHER BUSINESS None PCMIN 12/06/93 -6- 12/081113 PLANNING COMMISSION MINUTES DECEMBER 6, 1993 ADJOURNMENT Chairman Ford declared the meeting adjourned at 6:40 P.M. The next regular meeting of the City of Temecula Planning Commission will be held on Monday, January 3, 1993, 6:00 P.M. at Vail Elementary School, 29915 Mira Loma Drive, Temecula, California. Chairman Steven Ford Secretary PCMIN12/06193 -7- 12/0BI93 ITEM #3 MEMORANDUlVl TO: FROM: DATE: SUBJECT: Planning Commission Gary Thornhill, Director of Planning January 3, 1993 Director's Hearing Case Update Action agendas are attached for the cases heard at the Planning Director's Hearings during December, 1993. Attachment: 1. Planning Director's Hearing - Action Agendas - Blue Page 2 R:\THORNHG\DIRgCTOR.MTG\I-3~93.DH 12/22/93/rib I ATTACHMENT NO. 1 PLANNING DIRECTOR'S flI~,~RING - ACTION AGENDAS R:\THORNHG\DIRLtTrOR.MTG\I-$-9:},DH 1~2]~/3 klb 2 ACTION AGENDA TEMECULA DIRECTOR'S HI*:AII.Ibi'G REGULAR Mk~:i:L~G December 16, 1993 1-10 PM TElVIECIKA CITY HAt.l. MAIN CON~'EKENCE ROOM 43174 Business Park Drive Temecula, CA 9'2390 CAlla TO ORDER: Debbie Ubnoske, Senior Planner ,- PUBLIC COMMENTS A total of 15 mlnute,~ is provided so members of the public can address to the Senior Planner on item thaE are not listed on the Agenda. Speakers are limited to three (3) minutes each. If you desire W speak to the Senior Planner about an item not listed on the Agenda, a pink "Request to Speak" fore should be filled out and fled with the Senior Planner. When you are called to speak, please come fortyard and state your name and address. For all other agenda items a "Request to Speak" fore must be filed with the Senior Planner before that item is heard. There is a three (3) minute time limit for individual spears. PUBLIC n~ARING Case No: Applicant: Location: Proposal: Environmental Action: Planner: Comments; ACTION: planning Application No, 93-0176, Minor Public Use Permit Don Coop 28753 Via Montezuma A request for approval to permit a church facility in an existing building located in the Medium-Manufacturing (M-M] zone. Also accompanying the MPUP is a reduction in the mount of on-site parking required under Ordinance No. 348 from 97 (mety-seven) to 90 (ninety) parking spaces. · The proposed church facility will include approximately 3,000 square feet of assembly (Sanctuary) area. Also proposed are classrooms, a conference room, multi-purpose activity room, a nursery, storage areas and offices. Categorically exempt from CEQA per Section 15301 (a) Matthew Fagan Continued from November 18, 1993 to December 16, 1993. APPROVED Case No: Applicant: Location: Proposal: Environmental Action: Planner: Recommendation: ACTION: P!nnlnE Application No. PA93-0193, Minor Conditional Use Permit Jan Wellerr 28897 Front Street To locate an Recreational Vehicle (RV) sales, rental, parts and service, and truck rent21 business. The pans and services portion of the business will be conducted in an existing vacant three-sided building. Exempt per Section 15301 of the California Enviromental Quality Act Craig Ruiz Approve APPROVED ADJOURNMtn~ R:%WIMBERVGXDIRECTQRXAGENOASVi2-16-93.AGN 12/21/93 tab ACTION AGENDA TEME~ DIRECTOR'S i~r~.~R1NG REGULAR lVr~.~TING December 9, 1993 1'.30 PM TEMECULA CITY H~Iol, MAIN CONFERENCE ROOM 43174 Business Park Drive Temecula, CA 92390 CALI, TO ORDER: Debbie U'bnoske, Senior Planner PUBLIC CO~S A total of 15 minutes is provided so memben of the public can address to the Senior Planner on items that al~ not listed on the Agenda. Speakers axe limited to three (3) mimltes each. If you desire to speak to the Senior Planner about all item r~0t listed on the Agenda, a pink 'eRequest to Speak** form should be ~ out and filed with the Senior Planner. When you axe called to speak, please come forward and state your name and address. For all other agenda items a "Request to Speak" form must be fried with the Senior Planner before that item is heard. Them is a thr~ (3) minute time limit for individual speakers. PUBLIC I:r~.ARING Case No: Applicant: Location: Proposal: Environmental Action: Planner: R~commendation: ACTION: PA93=0198, Tentative Parcel Map No. 27867 H.W.G.A. California North side of Rancho California Road between Lyndie Y~n6 and Moraga Road Subdivide a 4.59 acre parcel with existing commercial development into 4 parceis in the General Commercial (C1/CP) Zone Exempt from CEQA per Section 15315 Craig Ruiz Approve ,~ROVED ADJOURNlVlENT R:~WIMBERVG\DIRECTOR~AGENDAS~12-9-93.AGN 12/14/93 klb ACTION AGENDA TEMECULA DIRECTOR'S ItEARING REGULAR Ms<sq'lNG December 22, 1993 1'.30 PM TEMECULA Crr~ HAt.I, MAIN CONFERENCE ROOM 43174 Business Park Drive Temeculn, CA 92390 CALL TO ORDER: Debbie Ubnoske, Senior Planner PUBLIC CO1VIMENTS A total of 15 minutes is provided so members of the public can address m the Senior Planner on items that are not listed on the Agenda. Speakers are limited to three (3) minutes each. If you desLre to speak to the Senior Planner about an item not listed on the Agenda, a pink "Request to Speak" form should be filled out and fried with the Senior Planner. When you are called to speak, please come forward and state vour name and address. For all other agenda items a "Request to Speak" form must be filed with the Senior Planner before that item is heard. There is a three (3) minute time limit for individual speakers. PUBLIC HEARiNG Case No: Applicant: Location: Proposal: Environmental Action: Planner: ACTION: Planning Application No. PA93-0138 (First Extension of Time for Plot Plan No. 29) Wall Street Property Co, Northeast and Northwest comer of Winchester Road and Nicholas Road Extension of Time for Plot Plan No. 29 to construct a 161,000 squaxe foot neighborhood shopping center on approximately 20 acres Reaffirm Negative Declaration for Plot Plan No. 29 Saied Naaseh APPRO~ED Case No: Applicant: Location: Proposal: Environmemal Action: Planner: ACTION: Planning Application No. PA93-0141 (Tentative Parch Map No. 26232, Revised No. 1) Wall Street Property Co. Northeast and Northwest corner of Winchester Road and. Nicholas Road A revision to Tentative Parcel Map No. 26232 to create 19 lots on approximately 70 acres Reaffirm Negative Declaration for Tentative Parcel Map No. 26232 Saled Naaseh APPROVED ADJOURNlVlEN~r R:\WIMBERVG\DIRECTOR'~AGENDAS',12-22-93.AGN 12/22/93 klb ITEM #4 STAFF REPORT - PLANNING CITY OF TEMECULA PLANNING COMMISSION January 3, 1994 Planning Application No. 93-0187, Amendment No. I - Public Use Permit Prepared By: Matthew Fagan, Assistant Planner RECOMMENDATION: The Planning Department Staff recommends the Planning Commission: 1. ADOPT the Negative Declaration for PA93-0187, Amendment No. 1; and APPLICATION INFORMATION APPLICANT: REPRESENTATIVE: PROPOSAL: LOCATION: EXISTING ZONING: SURROUNDING ZONING: ADOPT Resolution No. 94- , approving PA93-0187, Amendment No. I based upon the Analysis and Findings contained in the Staff Report. New Community Lutheran Church Louis Todd A church and associated facilities to be constructed in five (5) phases. The first phase will consist of a Worship/Fellowship Building, a Maintenance Building, and a Sunday School Building totalling approximately 9,290 square feet. The second phase will be a 4,832 square foot Preschool Building. Phase 3 is a 17,568 square foot Day School. Phase four will be a 9,980 square foot Sanctuary. Phase five will be an approximately 4,527 square foot School Activity Center. The proposal is also for a reduction in the number of parking spaces required under Ordinance No. 348 from 328 to 236, and a free-standing sign at the entrance to the facility. North side of Pauba Road, approximately 2500 feet east of the intersection of Ynez and Pauba Roads. R-R (Rural-Residential) North: South: East: West: R-1 (One Family Dwellings) R-1 (One Family Dwellings) R-R (Rural-Residential) R-R (Rural-Residential) R:\S~STAFFRPT\187PA93.PC 12/29/93 klb 1 PROPOSED ZONING: Not requested GENERAL PLAN DESIGNATION: Very Low Density Residential (.2 - .4 dwelling units per acre maximum) EXISTING LAND USE: Vacant SURROUNDING LAND USES: North: South: East: West: Community Recreation Center Single-Family Residences Vacant Metropolitan Water District Easement/Single-Family Residences PROJECT STATISTICS Total Area: 7.72 acres Building Area: 46, 197 square feet Paved Area: 100,281 square feet Parking Required: 328 spaces Parking Provided: 236 spaces Standard: 206 spaces Compact: 20 spaces Handicap: 8 spaces Busses: 2 spaces Parking Lot Landscaping Required: 3,832 square feet Parking Lot Landscaping Provided: 6,403 square feet Building Height: Worship/Fellowship Building: twenty-six feet, six inches (26'6"). Sunday School: twenty-six feet, six inches (26'6"). Tower: thirty (30') feet. BACKGROUND Planning Application No. 93-0187 was formally submitted to the Planning Department on October 1, 1993. Prior to the Development Review Committee (DRC) meeting (held on October 14, 1993), Staff informed the applicant that Coastal Sage Scrub (potential California Gnatcatcher habitat) had been identified on a portion of the site, and that a walkthrough by a Biologist would be required. A reconnaissance of the site was conducted by Pacific Southwest Biological Services, Inc. on October 31, 1993 and a letter was provided to Staff on November 3, 1993 with the biologists findings. A map was included with the letter that indicated the site to be comprised almost entirely of Coastal Sage Scrub (reference Attachment No. 4, Exhibit G). Staff informed the applicant of the impact of the Costal Sage Scrub on the project since it is habitat for the Gnatcatcher, a specie that is considered endangered by both State and Federal agencies. The City Attorney was als0 oontacted because timelines for the project were agreed upon by the City and the applicant in a settlement. The City Attorney instructed Staff to continue processing the application and place it on the first Planning Commission meeting in January, 1994. Planning Application No. 93-0187 was deemed complete on December 1, 1993. R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 2 PROJECT DESCRIPTION The project is a proposal for a church and associated facilities to be constructed in five (5) phases. Structures include a Fellowship/Worship Building, a Maintenance Building, a Sunday School Building, a Preschool Building, a Day School, a School Activity Center, and a sanctuary. Elevations have been submitted for the Fellowship/Worship Building and the Sunday School building at the current time. Elevations for the remaining phases will be approved by the Planning Director upon their submittal. The proposal is also for a reduction in the number of parking spaces required under Ordinance No, 348 from 328 to 236, and a free-standing sign at the entrance to the facility. ANALYSIS Area Compatibility Single-family residences exist to the west and the south of the project site. The Community Recreation Center is nearing completion to the north and the land is vacant to the east of the project site. The proposed site layout includes several buffers to adjacent development. The western portion of the site contains a slope area that will not be used in the development of the project. Above this is a manufactured slope, and at the top of the slope, a proposed recreation field. To further serve as a buffer to the homes to the west, a one hundred (100) foot wide Metropolitan Water District Easement is located on the western border of the site. A landscaped area is proposed in front of the project (minimum width - 40 feet), along Pauba Road. This landscaping, along with Pauba Road will serve as a buffer to the homes to the south. Because of the specific location of the church and site design (including buffering), noise generated from the use(s) will not negatively impact adjacent properties. Typical heights of the buildings will be approximately twenty-six feet. These heights are similar to those found in the two story homes located in the area. The height, bulk and scale of the project will be compatible with the surrounding development. Environmental Issues Coastal Sage Scrub (potential California Gnatcatcher habitat) has been identified on the site. As of the date of this staff report, the habitat may not be disturbed (i.e. graded). However, it is anticipated that a forthcoming interpretation of the Federal Endangered Species Act from the U.S. Department of Fish and Wildlife (the agency that oversees the Endangered Species Act) will permit grading of the habitat. According to the letter prepared by Pacific Southwest Biological Services, Inc., studies must be performed on the habitat during the Gnatcatcher's nesting period (February 15 to July 15). If no evidence is found that the Gnatcatcher exists on site, then habitat may be disturbed. Alternatively, information obtained from the Deputy Riverside County Counsel suggests that a focused biological survey may be done now to determine if Gnatcatchers exist on the site. The United States Fish and Wildlife Service has also stated that if the gnatcatcher survey results indicate the presence of the gnatcatcher (or any other Federally endangered species), then the applicant could apply for a Federal incidental take permit pursuant to section 10(a)(1 )(B) of the Endangered Species Act of 1973, as amended (Act). These factors will determine whether the project may be developed. R:\S\STAFFRPT~1117pA93.pC 12/29/93 klb 3 LandscaDino Manufactured slopes will result from this project, with views to these slopes being most significant from the west and north of the site. The landscape plan incorporates the use of a natural looking non-irrigated hydroseed mix along with drip-irrigated planrings on the bottom portion of the slopes. The use of this type of landscaping adjacent to the natural vegetation will mitigate potential visual impacts. The top 30-35 feet of the slope will be irrigated and planted with drought-tolerant groundcover. Both types of landscaping on the slope will serve as erosion control measures, with the top portion of planting also serving as fire protection. The applicant will be responsible for maintenance of all parkways, slopes and open space. The project has been conditioned for submittal of Landscaping, Irrigation, and Shading Plans to the Planning Department for approval prior to the issuance of building permits for each phase of development. The landscape plan has been reviewed by the City's Consultant (The Elliott Group) and they have determined that the plan is consistent with the provisions contained under Ordinances No. 348 and 457 (Erosion Control - Landscaping). Gradino The City of Temecula will be responsible to rough grade the site. A portion of the site had been previously graded to acquire fill material for the Community Recreation Center. Manufactured slopes will be created as a result of attaining buildable area for the project. A condition of approval has been added that requires all cut/fill slopes located adjacent to ungraded natural terrain and exceeding ten (10) feet in vertical height be contour-graded. The slopes will be planted in accordance with Section 10 (a) of Ordinance No. 457 (Erosion Control - Landscaping). Drainaqe The site (presently vacant) naturally drains into an existing detention pond located northwest of the project. The developer has been conditioned to retain all onsite runoff in excess of the natural condition runoff. Erosion control measures (slope planting in accordance with Ordinance No. 457) will be included in the project design that will reduce the amount of sediment that is carried into the pond. In addition, the Developer must comply with the requirements of the National Pollutant Discharge Elimination System (NPDES) permit from the State Water Resources Control Board. This will mitigate the impacts of the contaminants from the parking lot/detention basin. All of the above mentioned methods will be incorporated into the design of the project as well as contained within the conditions of approval. R:\S~STAFFRPT\1117PA93.PC 12/29/93 klb 4 Circulation/Traffic The Traffic Analysis was approved by the Public Works Department prior to the item being scheduled for hearing. The executive summary of the report is included as Attachment No. 5. Information contained in the Focused Traffic Analysis indicates that the opening year development of the site will result in the maintenance of Levels of Service (LOS) "B" for intersections affected by the project (Ynez and Rancho Vista, Ynez and Pauba, and Ynez and Santiago). (In addition, opening year development of the site will result in the maintenance of LOS "E" and "F" at the intersection of Margarita and Pauba Roads during peak AM and PM hours respectively). Currently, this intersection is a four-way stop. The project will be conditioned to pay traffic signal mitigation fees. Upon installation of a traffic signal at that intersection, LOS is anticipated to improve to "B" or better. Parkinq Parking on the site will be installed in three phases. Parking Lot No. 1 will be installed during Phase 1. Parking Lot No. 2 will be installed during Phase 4 of development, and Parking Lot No. 3 will be installed during Phase 3 of development. The applicant has provided a parking needs analysis for each phase of development. This analysis is contained on the site plan (reference Attachment No. 4, Exhibit D). Ultimate buildout of the site would require 328 parking spaces under the requirements of Ordinance No. 348. The applicant has stated in the parking needs analysis that the Worship/Fellowship Building and the Sanctuary will not be used simultaneously for assembly purposes. Parking needs for maximum use of the site (Sunday) are determined as follows: Sanctuary (167 spaces), Day School used as Sunday School (23 spaces), and Sunday School (45 spaces) for a total of 235 spaces. Two hundred thirty-six {236) parking spaces are provided on site. The applicant has submitted a formal request for a reduction in the amount of parking required under Ordinance No. 348, as well a justification for the reduction. Staff supports this request on the based upon the hours of operation for the uses on site and how this is a typical occurrence for churches and associated facilities. Siclna~e Included with the application are the elevations for a free-standing sign. The sign will be located at the entrance to the facility and will face Pauba Road. The dimensions of the sign will be twelve (12) feet long and six (6) feet high. The base will be slumped block with the sign area having a plaster finish. The text area of the sign identifies the church and the hours of services. The text area is approximately forty-eight (48) square feet and is consistent with Ordinance No. 348. MeetinGs Held Bv The ADolicant The applicant held two meetings prior to this item being heard by the Planning Commission. The first meeting was held at the Lake Village Clubhouse on December 14, 1993. Homeowners were notified of the meeting through the Lake Village newsletter (dated December 1993). Five persons attended this meeting. The applicant stated that drainage issues were the main concern of the attendees. A second meeting was held at the Church's office on December 16, 1993. The applicant notified persons (with the same labels they provided staff) regarding their proposal in a letter dated December 8, 1993. One person artended this meeting. R:\S\STAFFRPT\187PA93.PC 12/29/93 Idb 5 Phone Calls Received Bv Staff As of the date of the printing of this report, Staff had received approximately three phone calls regarding this project (one phone call resulted in the meeting discussed below). The major comments centered around traffic impacts from the project. The callers expressed that people already exceed the speed limit in the area, especially when proceeding westbound on Pauba Road (the road descends from the subject project area), and that the project would add to the problem. Staff explained that based upon the Focused Traffic Analysis, the project would not significantly impact the area. Staff Meeting With Resident In addition to the phone calls received, Staff met with one (1) person who lived within proximity of the proposed project (they also sent in a letter, reference Attachment 6). The individual commented on: traffic, grading and impacts from light sources on the site. Staff also explained to him that the Focused Traffic Analysis for the project did not indicate any significant impacts from the project. He was also concerned about traffic impacts from the school component of the project. A condition of approval has been added to the project that will require a School Zone Signing and Striping Plan be approved by the Department of Public Works. This will potentially slow down drivers proceeding westbound on Pauba Road from the project site. The person also expressed concerns regarding the use of contour grading for the slopes. As mentioned above, the project has been conditioned for contour grading. Lastly, they were concerned about the light sources that would be emitted from the project. A condition of approval has been added that requires light standards to be a maximum of four (4) feet high, with the exception of areas where security concerns are paramount. In addition, lights will be required to be turned off at 11 p.m., unless security is an issue. EXISTING ZONING AND GENERAL PLAN DESIGNATION Existing zoning for the site is R-R (Rural Residential). Currently, churches are permitted in any zone provided that a public use permit is granted pursuant to the provisions of Section 18.29 of Ordinance No. 348. The General Plan land use designation for the site is Very Low Density Residential (.2 - .4 dwelling units per acre maximum). The General Plan states: "Additional public and institutional uses, including churches and daycare facilities, may be developed in the residential or non-residential land use designations under the procedures established in the Development Code." Until the new Development Code is adopted, Staff utilizes the provisions contained in Ordinance No. 348. The project as proposed is consistent with Ordinance No. 348 and the General Plan. ENVIRONMENTAL DETERMINATION Pursuant to the California Environmental Quality Act (CEQA), an Initial Study has been prepared for this project. The Initial Study determined that although the proposed project could have a significant effect on the environment, these effects are not considered to be significant due to mitigation measures contained in the project design and in the Conditions of Approval added to the project. These will mitigate any potentially significant impacts to a level of insignificance, and therefore a Negative Declaration should be adopted. Ultimate development of the project hinges on the resolution of the Gnatcatcher issue discussed above. R:\$\$TAFFRPT~leTPA93.PC 12/29/93 klb 6 SUMMARY/CONCLUSIONS The project is a proposal for a church and associated facilities to be constructed in five (5) phases. Structures include a Fellowship/Worship Building, a Maintenance Building, a Sunday School Building, a Preschool Building, a Day School, a School Activity Center and a Sanctuary. Coastal Sage Scrub (potential California Gnatcatcher habitat) had been identified on the site. As of the date of this staff report, the habitat may not be disturbed (i.e. graded). If no evidence is found that the Gnatcatcher exists on site, then habitat may be disturbed. Alternatively, the United States Fish and Wildlife Service has also stated that if the gnatcatcher survey results indicate the presence of the gnatcatcher (or any other Federally endangered species), then the applicant could apply for a Federal incidental take permit and the project may be developed. Landscaping of the site will mitigate potential visual impacts, and will serve as erosion control and fire protection measures. In addition, site will be ultimately designed in such a manner as to retain any run-off (on-site) in excess of the natural condition. Currently, the intersection of Margarita and Pauba Roads is a four-way stop. The project will be conditioned to pay signal mitigation fees. Upon installation of a traffic signal at that intersection, level of service (LOS) is anticipated to improve to "B" or better. This is a change from an existing LOS of "E" and "F" at a.m. and p.m. peak hours respectively. The applicant has submitted a formal request for a reduction in the amount of parking required under Ordinance No. 348, as well a justification for the reduction. Staff supports this request. Ultimate development of the project hinges on the resolution of the Gnatcatcher habitat issue. If the habitat is determined not to be occupied, then it may be disturbed. A Negative Declaration is recommended for adoption. FINDINGS The land use or action proposed is consistent with the General Plan. The land use designation for the site is identified in the General Plan as Very Low Density Residential (.2 - .4 dwelling units per acre maximum). The General Plan states: "Additional public and institutional uses, including churches and daycare facilities, may be developed in the residential land use designations under the procedures established in the Development Code." Until the Development Code is adopted, the provisions contained in Ordinance No. 348 are utilized. Churches are permitted in any zone under Ordinance No, 348 provided that a public use permit is granted. The proposed use or action complies with all other requirements of state law and local ordinances. The proposed use complies with California Governmental Code Section 65360, Section 18.29 (Public Use Permit) of Ordinance No. 348. The proposed project will not be detrimental to the health, safety or general welfare of the community. In addition, the proposed project will not have a significant impact on the environment. Mitigation measures have been included in the Conditions of Approval that will reduce any impacts to a level less than significant. R:~S\STAFFRPT~187PA93,PC 12/29/93 klb 7 The site is suitable to accommodate the proposed land use in terms of the size and shape of the lot configuration, access, i~nd intensity of use, because the proposed planning application (public use permit), as conditioned, complies with the standards contained within the City's General Plan and Ordinance No. 348. The project is compatible with surrounding land uses. The project is buffered from adjacent uses to the north, south, east and west. A Metropolitan Water District easement exists to the west of the site and will serve as a buffer to residential development in that area. Pauba Road will serve as a buffer to the residences to the south. The Community Recreation Center is located to the north of the site and the area east of the site is vacant. The project has acceptable access to a dedicated right-of-way which is open to, and useable by, vehicular traffic. Access to the project site is from a publicly maintained road (Pauba Road). The design of the project and the type of improvements are such that they are not in conflict with easements for access through or use of the property within the proposed project. Said findings are supported by maps, exhibits and environmental documents associated with these applications and herein incorporated by reference. Attachments: 2. 3. 4. PC Resolution No. 94- - Blue Page 9 Conditions of Approval - Blue Page 13 Initial Study - Blue Page 26 Exhibits - Blue Page 45 A. Vicinity Map B. Zoning Map C. General Plan Map D, Site Plan E. Elevations F. Floor Plans G, Location of Coastal Sage Scrub Executive Summary of Focused Traffic Analysis - Blue Page 46 Letters Received for the Project - Blue Page 47 R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 8 ATTACHMENT NO. 1 RESOLUTION NO. 94- R:\S%STAFFRFT\~87PA93.PC 12/29/93 klb 9 ATTACHMENT NO. 1 RESOLUTION NO. 94-- A RESOLUTION OF ~ PLANNING COMMISSION OF ~ CITY OF TEMECULA APPROVING PLANNING APPLICATION NO. 93-0187, AMENDMENT NO. 1, PUBLIC USE PERMIT, TO PERMIT ~ OPERATION OF A CHURCH AND ASSOCIATED FACILITIES TO BE CONSTRUCTED IN FIVE (5) PHASES TOTALLING APPROXIMATELY 43,197 SQUARE FEET OF BUll.PING AREA LOCATED ON TIt'F. NORTH SIDE OF PAUBA ROAD, APPROXIMATi*J.Y 2,500 FF~T EAST OF ~ INTF. RSECTION OF YNF. Z AND PAUBA ROADS ON A PORTION OF ASSESSOR'S PARCEL NUIVIBER 945-050-004 Wlll~REAS, New Community Lutheran Church fried Planning Application No. 93-0187, Public Use Permit in accordance with the Riverside County Land Use, Zoning, Planning and Subdivision Ordinances, which the City has adopted by reference; Wltl~REAS, said Planning Application was processed in the time and manner prescribed by State and local law; WltI~.REAS, the Planning Commission considered said Planning Application on January 3, 1994, at which time interested persons had an opportunity to testify either in support or opposition; WltEREAS, at the conclusion of the Commission hearing, the Commission approved said Planning Application; NOW, TFrEREFORE, ~ PLANNING COMMISSION OF THE CITY OF TEMECULA DOES RESOLVE, DETERMINE AND ORDER AS FOLLOWS: Section 1. That the above recitations are true and correct. Section 2. Findings. That the Temecula Planning Commission hereby makes the following fmdings to wit: A. The land use or action proposed is consistent with the General Plan. The land use designation for the site is identified in the General Plan as Very Low Density Residential (.2 - .4 dwelling units per acre maximum). The General Plan states: "Additional public and institutional uses, including churches and daycare facilities, may be developed in the residential land use designations under the procedures established in the Development Code." Until the Development Code is adopted, the provisions contained in Ordinance No. 348 are utili:~ed. Churches are permitted in any zone under Ordinance No. 348 provided that a public use permit R:\S\STAFFRPT\187PA93.PC 12/29/93 ~b 10 is granted. B. The proposed use or action complies with all other requirements of state law and local ordinances. The proposed use complies with California Governmental Code Section 65360, Section 18.29 (Public Use Permi0 of Ordinance No. 348. C. The proposed project will not be detrimental to the health, safety or general welfare of the community. In addition, the proposed project will not have a significant impact on the environment. Mitigation measures have been included in the Conditions of Approval that will reduce any impacts to a level less than significant. D. The site is suitable to accommodate the proposed land use in terms of the size and shape of the lot configuration, access, and intensity of use, because the proposed planning application (public use permit), as conditioned, complies with the standards contained within the City's General Plan and Ordinance No. 348. E. The project is compatible with surrounding land uses. The project is buffered from adjacent uses to the north, south, east and west. A Metropolitan Water District easement exists to the west of the site and will serve as a buffer to residential development in that area. Pauba Road will serve as a buffer to the residences to the south. The Community Recreation Center is located to the north of the site and the area east of the site is vacant. F. The project has acceptable access to a dedicated fight-of-way which is open W, and useable by, vehicular traffic. Access to the project site is from a publicly maintained wad (Pauba Road). G. The design of the project and the type of improvements are such that they are not m conflict with easements for access through or use of the property within the proposed project. I-L Said fmdings are supported by maps, exhibits and environmental documents associated with these applications and herein incorporated by reference. I. As conditioned pursuant to Section 4, the Planning Application proposed is compatible with the health, safety and welfare of the community. Section 3. Environmental Compliance. An Initial Study prepared for this project indicates that although the proposed project could have a significant impact on the environment, there will not be a significant effea in this case because the mitigation measures described in the Conditions of Approval have been added to the project, and a Negative Declaration, therefore, is hereby granted. Section 4. Conditions. That the City of Temecula Planning Commission hereby approves Planning Application No. 93-0187, Amendment No. 1, Public Use Permit, for the operation and construction of a 46,197 square foot church facility located on the north side of Pauba Road, approximately 2500 feet east of the intersection of Ynez and Pauba Roads, subject to the foliowing conditions: R:\S\STAFFRPTX187PA93.PC 12/29/93 klb 11 A. Exhibit A, attached hereto. Section 4. PASSED, APPROVED AND ADOPTED this 3rd day of January, 1994. STEVEN J. FORD CHAIRMAN I FW. REBY CERTIFY that the foregoing Resolution was duly adopted by the Planning Commission of the City of Temecula at a regular meeting thereof, held on the 3rd day of January, 1994, by the following vote of the Commission: AYES: NOES: ABSENT: PLANNING COMMISSIONERS: PLANNING COMMISSIONERS: PLANNING COMMISSIONERS: GARY THORNHILL SECRETARY R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 12 ATTACHMENT NO. 2 CONDITIONS OF APPROVAL R:\S\STAFFRPT\187PAg3,PC 12/29193 Idb 1 ;3 CITY OF TEMECULA CONDITIONS OF APPROVAL Planning Application No. 93-0187, Amendment No. I - Public Use Permit Project Description: A church end associated facilities to be constructed in five (5) phases. The first phase will consist of a Worship/Fellowship Building, a Maintenance Building, and a Sunday School Building totalling approximately 9,290 square feet. The second phase will be an approximately 4,832 square foot Preschool Building. Phase 3 is an approximately 17,568 square foot Day School. Phase four will be an approximately 9,980 square foot Sanctuary. Phase five will be an approximately 4,527 square foot School Activity Center. The proposal is also for a reduction in the number of parking spaces required under Ordinance No. 348 from 328 to 236, and a free-standing sign at the entrance to the facility. Assessor's Parcel No.: A portion of 945-050-004 Approval Date: Expiration Date: PLANNING DEPARTMENT General Requirements The use hereby permitted by this Public Use Permit is for a church and associated facilities to be constructed in five (5) phases. The first phase will consist of a Worship/Fellowship Building, a Maintenance Building, and a Sunday School Building totalling approximately 9,290 square feet. The second phase will be an approximately 4,832 square foot Preschool Building. Phase 3 is an approximately 17,568 square foot Day School. Phase four will be an approximately 9,980 square foot Sanctuary. Phase five will be an approximately 4,527 square foot School Activity Center. The proposal is also for a reduction in the number of parking spaces required under Ordinance No. 348 from 328 to 236, and a freelstanding sign at the entrance to the facility. The permittee shall defend, indemnify, and hold harmless the City of Temecula, its agents, officers, and employees from any claims, action, or proceeding against the City of Temecula or its agents, officers, or employees to attach, set aside, void, or annul, an approval of the City of Temecula, its advisory agencies, appeal boards, or legislative body concerning Planning Application No. 93-0187, Amendment No. 1 - Public Use Permit. The City of Temecula will promptly notify the permittee of any such claim, action, or proceeding against the City of Temecula and will cooperate fully in the defense. If the City fails to promptly notify the permittee of any such claim, action or proceeding or fails to cooperate fully in the defense, the permittee shall not, thereafter, be responsible to defend, indemnify, or hold harmless the City of Temecula. This approval shall be used within one (1) year of approval date; otherwise, it shall become null and void. By use is meant the beginning of substantial construction contemplated by this approval within the one (1) year period which is thereafter diligently pursued to completion, or the beginning of substantial utilization contemplated by this approval. R:\S\STAFFRPT\187PA93,PC 12/29/93 klb 14 4. The development of the premises shall conform substantially with that as shown on the Site Plan marked Exhibit D, or as amended by these conditions. All cut and fill slopes created by the project shall be contained within the parcel. 5. Building elevations shall be in substantial conformance with that shown on Exhibit E. Colors and materials used in the construction of all buildings shall be in substantial conformance with that shown on Exhibit E (color elevations) and Exhibit H (material board). 7. Landscaping shall be in substantial conformance with that shown on Exhibit I. Light Standards, including parking lot light standards shall be a maximum of four (4) feet in height, unless a height greater than that is necessary for security reasons. Lights shall be turned off at 11 p.m., unless it is demonstrated that they are necessary for security. A minimum of three-hundred twenty-eight (328) parking spaces are required in accordance with Section 18.12, Riverside County Ordinance No. 348. Two-hundred thirty-six (236) parking spaces shall be provided as shown on the Approved Exhibit D. A reduction in the amount of required parking has been approved with this application. 10. A minimum of eight (8) handicapped parking spaces shall be provided as shown on Exhibit D. 11. Eight (8) Class II bicycle racks shall be provided. Within Forty-Eight (48) Hours of the Approval of this Project 12. The applicant/developer shall deliver to the Planning Department a cashiers check or money order payable to the County Clerk in the amount of One Thousand Three Hundred Twenty-Eight Dollars ($1,328.00}, which includes the One Thousand Two Hundred Fifty Dollars ($1,250.00) fee, in compliance with AB 3158, required by Fish and Game Code Section 711.4(d)(2) plus the Seventy-Eight Dollars ($78.00) County administrative fee to enable the City to file the Notice of Determination required under Public Resources Code Section 21152 and 14 California Code of Regulations Section 15075. If within such forty-eight (48) hour period the applicant/developer has not delivered to the Planning Department the check required above, the approval for the project granted herein shall be void by reason of failure of condition, Fish and Game Code Section 711.4(c). Prior to the Issuance of Grading Permits 13. The applicant shall comply with Ordinance No. 663 by paying the fee required by that ordinance which is based on (the gross acreage of the parcels proposed for development). Should Ordinance No. 663 be superseded by the provisions of a Habitat Conservation Plan prior to the payment of the fees required by Ordinance No. 663, the applicant shall pay the fee required under the Habitat Conservation Plan as R:\S\STAFFRPT~187PA93.PC 12/29/93 Idb 16 implemented by County ordinance or resolution. 14. All cut/fill slopes located adjacent to ungraded natural terrain and exceeding ten (10) feet in vertical height shall be contour-graded incorporating the following grading techniques: The angle of the graded slope shall be gradually adjusted to the angle of the natural terrain. Angular forms shall be discouraged. The graded form shall reflect the natural rounded terrain. The toes and tops of slopes shall be rounded with curves with radii designed in proportion to the total height of the slopes where drainage and stability permit such rounding. Where cut or fill slopes exceed 300 feet in horizontal length, the horizontal contours of the slope shall be curved in a continuous, undulating fashion. 15. A biological assessment of the Gnatcatcher shall be required. The Study shall be prepared for the subject property by a Biologist and submitted to the Planning Director for review. Should Gnatcatcher habitat or other sensitive habitat be determined to exist upon the site, then mitigation measures to be included in a Mitigation Monitoring Program shall be approved by the Planning Director. 16. The developer or his successor's interest shall submit a mitigation monitoring program which shall describe how compliance with required mitigation measures will be met and the appropriate monitoring timing of the mitigation. The applicant shall pay all cost associated with all monitoring activities. 17. The applicant shall demonstrate by submittal of a written report that all mitigation measures identified in the Mitigation Monitoring Program have been satisfied for this stage of the development. Prior to the Issuance of Building Permits 18. Prior to the issuance of building permits for each phase of development, the applicant shall submit three (3) copies of a Landscaping, Irrigation, and Shading Plans to the Planning Department for approval and shall be accompanied by the appropriate filing fee. The location, number, genus, species, and container size of the plants shall be shown. Plans shall incorporate the use of specimen canopy trees along streets and within the parking areas. 19. The applicant shall submit a lighting plan for approval by the Director of Planning. 20. Prior to the issuance of building permits for Phases 2, 3, 4, and 5 the applicant shall file an Administrative Plot Plan (PPA). Accompanying the PPA shall be three (3) sets of elevations and the appropriate filing fee. R:\S\STAFFRPT\187PA93.PC 12/29/93 klb 16 21. The applicant shall demonstrate by submittal of a written report that all mitigation measures identified in the Mitigation Monitoring Program have been satisfied for this stage of the development. Prior to the Issuance of Occupancy Permits 22. Roof-mounted equipment shall be inspected to ensure it is shielded from ground view. 23. All landscaped areas shall be planted in accordance with approved landscape, irrigation, and shading plans. 24: All required landscape planting and irrigation shall have been installed and be in a condition acceptable to the Director of Planning. The plants shall be healthy and free of weeds, disease, or pests. The irrigation system shall be properly constructed and in good working order. 25. Each parking space reserved for the handicapped shall be identified by a permanently affixed reflectorized sign constructed of porcelain on steel, beaded text or equal, displaying the International Symbol of Accessibility. The sign shall not be smaller than 70 square inches in area and shall be centered at the interior end of the parking space at a minimum height if 80 inches from the bottom of the sign to the parking space finished grade, or centered at a minimum height of 36 inches from the parking space finished grade, ground, or sidewalk. A sign shall also be posted in a conspicuous place, at each entrance to the off-street parking facility, not less than 17 inches by 22 inches, clearly and conspicuously stating the following: "Unauthorized vehicles not displaying distinguishing placards or license plates issued for physically handicapped persons may be towed away at owner's expense. Towed vehicles may be reclaimed at or by telephone In addition to the above requirements, the surface of each parking place shall have a surface identification sign duplicating the Symbol of Accessibility in blue paint of at least 3 square feet in size. 26. Performance securities, in amounts to be determined by the Director of Planning to guarantee the installation of planrings, walls, and fences in accordance with the approved plan, and adequate maintenance of the Planting for one year, shall be filed with the Department of Planning. 27. The applicant shall demonstrate by submittal of a written report that all mitigation measures identified in the Mitigation Monitoring Program have been satisfied for this stage of the development. 28. All of the foregoing conditions shall be complied with prior to occupancy or any use allowed by this permit. R:\S~STAFFRPT\187PA93,PC 12/29/93 klb 17 BUILDING AND SAFETY DEPARTMENT 29, The applicant shall comply with applicable provisions of the 1991 edition of the Uniform Building, Plumbing and Mechanical; 1990 National Electrical Code; California Administrative Code Title 24 Energy and Handicapped Regulations and the Temecula Code. 30. Submit at time of plan review, a complete exterior site lighting plan in compliance with Ordinance Number 655 for the regulation of light pollution. 31. Prior to the commencement of any construction work, obtain all building plan and permit approvals. 32. Obtain street addressing for all proposed buildings prior to submittal for plan review. 33. All existing buildings and facilities must comply with applicable handicapped accessibility regulations. 34. Provide house electrical meter provisions for power for the operation of exterior lighting, fire alarm systems. 35. Restroom fixtures, number and type, shall be in accordance with the provisions of the 1991 edition of the uniform plumbing code, Appendix C. 36. Provide an approved automatic fire sprinkler system. 37. The applicant shall provide appropriate stamp of a registered professional with original signature on plans submitted for plan review. 38. The applicant shall provide electrical plan including load calcs and panel schedule, plumbing schematic and mechanical plan for plan review. PUBLIC WORKS DEPARTMENT The following are the Department of Public Works Conditions of Approval for this project, and shall be completed at no cost to any Government Agency. All questions regarding the true meaning of the conditions shall be referred to the appropriate staff person of the Department of Public Works. It is understood that the Developer correctly shows on the tentative site plan all existing and proposed easements, traveled ways, improvement constraints and drainage courses, and their omission may require the project to be resubmitted for further review and revision. The City and the Developer shall comply with the following conditions for preparation of the required grading and improvement plans in accordance with the settlement agreement between the City and the Developer. R:\S\STAFFRPT\1S7PA93.PC 12/29/93 klb 18 General Requirements 39. A Grading Permit for either rough or precise (including all onsite flat work and improvements) grading shall be obtained from the Department of Public Works prior to commencement of any construction outside of the City-maintained road right- of-way. 40. 41. An Encroachment Permit shall be obtained from the Department of Public Works prior to commencement of any construction within an existing or proposed City right-of-way. A copy of the grading and improvement plans, along with supporting hydrologic and hydraulic calculations shall submitted to the City for approval prior to the issuance of any permit. 42. All improvement plans, grading plans, landscape and irrigation plans shall be coordinated for consistency with adjacent projects and existing improvements contiguous to the site. Prior to the Issuance of Grading Permits 43. The requirements of the National Pollutant Discharge Elimination System (NPDES) permit from the State Water Resources Control Board shall be complied with. No grading shall be permitted until an NPDES Notice of Intent (NOI) has been filed or the project is shown to be exempt. 44. As deemed necessary by the Department of Public Works, the following written clearance from the following agencies shall be obtained: San Diego Regional Water Quality Control Board Riverside County Flood Control and Water Conservation District Planning Department Department of Public Works Riverside County Health Department Community Services District General Telephone Southern California Edison Company Southern California Gas Company 45. A Grading Plan shall be designed by a registered Civil Engineer and approved by the Department of Public Works. The plan shall comply with the Uniform Building Code, Chapter 70, City Standards, and as additionally required in these Conditions of Approval. 46. A Soils Report prepared by a registered Soils Engineer shall be submitted to the Department of Public Works with the initial grading plan check. The report shall address all soils conditions of the site, and provide recommendations for the construction of engineered structures and pavement sections. R:\S\STAFFRPT\187PA93 .PC 12/29/93 klb 19 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. An Erosion Control Plan in accordance with City Standards shall be designed by a registered Civil Engineer and approved by the Department of Public Works. The Developer shall post security and enter into an agreement guaranteeing the grading and erosion control improvements in conformance with applicable City Standards and subject to approval by the Department of Public Works. Permanent landscape and irrigation plans shall be submitted to the Planning Department and the Department of Public Works for review. Graded but undeveloped land shall be maintained in a weedfree condition and shall be either planted with interim landscaping or provided with other erosion control measures as approved by the Department of Public Works. A flood mitigation charge shall be paid. The charge shall equal the prevailing Area Drainage Plan fee rate multiplied by the area of new development. The charge is payable to Riverside County Flood Control and Water Conservation District prior to issuance of any permit. If the full Area Drainage Plan fee or mitigation charge has been already credited to this property, no new charge needs to be paid. Concentrated onsite runoff shall be conveyed in concrete ribbon gutters to an adequate outlet as determined by the Department of Public Works. Onsite detention measures shall be designed into the Grading and Erosion Control Plans to control sediment and keep the surface runoff at or below existing condition levels. The Developer is responsible to provide the drainage facilities; ie, inlets, storm drain pipes, outlets; required to convey the runoff upon completion of the grading as determined by the Department of Public Works. The Developer shall obtain any necessary letters of approval or slope easements for offsite work performed on adjacent properties as directed by the Department of Public Works. A drainage easement shall be obtained from the affected property owners for the release of concentrated or diverted storm flows onto the adjacent property and the construction and ongoing maintenance of any storm drain systems. A copy of the drainage easement shall be submitted to the Department of Public Works for review prior to recordation. The location of the recorded easement shall be delineated on the precise grading plan. The Developer shall accept and properly dispose of all off-site drainage flowing onto or through the site. In the event the Department of Public Works permits the use of streets for drainage purposes, the provisions of Section XI of Ordinance No. 460 will apply. Should the quantities exceed the street capacity, or use of streets be prohibited for drainage purposes, the Developer shall provide adequate facilities as approved by the Department of Public Works. R:~S\STAFFRPT~187PA93.PC 12/29/93 klb 20 58. The Developer shall protect downstream properties from damages caused by alteration of the drainage patterns; i.e., concentration or diversion of flow. Protection shall be provided by constructing adequate drainage facilities, including enlarging existing facilities or by securing a drainage easement. 59. The Developer shall comply with all constraints which may be shown upon an Environmental Constraint Sheet (ECS) recorded with any underlying maps related to the subject property. Prior to the Issuance of Encroachment Permits 60. All necessary grading permit requirements shall have been accomplished to the satisfaction of the Department of Public Works. 61. The Applicant shall design, widen and construct Pauba Road to four lanes, plus curb, gutter and sidewalk on the north side of the street, from Primavera Road west to the City Land within the dedicated right-of-way in accordance with City Standard No. 102. The Pauba Road alignment shall be as approved by the Department of Public Works. Transition to existing pavement shall be provided per Caltrans Standards. 62. The Applicant is responsible to remove and replace the utilities, and reconstruct the driveways to properties affected by the realignment of Pauba Road to the satisfaction of the Department of Public works. 63. The following criteria shall be observed in the design of the improvement plans and/or precise grading plans to be submitted to the Department of Public Works unless otherwise approved by the Department of Public Works: Flowline grades shall be 0.5% minimum over P.C.C. and 1.00% minimum over A.C. paving. Driveways shall conform to the applicable City of Temecula Standard Nos. 207A and 401 (curb and sidewalk). Street lights shall be installed along the public streets adjoining the site in accordance with Ordinance 461 and shall be shown on the improvement plans as directed by the Department of Public Works. Concrete sidewalks and parkway trees shall be constructed along public street frontages in accordance with City Standard Nos. 400 and 401. Improvement plans shall extend 300 feet beyond the project boundaries or as otherwise approved by the Department of Public Works. Minimum centerline radii shall be in accordance with City standard 113 or as otherwise approved by the Department of Public Works. All reverse curves shall include a 100 foot minimum tangent section or as otherwise approved by the Department of Public Works. R:\S\STAFFRPT\187PA93.PC 12/29/93 klb 21 64. 65. 66. 67. 68. 69. 70. All street and driveway centerline intersections shall be at 90 degrees or as approved by the Department of Public Works. Public Street improvement plans shall include plan profiles showing existing topography and utilities, and proposed centerline, top of curb and flowline grades as directed by the Department of Public Works. Landscaping shall be limited in the corner cut-off area of all intersections and adjacent to driveways to provide for minimum sight distance and visibility. All concentrated drainage directed towards the public street shall be conveyed through undersidewalk drains. A Traffic Control Plan shall be prepared by a registered Civil Engineer, and approved by the Department of Public Works. Where construction on existing City streets is required, traffic shall remain open at all times and the traffic control plan shall provide for adequate detour during construction. A Signing and Striping Plan shall be designed by a registered Civil Engineer and approved by the Department of Public Works for Pauba Road and shall be included in the street improvement plans. A School Zone Signing and Striping Plan shall be designed by a registered Civil Engineer for approval by the Department of Public Works for the school site with the project, This plan shall be separate from the street improvement plans and will cover any and all streets necessary to provide appropriate signing and striping as directed by the Department of Public Works. Plans for a yellow flashing school signal shall be designed by a registered Civil Engineer for approval by the Department of Public Works at Pauba Road and shall be separate from the street improvement plans. A Traffic Signal Interconnection 1 ~" rigid conduit with pull rope shall be placed along the property fronting Pauba Road. This design shall be shown on the street improvement plans for approval by the Department of Public Works. All required fees shall be paid. The Developer shall construct or post security and an agreement shall be executed guaranteeing the construction of the following public and private improvements in conformance with applicable City Standards and subject to approval by the Department of Public Works. Street improvements, which may include, but not limited to: pavement, curb and gutter, sidewalks, drive approaches, street lights, signing, striping, and other traffic control devices as appropriate B. Storm drain facilities C. Landscaping (slopes and parkways) R:\S~STAFFRPT\lSTPA93.PC 12/29/93 klb 22 D. Sewer and domestic water systems E. Undergrounding of proposed utility distribution lines F. Erosion control and slope protection Prior to the Issuance of Building Permits 71. As deemed necessary by the Department of Public Works, the Developer shall receive written clearance from the following agencies: Riverside County Fire Department Planning Department Department of Public Works Riverside County Flood Control and Water Conservation District 72. All necessary construction or encroachment permits have been submitted/accomplished to the satisfaction of the Department of Public Works. 73. All drainage facilities shall be installed as required by the Department of Public Works 74. All building pads shall be certified by a registered Civil Engineer for location and elevation, and the Soil Engineer shall issue a Final Soils Report addressing compaction and site conditions. 75. The Developer shall deposit with the Engineering Department a cash sum as established per acre as mitigation for traffic signal impact. 76. The Developer shall notify the City's cable T.V. Franchises of the intent to develop. Conduit shall be installed to cable ToV. Standards prior to issuance of Certificate of Occupancy. 77. The Developer shall pay any capital fee for road improvements and public facilities imposed upon the property or project, including that for traffic and public facility mitigation as required under the EIR/Negative Declaration for the project. The fee to be paid shall be in the amount in effect at the time of payment of the fee. If an interim or final public facility mitigation fee or district has not been finally established by the date on which the Developer requests its building permit for the project or any phase thereof, the Developer shall execute the Agreement for payment of Public Facility fee, a copy of which has been provided to the Developer. Concurrently, with executing this Agreement, the Developer shall post a bond to secure payment of the Public Facility fee. The amount of the bond shall be e2.00 per square foot, not to exceed ~ 10,000. The Developer understands that said Agreement may require the payment of fees in excess of those now estimated (assuming benefit to the project in the amount of such fees). By execution of this Agreement, the Developer will waive any right to protest the provisions of this Condition, of this Agreement, the formation Of any traffic impact fee district, or the process, levy, or collection of any traffic mitigation or traffic impact fee for this project; orovided that the Developer is not waiving its right to protest the reasonableness of any traffic impact fee, and the amount thereof. R:\S~STAFFRPT~187PA93.PC 12/29/93 klb 23 Prior to the Issuance of Certificate of Occupancy 78. The Developer shall receive written clearance from the following agencies: Rancho California Water District Eastern Municipal Water District General Telephone Southern California Edison Southern California Gas Planning Department Department of Public Works Riverside County Flood Control and Water Conservation District 79. All improvements shall be constructed and completed per the approved plans and City standards, including but not limited to curb and gutter, A.C. pavement, sidewalk, drive approaches, parkway trees, street lights on all interior public streets, signing, striping, and other traffic control devices. 80. Pauba Road shall be improved to four lanes, plus curb, gutter and sidewalk on the north side of the street, from Primavera Road west to the City Land within the dedicated right-of-way in accordance with City Standard No. 102. 81. In the event road or off-site right-of-way are required to comply with these conditions, such easements shall be obtained by the Developer; or, in the event the City is required to condemn the easement or right-of-way, as provided in the Subdivision Map Act, the Developer shall enter into an agreement with the City for the acquisition of such easement at the Developer's cost pursuant to Government Code Section 66462.5, which shall be at no cost to the City. 82. The Applicant shall complete the removal and replacement of the utilities, and the reconstruction of the driveways to properties affected by the realignment of Pauba Road to the satisfaction of the Department of Public works. 83. The Applicant shall complete all necessary private improvements and submit all required engineering certifications in accordance with applicable City Policies and Procedures to the Department of Public Works for review and approval. COMMUNITY SERVICES DEPARTMENT 84. All parkways, slopes and open space shall be maintained by the property owner. 85. Class II bicycle lanes along Pauba Road shall be designed and constructed to intercept with the City's Park and Recreation Master Plan. The bicycle lanes shall be completed in concurrence with the street improvements. OTHER AGENCIES 86. Water and sewerage disposal facilities shall be installed in accordance with the provisions set forth in the Riverside County Health Department's transmittal dated October 6, 1993, a copy of which is attached. R:\S~STAFFRPT\187PA93.PC 12/29/93 klb 24 87. 88, 89. 90. 91. 92, Flood protection shall be provided in accordance with the Riverside County Flood Control District's transmittal dated October 20, 1993, a copy of which is attached. Fire protection shall be provided in accordance with the appropriate section of Ordinance No. 546 and the County Fire Warden's transmittal dated December 15, 1993, a copy of which is attached. The applicant shall comply with the recommendations set forth in the Rancho California Water District's transmittal dated October 14, 1993, a copy of which is attached. The applicant shall comply with the recommendations set forth in the Eastern Municipal Water District's transmittal dated October 22, 1993, a copy of which is attached. The applicant shall comply with the recommendations set forth in the Eastern Information Center's transmittal dated November 29, 1993, a copy of which is attached. The applicant shall comply with the recommendations set forth in the United States Fish and Wildlife Service's transmittal dated December 28, 1993, a copy of which is attached. R:\S\$TAFFRPT~187PA93.PC 12/29193 klb 25 TO: FROM: RE: County of Riverside DEPARTMENT OF ENVIRONMENTAL HEALTH C OF TEMECULA PLANNING DEPARTMENT ental Health Specialist IV PUBLIC USE PERMIT NO. PA93-0187 DATE: October 6~ 1993 v. en~ ef TE~', ,, ,~, The Department of Environmental Health has reviewed the proposed church and has the following comments/conditions: It appears that there is currently no sewer available to the site. The use of septic tanks would be limited due to the California Regional Water Quality, Control Board (San Diego Region) restrictions on sewage discharge (240 gallons per acre). It would be recommended that server be made available as soon as possible. The use of septic tanks for the 1st phase could be feasible. A soils percolation test would be required to prove that the site could support a minimum sewage disposal system. 2. A "will-serve" letter from Rancho Califorma Water District is required. 3. A supplemental "will-serve" letter from Eastern Municipal Water District discussing when sewer could be made available~ SM:dr (909) 275-8980 KENNETH L EDWARDS RIVERSIDE COUNTY FLOOD CONTROL AND WATER CONSERVATION DISTRICT Ladies and Gentlemen: The District dons no~ normally recommend conditions for land divisions or other lend use cases in incorporated dries. The District edso does not pien Ch~ CiW land use Gases, or prowde State Division of Reai Eraate letters or other flood hazerd reports for sudq cases. District corrtrne~qtsJrecommendations for such cases ere no~naily limited to items Of specific interest to the Distdct including District Master Drainage Plan facilities, other regionai flood control and drainage facilities which oxdd be cor~dered a logices comportant or extension of a master plan system, and District Area Drainage Plan fons (development mitigation fees). In addition, information of a general nature is provided. The District has not reviewed the proposed project in detail and the following checked cornmerits ~io not in any way co~atitute or imply District approval or endorsement Of the proposed project with respec~ to flood hazard, public healffi and Safety or any other suc~ issue: F'~This project wo~ld not he impacted by District Ma.~ter Drainage Plan facilities nor ere oth~' facilities of regienai interest proposed. ['~This project involves Diatdct Master Plan facilities, The District will -_cc~_pt ownership of such facilities on written request of the City. Facilities must he constructed to District standerds, and District plan check and inspection will be required for Distdct acceptence. Ran check, inspedion end administrative fees will be required. [~This project proposes chennets, storm drmns 36 inches or larger in diameter, or other facilities that could be considered regionai in natu' end/or a iogicai extension of the adopted Master Drainage Ran. The District would consider owrmrship of such facifities on written request of the City. Facilities must he cortstructad to Distact standards, and District plan ched~ and inspedion will be required for Distdct acceptance. Ran Check, inspection and administrative fees wilt be raduirad. fens have be~n edopteq; appiicable fees should he paid to the Rood Cortt~T:'~/District or City prior to finid approves of the project. or in the case of a pereel map or subdivision prior to renordatio~ of the fines map. Fees to be paid sho4jId be at the rate in efteel at the time of recordatico, or if deferred, at tJ~ time of issuance of the actuai permit. GFNFRAI. INFORMATION This prolect may require a National Pdlutent Discharge Eliminati~'~ System (NPDES) permit from the State Water Re.~urc~s Control Boerd. Cleerance for grading, re~ordation, or ofner finai approves, should not be given until the City has determined that the projet1 has been granted a permit or is shown to be exempt. ff this projed involves a Federas Emergency Managemere Agency (FEMA) mapped flood plain, then the CAW should require the applicant to provide a~l Studies, calculations, plans and other infon'natico required to meet FEMA requirements, and sheuld further require that the applicant obtain a Conditionai Letter Of Map Revision (CLOMR) prior to grading, recordation or other final a,oprovai of the project, and a Letler of Ma~ Revision (LOMR) prior to occupancy. If a natural watercourse or mapped flood plain is impacted by this project the City should require the a,oplicant to obtain a Sealion 1601/1603 Agreement from the Caiifo~qia Department of Fish and Game and a Clean Water At1 Sadion 404 permit from the U.S. Army Corps ot Engineers, or written correspondence from these agencies indicating the project is exempt from these requirm~qents. A Clean Water Act Section 404 Water Quality Certification may be required from the Iocai Caiifomia Regionsi Water Quality Control Board prior to issuance of the Corps 404 permit. Very truly yours, ~,,0~. Senior Civil Engineer FORM: DIS'I1N lancho Water October 14, 1993 CCT I B Mr. Matthew Fagan City of Temecula Planning Department 43174 Business Park Drive Temecula, CA 92590-3606 Lns'd ............ SUBJECT: Water Availability APN 945-050-004, PA93-0187 Public Use Permit New Community Lutheran Church Dear Mr. Fagan: Please be advised that the above-referenced property. is located within the boundaries of Rancho California Water District (RCWD). Water service, therefore, would be available upon completion of financial arrangements bet',yeen RCWD and the property owner. Water availability would be contingent upon the property owner signing an Agency Agreement which assigns water management rights, if any, to RCWD. If you have any questions, please contact Ms. Senga Doherty. Sincerely, RANCHO CALIFORNIA WATER DISTRICT /)/ Steve Brannon, P.E. Development Engineering Manager SB:SD:ebO6/F186 cc: Senga Doherry, Engineering Technician Eastern ,7 unici pa[ Water District ~\~,~PAL ~ October 22, 1993 Matthew Fagan, Case Planner City of Temecula Planning Department 43174 Business Park Drive Temecula, CA 92590 SUBJECT: Planning Application CPA) No. 93-0187 - Public Use Permit (PUP) - New Community Lutheran Church Dear Mr. Fagan: We have reviewed the materials transmitted by your office which describe the subject project. Our comments are outlined below: General It is our understanding the subject project is a proposed Church and day school located on the north side of Pauba Road, adjacent to the east side of the MWD easement (approximately mid way between Ynez and Margartia Rds). The subject project is located within the District's sanitary sewer service area. However, it must be understood the available capabilities of the District's systems are continually changing due to the occurrence of development within the District and programs of systems improvement. As such, the provision of service will be based on the detailed plan of service requirements, the timing of the subject project, the status of the District's permit to operate, and the service agreement between the District and the developer of the subject project. The developer must arrange for the preparation of a detailed plan of service. The detailed plan of service will indicate the location(s) and size(s) of system improvements to be made by the developer (or others), and which are considered necessary in order to provide adequate levels of service. To arrange for the preparation of a plan of service, the developer should submit information describing the subject project to the District's Customer Service Department, (909) 925-7676, extension 409, as follows: Mail To: Post Office Box 8300 · SanJacinto, California 92581-8300 · Telephone (909) 925-7676 · Fax (909) 929-0257 Main Office: 2045 S. San Jacinto Avenue, San Jacinto · Customer Service/Engineering Annex: 440 E. Oakland Avenue, Hemet, CA Matthew Fagan PA 93-0187 October 22, 1993 Page 2 Written request for a "plan of service". Minimum $400.00 deposit (larger deposits may be required for extensive development projects or projects located in "difficult to serve" geographic areas). Plans/maps describing the exact location and nature of the subject project. Especially helpful materials include grading plans and phasing plans. Sanitary Sewer The subject project is considered tributax~, to the Disk, ict's Temex:ula Valley Regional Water Reclamation Facility (TVRWRF). The nearest existing TVRWRF system sanitary sewer facilities to the subject project are as follows: 8-inch diameter sewer pipeline located in Prima Vera Street at the north side of Pauba Road, west of the subject project. Other Issues The representative of the subject project must contact the District's Customer Service Department at (909) 925-7676 ext. 822 to make arrangements for plan check and field inspection of proposed District facilities and onsite plumbing. Should you have any questions regarding these comments, please feel free to contact this office at (909) 925-7676, extension 468. Very truly yours, EASTERN MUNICIPAL WATER D/STRICT David G. Crosley .... '\~ Senior Engineer Customer Service Department DGC:cz AB 93-1112 (wp-ntwk-pa930187.~lz) California Eastern Archaeological Information Inventory_ Center INYO MONO RIVERSIDE Eastern Information Center Department of Anthropology University of California Riverside, CA 92521 (909) 787-5745 FAX (909) 787-5409 CULTURAL RESOURCE REVIEW // DATE: RE: Case Transmittal Reference Designation: Records at the Eastern Information Center of the California Archaeological Inventory have been reviewed to determine if this project would adversely affect prehistoric or historic cultural resources: The proposed project a~ea has not been surveyed for cultural resources and COntains or is adjacent to known cultural resource is). A Phase I study is recommended. Based upon existing data the proposed project area has the potential for containing cultural resources. A Phase I study is recommended. A Phase I cultural resoume study (MF # ) identified one or more cultural resources. The project area cont&ins, or has the possibility of containing, cultural resources. HOwever, due to the nature of the project or prior data recovery studies, an adverse effect on cultural resources is not anticipated. Fu~her study is not recommended. A Phase I cultural fesourco study (,F # ?_..I 7~- )identified no cultural resources. Further study is not recommended. There is a low probability of ~uitural resources. Further Study is not recommended. .~lf, during construction, cultural resources are encountered, work should be halted or diverted in the immediate area while a qualified archaeologist evaluates the finds and makes recommendations. Due to the archaeological sensitivity of the area, earthmoving during construction should be monitored by a professional archaeologist. The submission of a cultural resource management reporl is recommended following guidelines for kchaeological Resource Management Reports prepared by the California Offica of Historic Preservation, Preservation Ptannina Bulletin 4{a), December 1989. Phase I Records search and field survey If you have any questions, please contact us. Eastern Information Center FRMS\TRANSMIT RIYERSIDE COUNTY FIRE DEPARTMENT 210 WEST SAN JACLNTO AVENUE ·PER, R. IS, CALIFORNIA 92570 · (909) 657-3183 December 15, 1993 TO: Planning Department ATTEN: Matthew Fagan RE: PA93-0187 With respect to the conditions of approval for the above referenced plot plan, the Fire Department recommends the following fire protection measures be provided in accordance with City of Temecula Ordinances and/or recognized fire protection standards: The Fire Department is required to set a minimum fire flow for the remodel or construction of all commercial buildings using the procedures established in Ordinance 546, Provide or show there exists a water system capable of delivering 2000 GPM for a 2 hour duration at 20 PSI residual operating pressure, which must be available before any combustible material is placed on the job site. A combination of on-site and off-site super fire hydrants, on a looped system (6"x4"x2~2 1/2"), will be located not less than 25 feet or more than 165 feet from any portion of the building as measured along approved vehicular travelways. The required fire flow shall be available from any adjacent hydrant(s) in the system. Applicant/developer shall furnish one copy of the water plans to the Fire Department for review. Plans shall be signed by a registered civil engineer, containing a Fire Department approval signature block, and shall conform to hydrant type, location, spacing and minimum fire flow. Once the plans are signed by the local water company, the originals shall be presented to the Fire Department for signature. The required water system, including fire hydrants, shall be installed and accepted by the appropriate water agency prior to any combustible building materials being placed on the job site. The required fire flow may be adjusted at a later point in the permit process to reflect changes in design, construction type, area separation or built-in fire protection measures. ~ RIVERSIDE OFFICE 3760 12th SIre=t, Riverside, CA 92501 {909~ 275-4777 · FAX {909] 369-7451 FIRE PREVENTION DIVISION PLANNING SECTION 79-733 Country. Club Drive, Suite F, Indio, CA 92201 (619~ 863-8886 · FAX (619I 863-707Z ~E:B93-0178 Prior to the issuance of building permits, the applicant/developer shall be responsible to submit a plan check fee of $558.00 to the City of Temecula. THE FOLLOWING CONDITIONS MUST BE MET PRIOR TO OCCUPANCY. Install a complete fire sprinkler system in all buildings. The post indicator valve and fire department connection shall be located to the front of the building, within 50 feet of a hydrant, and a minirmnn of 25 feet from the building(s). A statement that the building will be automatically fire sprinkled must be included on the title page of the building plans. install a supervised waterflow monitoring fire alarm system. Plans shall be submitted to the Fire Department for approval prior to installation. Worship/Fellowship and Sanctuary building shall be equipped with a manual and automatic fire alarm system with visual devices, prerecorded voice evacuation message and monitored to a U.L. approved remote receiving station. Preschool and all buildings used in conjunction to school shall be equipped with a manual and automatic fire alarm system with audio/visual devices for occupant notification and monitored to a U.L. approved remote station. All exit doors shall be openable without the use of key or special knowledge or effort. Install panic hardware and exit signs as per chapter 33 of the Uniform Building Code. Low level exit signs shall also be provided, where exit signs are required by section 33!4(a). Occupancy separation walls will be required as per the Uniform Buildin9 Code, Section 503. Install portable fire extinguishers with a minimum rating of 2A10BC. Contact a certified extinguisher company for proper placement. Comply with Title 19 of The California Code of Regulations. It is prohibited to use/process or store occupancy that would classify it as an "H" of the Uniform Building Code. any materials in this occupancy per Chapter 9 Blue dot reflectors shall be mounted in private streets and driveways to indicate location of fire hydrants. They shall be mounted in the middle of the street directly in line with fire hydrant. RE:B93-0187 Prior to final inspection of any building, the applicant shall prepare and submit to the Fire Department for approval, a site plan designating required fire lanes with appropriate lane painting and or signs. Street address shall be posted, in a visible location, minimum 6 inches in height, on the street side of the building with a contrasting background. Prior to the issuance of building permits, the developer shall deposit, with the City of Temecula, the sum of $.25 per square foot as mitigation for fire protection impacts. Fire department access road shall be provided with a curb cut and shall be designed to accommodate the weight of fire apparatus. Applicant/developer shall be responsible to provide or show there exists conditions set forth by the Fire Department. Final conditions will be addressed when building plans are reviewed in the Building and Safety Office. All questions regarding the meaning of these conditions shall be referred to the Fire Department Planning and engineering section. RAYMOND H. REGIS Chief Fire Department Planner Laura Cabral Fire Safety Specialist FAX NO. 6194319618 United tatcs Department of the Interior 2730 Loire: Avmm~ gest C4~lsb·d, C·lifQ'L'/~LI 92008 l)ec--k~z 28, 1993 P. 02 The U.S. Fish and Vildlife Service has xsvie~ed the Notice of Proposed Negatl~aDeclaratiou (NOI~D). dated Dec,abet 10. 1993, regardin~ths refersnced application (l~roJect). AS eur~sntly proposed the Project consists of th~ constx~ction of · church andeseel·ted facilities mm the north eid~ of Pauba Road approximately 2,500 feet east of the intersection of Yuez and Pauba Roads inthe City of Teme~ula. As indicated latheMOPeD. the Project may Eesult in the reduction o2 diversity of, or numbers of ,m~qus, rare, threatened or endangered species of plant and animal life. There is also the possibility that non-native ~egetationmay be introduced. ~he proposed Project ma~ also result in eresting a barrier to the miSterion or eoveeent o~ vi~dlife and in general result in the deterioration of existing~ildlife habitat. The Service notes that such of the Project site ls veget~tedbyeoastal sa~e scrub which is a habitat used by the F~derally listed threatened California gnatcatcher (Polio~t~a ~lifornla eali[ornia) (gnatcatcher). The Service reeomtaends that the qityconditionthe use permit to require the Projec~ applicant to submit ~he results of afoottoed gnatcatcher s~rvey conducted bye qualified bioloStst before approval of a g~ading or other permit that may disturb the existing potential ~natcatcher habitat. If the results of such a survey findno e~idenos that gnatcatchers utilize the site, then grading permits could be a~thorized. If the _~tcat~her survey results indicate the presence of the gnatcatcher (or airy ether Federally listed species), then the applicant could apply for · Federal incideu~al take perair pursuant to section 10(a)(1)(~) of the Ep~--~ered Species Act of 1973, as ended (Act). AlthouB)ive de not~v if a Federal tO(a) permit is required or not, the proposed FroJeer any have ispliea~ions on the State of Cali~otnia's Natural CoeetmitTCouservation ~lanningproStaa (NCCF). The initialpilot pro]serf or the NCCP program focuses on coastel sa~e scrub ~A~itat vethie southern California. A Federal special nxle pursuant tc section ~(d)-o~ the Act was published In the ES_~EilRe_.~J~ on December 10, 1993. This rgecial rule ~jednesday Decenter 29, 1~<~3 10:0~,am -- Fren '61~,319618' -- Page 1 j DEC-29-93 FED 9:02 FISH t)],~) IJILDLIFE FAX NO, 6194319618 P. O1 Y;. Mattbe~ :~a~ reeo_~n~es ~-t the Staro's HCCF will provide for conservation and management oE the ~natcatcher's habitat in a manner consistent vith the l~cposes of the Act. The specinl rule alas deflates the cox~itions, includtx~ participation in the NCC~, under vhich take of the 2rotcatcher would not be a violation of section 9 of the A~t, The NCCF p;o;an consetwatiou ~uidelines provide for a 5 percent loss of coastal sago scz3ab durin~ an interha period while regional eolteetvation plans ate in preparation by local Jv_~sdi;ttons. The Service roecRusade that yo~ dete~m4,e whether your Ju~lsd;ctiou is a participant in the NCCP, He al as recommend ~_hRt the City keep track of the number of acres of coastal sage scrub habitat that is destroyed, and the amount of coastal ease scrub set aside as mitigation in the course o£ all projects laplemented in its Jurisdiction, ~e urge you tO become familiar with the probr~am, ~he California ~epartment of Fish and Came HCCP plm3nl~ contacts in southern Califo~3~ia are Ht, Bill Tippets sad his staff, including Hoeors, Ltam Davis and aa;ty ~USchinsk~. They can be reached at (619) 688-4268. The Service also notes that the Project ls located within the htstotLc range of the Fedorally listed endanKered Stephens' ~-~roo rat (Dtpodop_ys atephenol) (~xlt), and also within the bo~aties of the Riverside County Habitat Conservation A;ency's (RCHCA) SI~ Habitat Conservation Plan area. The Service reckmends that if the Project site contains suitable SK~ habitat, the Project applicant retain a qualified SEa biologist to conduct an S~R survey, The Service notes that the tit7 will fitpoSe as a condition o~ Public Use Permit approval the payment of the Inter~Ja Mitigation Fee pursuant co Ordinance He. 663. The payment of this fee, however, does not preclude the necessity of a determination by a Qualified bioloKlst of the presence ot absence of SI~ on the PtoJeec site and, if present, how much acrea2e. It is this decerudna~lon that actually triggers the acqtttsition by the ItCHCA of replacement ~abl~at for the SEa with the aitigatiou fee monies. The Service appreciates the opport~nity to reviev eh~ referenced NOPHD and make the above ;ecomendatious. If You have e~yq~esttona tegardin~ cu~ comments, please contact John Bradley of my staff at (619) 431-9/~0. 1-6-93-HC-065 Sincerely, Ca~l F~betieh Field 2uperviso~ co: Mr. lilliasTippete, CDFC FAX TRANS. MITTAL }_ - ATTACHMENT NO. 3 INITIAL STUDY R:\S\STAFFRPT~187PA93,PC 12129193 klb 26 City of Temecula Planning Department Initial Environmental Study I. BACKGROUND INFORMA~ON 1. Name of Project: New Community Lutheran Church 2. Case Numbers: Planning Application No. 93-0187, Amendment No. 1 (Public Use Permit) 3. Location of Project: North side of Pauba Road, approximately 2500 feet east of the intersection of Ynez and Pauba Roads 4. Description of Project: A church and associated facilities to be constructed in five (5) phases. The first phase will consist of a worship/fellowship building, a maintenance building, and a Sunday School building totalling 9,290 square feet. The second phase will be a 4,832 square foot preschool building. Phase 3 is a 17,568 square foot Christian Day School. Phase four will be a 9,980 square foot sanctuary. Phase five will be an approximately 4,527 square foot School Activity Center. 5. Date of Environmental Assessment: December 10, 1993 6. Name of Proponent: New Community Lutheran Church Address and Phone Number of Proponent: 27393 Ynez Road, Suite 161 Temecula, CA 92591 (909) 676-1492 II. ENVIRONMENTAL IMPACTS (Explanations to all the answers are provided in Section III) 1. Earth. Will the proposal result in: a. Unstable earth conditions or in changes geologic substructures? __ __ X b. Disruptions, displacements, compaction, or over covering of the soil? X c. Change in topography or ground surface relief feateres? X _ d. The destruction, covering or modification of any unique geologic or physical features? __ __ X Yes Maybe N._Q R:\S%STAFt;RPT\187PA93.PC 12/29/93 klb 27 e. Any increase in wind or water erosion of soils, either on or off the site? f. Changes in siltation, deposition or erosion? g. The modification of any wash, channel, creek, river or lake? h. Exposure of people or property to geologic hazards such as earthquakes, landslides, mudslides, liquefaction, ground failure, or similar hazards? i. Any development within an Alquist-Priolo Special Studies Zone? Air. Will the proposal result in: a. Air emissions or deterioration of ambient air quality? b. The creation of objectionable odors? c. Alteration of air movement, temperature, or moisture or any change in climate, whether locally or regionally? Water. Will the proposal result in: a. Changes in currents, or the course or direction of water movements, in either marine or fresh waters? b. Changes in absorption rates, drainage patterns, or the rate and amount of surface runoft? c. Alterations to the course or flow of flood waters? d. Change in the amount of surface water in any water body? e. Discharge into surface waters, or in any alteration of surface water quality, including but not limited to, temperature, dissolved oxygen or turbidity? f. Alteration of the direction or rate of flow of ground waters? g. Change in the quantity of ground waters, either through direct additions, withdrawals, or through interception of an aquifer by cuts or excavations? h. Reduction in the amount of water otherwise available for public water supplies? Ye~ Maybe No X X _ _ X X _ _ _ _ x_X_ X R:\S\STAFFRP'T%187PA93.PC 12/2~/93 klb 2E~ Yes Maybe N__o i. Exposure of people or property to water related hazards such as flooding? __ __ X 4. Plant Life. Will the proposal result in: a. Change in the diversity of species, or number of any native species of plants (including trees, shrubs, grass, crops, and aquatic plants)? __ X b. Reduction of the numbers of any unique, rare, threatened, or endangered species of plants? __ X c. Introduction of new species of plants into an area of native vegetation, or in a barrier to the normal replenishment of existing species? __ X d. Reduction in the acreage of any agricultural crop? __ __ X 5. Animal Life. Will the proposal result in: a. Change in the diversity of species, or numbers of any species of animals (animals includes all land animals, birds, reptiles, fish, amphibians, shellfish, benthic organisms, and/or insects)? __ __X __ b. Reduction of the numbers of any unique, rare, threatened, or endangered species of animals? __ __X __ c. The introduction of new wildlife species into an area? __ __ X d. A barrier to the migration or movement of animals? __ X __ e. Deterioration to existing fish or wildlife habitat? __ ___X __ 6. Noise. Will the proposal result in: a. Increases in existing noise levels? X __ b. Exposure of people to severe noise levels? X _ c. Exposure of people to severe vibrations? __ __ X__ ?. Light and Glare. Will the proposal produce or result in light or glare? X __ 8. Land Use. Will the proposal result in: a. Alteration of the present land use of an area? X __ R:\S\STAFFRP;T'\187PA93.PC 12/29/93 klb 29 Yes M~Vbe No b. Alteration to the future plnnned land use of an area as described in a community or general plan? __ __ __X 9. Natural Resources. Will the proposal result in: a. An increase in the rate of use of any natural resources? _ X b. The depletion of any nonrenewable natural resource? __ X 10. Risk of Upset. Will the proposal result in: a. A risk of an explosion or the release of any hazardous substances in the event of an accident or upset conditions (hazardous substances includes, but is not limited to, pesticides, chemicals, oil or radiation)? __ __ __X b. The use, storage, transport or disposal of any hazardous or toxic materials (including, but not limited to oil, pesticides, chemicals, or radiation)? __ __ ~X c. Possible interference with an emergency response plan or an emergency evacuation plan? _ _ __X 11. Population. Will the proposal alter the location, distribution, density, or growth rate of the human population of an area? __ __ X__ 12. Housing. Will the proposal affect existing housing or create a demand for additional housing? __ __ X 13. Transportation/Circulation. Will the proposal result in: a. Generation of substantial additional vehicular movement? X b. Effects on existing parking facilities, or demand for new parking? X __ c. Substantial impact upon existing transportation systems, including public transportation? __ __ X d. Alterations to present panems of circulation or movement of people and/or goods? X e. Alterations to waterborne, rail or air traffic? __ __ X f. Increase in traffic hazards to motor vehicles, bicyclists or pedestrians? X R:\S\STAFFRPT~187PA93.PC 12/29/93 klb ~0 14. Public Services. Will the proposal have substantial effect upon, or result in a need for new or altered governmental services in any of the following areas: a. Fire protection? b. Police protection? c. Schools? d. Parks or other recreational facilities? e. Maintenance of public facilities, including roads? f. Other governmental services: 15. Energy. Will the proposal result in: a. Use of substantial amounts of fuel or energy? b. Substantial increase in demand upon existing sources or energy, or require the development of new sources of energy? 16. Utilities. Will the proposal result in a need for new systems, or substantial alterations to any of the following utilities: a. Power or natural gas? b. Communications systems? c. Water systems? d. Sanitary sewer systems or septic tanks? e. Storm water drainage systems? f. Solid waste disposal systems? g. Will the proposal result in a disjointed or inefficient pattern of utility delivery system improvements for any of the above? 17. Hmnan Health. Will the proposal result in: a. The creation of any health hazard or potential health hazard? b. The exposure of people to potential health hazards, including the exposure of sensitive receptors (such as hospitals and schools) to toxic pollutant emissions? Yes Maybe No X X X X R:\S\STAFFRPTH87PA93.PC 12/29/S3 klb 31 18. 19. 20. Yes Aesthetics. Will the proposal result in: a. The obstruction of any scenic vista or view open to the public? b. The creation of an aesthetically offensive site open to public view? c. Detrimental visual impacts on the surrounding area? Recreation. Will the proposal result in an impact upon the quality or quantity of existing recreational resources or opportunities? Cultural Resources. Will the proposal rcsult in: a. The alteration or destruction of any paleontologic, prehistoric, archaeological or historic site? b. Adverse physical or aesthetic effects to a prehistoric or historic building, structure, or object? c. Any potential to cause a physical change which would affect unique ethnic cultoral values? d. Restrictions to existing religious or sacred uses within the potential impact area? Maybe x__ N__o __x __x __x __x R:\S\STAFFRPTH87PA93.PC 12/29/93 klb 32 III. DISCUSSION OF THE ENVIRONMENTAL IMPACTS Earth l.a. No. The proposal will not result in unstable earth conditions or changes in geologic substructures. Manufactured slopes will be created on the site, however, any unstable conditions .will be mitigated through planting of slopes for erosion control (that is consistent with Uniform Building Code Standards and Ordinance No. 457) and through proper compaction of the soils. Construction and grading for this development will not be at depths which would affect any geologic substructures. No impacts are foreseen as a result of this project. l.b. Yes. The proposal will result in the disruption, displacement, compaction, or overcovering of the soil. All grading activity requires disruptions, displacements, compaction and overcovering of the soil. The amount of disruption, displacement, compaction and overcovering of the soil will be the minimum amount needed to realize the project. The western portion of the site will not be disturbed. No significant impacts are anticipated as a result of this project. Yes. The proposal will result in a change in the site topography and ground surface relief features. A portion of the site has already been previously modified. Additional grading is proposed for the project, therefore the topography and ground surface relief features will again be modified. The slopes on the western portion of the site will not be disturbed. No significant impacts are anticipated as a result of this project. l.d. No. The proposal will not result in the destruction, covering or modification of any unique geologic or physical features. No unique geologic features exist on the site. As mentioned in response 1 .c., topography on a portion of the site will be altered to realize the project; however, most of the slopes will remain undisturbed. No significant impacts are anticipated as a result of this project. Yes. Development of the site will result in increased wind and water erosion of soils both on and off-site. Grading will occur for the creation of building area and the parking lot. In addition, the potential for wind and water erosions of soil may increase from the creation of manufactured slopes. Any impacts wilt be mitigated through planting of slopes and the site and the construction of bardscape. Erosion control measures will be implemented as a condition of approval for the project and will have to be consistent with Uniform Building Code Standards and Ordinance No. 457. This will ensure that no significant impacts arise as a result of this project. 1.f. Maybe. The proposal may result in changes in siltation, deposition, and erosion. Reference response 1 .e. No significant impacts are anticipated as a result of this project. l.g. No. The proposal will not result in modifications to any wash, channel, creek, river or lake. None exist on the project site, nor are proximate to the site. No significant impacts are anticipated as a result of this project. l.h. Yes. Development of the site will expose people and property to earthquake hazards since the project is located in Southern California, an area which is seismically active. Any potential impacts will be mitigated through building construction which is consistent with Uniform Building Code standards. The project will not expose people or property to geologic hazards such as landslides, R:\S\STAFFRPT',187PA93.PC 12/29/93 klb 33 1. i. Aid 2.a,b. 2.c. Water 3.b. 3.c. mudslides, ground failure or liquefaction. No known landslides are located on the site or proximate to the site. The same is true for mudslides. The potential for ground failure and liquefaction is also low in this area. The above mentioned assumptions are based upon information contained in the City of Temecula C-enerai Plan Environmental Impact Report (dated August 12, 1992) and the Southwest Area Community Plan Final Environmental Impact Report (adopted May, 1989). No significant impacts are anticipated as a result of this project. No. The proposal does not include development within an Alquist-Priolo Special Studies Zone as identified by the State of California, Resource Agency Department of Conservation Special Studies Zone Map. Therefore, no siguiflcant impacts are anticipated as a result of this project. Yes. The project will result in air emissions both in the short and long-run. Air emissions and objectionable odors will occur during the construction phase of the project. These impacts will be of short duration and are not considered significant. The hours of operation of the church and its ancillary facilities will not contribute significantly to traffic during peak hours. Level of service of intersections affected by the project will not decline from their already acceptable standards (with the exception of the intersection of Pauba and Margarita Roads where there is no traffic signal). Long-term impacts from auto emissions will not be considered significant. No. The project will not result in alterations of air movement, temperature, or moisture, or in any change in climate either locally or regionally. The scale of the project precludes it from creating any significant impacts on the environment in this area. No. The proposal will not result in changes to currents, to the course or direction of water movements in either marine or fresh waters. The project site is not located adjacent to either marine or fresh water sources. No significant impacts are anticipated as a result of this project. Yes. The proposal will result in changes to absorption rates, drainage patterns and the rate and amount of surface runoff. Previously permeable ground will be rendered impervious by construction of buildings, accompanying harriscape and driveways. While absorption rates and surface runoff will change, impacts are mitigated through site design. Drainage conveyances will be required which will safely and adequately handle any of the runoff which is created by the realization of the project. According to the Conceptual Hydrology Plan prepared by Robert Bein, William Frost and Associates dated December 8, 1993, the approximate amount of runoff contributed by the project is 3 cubic feet per second (c.f.s.) to the north, 4 c.f.s. to the west, 17 c.f.s. to the southwest and .5 c.f.s. to the south. These assumptions are preliminary and are based upon a 100 year storm event discharge of 2 c.f.s. per acre. No significant impacts are anticipated as a result of this project. No. The proposal will not result in alterations to the course or flow of flood waters. The project is not located within or adjacent to an identified floodway. No significant impacts are anticipated as a result of this project. R:~S\STAFFRPT~187PA93.PC 12/29/93 Idb 34 3.d. No. The proposal will not result in a change in the amount of surface water in any waterbody, A retention pond is located to the north of the subject project site. The site (presently vacant) naturally drains into the pond. Drainage added from the project is approximately 24 cubic feet per second (c.f.s.). The site will be designed in such a manner that the parking lot area will serve as an on-site detention basin for the amount of runoff in excess of the natural condition. This will mitigate any possible impacts to the pond. In addition, erosion control measures will be included in the project design that will reduce the amount of sediment that is carried into the pond. Both of the above mentioned methods will be conditions of approval for the project. Therefore, no significant impacts are anticipated as a result of this project. Yes. The proposal will result in discharges into surface waters or in any alteration of surface water quality. Prior to issuance of a grading permit for the project, the developer will be required to comply with the requirements of the National Pollutant Discharge Elimination System (NPDES) permit from the State Water Resources Control Board. No grading shall be permitted until an NPDES Notice of Intent has been filed or the project is shown to be exempt. By complying with the NPDES requirements, any potential impacts can be mitigated to a level less than significant. Therefore, no significant impacts are anticipated as a result of this project. 3.f. No. The proposal will not result in an alteration of the direction or rate of flow of groundwaters. Construction on the site will not be at depths sufficient to have a significant impact on ground waters. No significant impacts are anticipated as a result of this project. 3.g. No. The proposal will not result in a change in the quantity of ground waters, either through direct additions, withdrawals, or through interception of an aquifer by cuts or excavations. Reference response 3.f. No significant impacts are anticipated as a result of this project. 3.h. No. The project will not result in the reduction in the amount of water otherwise available for public water supplies. Water service will be provided by Rancho California Water District (RCWD) upon completion of financial arrangements between RCWD and the property owner (based upon transmittal dated October ]4, 1993, a copy of which is on file with the Planning Department). No significant impacts are anticipated as a result of this project. 3.i. N0. The proposal will not expose people or property to water related hazards such as flooding. Reference responses 3.c. and 3.d. Plant Life Maybe. The proposal may result in a change to the diversity of species, or number of any native species of plants. A small portion of the site has been previously graded. The remainder of the site has been identified by Pacific Southwest Biological Services, Inc. (letter dated November 3, 1993) as Coastal Sage Scrub (habitat for the California Gnatcatcher - an endangered species). As of the date of this assessment, the habitat may not be disturbed (i.e. graded). However, it is anticipated that a forthcoming interpretation of the Federal Endangered Species Act. An interpretation is forthcoming from the U.S. Department of Fish and Wildlife (the agency that oversees the Endangered Species Act) will permit grading. In addition, according to the letter prepared by Pacific Southwest Biological Services, Inc., studies must be performed on the habitat during the Gnatcatcher's nesting period (February 15 to July 15). If no evidence is found that the Gnatcatcher exists on site, then habitat may be disturbed. Information obtained from the Deputy R:\S\STAFFRPT%187PA93.PC 12/29/93 klb 35 4.b, 4.c, 4.d, Riverside County Council suggests that a focused biological survey may be done now to determine if Gnatcatchers exist on the site. The United States Fish and Wildlife Service has also stated that if the gnatcatcher survey results indicate the presence of the gnatcatcher (or any other Federally endangered species), then the applicant could apply for a Federal incidental take permit pursuant to section 10(a)(1)(B) of the Endangered Species Act of 1973, as mended (Act). These factors will determine whether the project may be developed. Maybe. The proposal may result in a reduction of the numbers of any unique, rare, threatened, or endangered species of plants. Reference response 4.a. Maybe. Development of the site may result in the creation of a barrier to the normal replenishment of existing species. Reference response 4.a. No. The proposal will not result in a reduction in the acreage of any agricultural crop. No significant impacts are anticipated as a result of this project since no prime farmland, farmland of statewide or local importance, or unique farmland is located within the project site. Animal Life 5.a,b,d,e. 5.c. Maybe. The project may result in a change in the diversity of species, or numbers of species of animals. The project site lies within the Riverside County Stephens Kangaroo Rat Habitat Conservation Plan Preliminary Study Area, however, the project itself will not impact the habitat of the Stephens Kangaroo Rat. The site has been previously graded and consists of sporadic ground cover. Development exists to the north, south, and west of the site. There is no potential for the change in the diversity and number (reduction) of the species, or in producing a barrier to the migration of Stephens Kangaroo Rat as well as the deterioration of its habitat exists within the project area. Since a Habitat Conservation Plan has not been established as of this date, the impacts to the Stephens Kangaroo Rat may be mitigated through the payment of the Interim Mitigation Fee pursuant to Ordinance No. 663. This fee will be imposed as a Condition of Approval for a project at this site. No other sensitive species have been identified upon the site. As of the date of this assessment, the habitat may not be disturbed (i.e. graded). However, it is anticipated that a forthcoming interpretation of the Federal Endangered Species Act. An interpretation is forthcoming from the U.S. Department of Fish and Wildlife (the agency that oversees the Endangered Species Act) will permit grading. In addition, according to the letter prepared by Pacific Southwest Biological Services, Inc., studies must be performed on the habitat during the Gnatcatcher's nesting period (February 15 to July 15). If no evidence is found that the Gnatcatcher exists on site, then habitat may be disturbed. Information obtained from the Deputy Riverside County Council suggests that a focused biological survey may be done now to determine if Gnatcatchers exist on the site. The United States Fish and Wildlife Service has also stated that if the gnatcatcher survey results indicate the presence of the gnatcatcher (or any other Federally endangered species), then the applicant could apply for a Federal incidental take permit pursuant to section 10(a)(1)(B) of the Endangered Species Act of 1973, as mended (Act). These factors will determine whether the project may be developed. No. The proposal will not result in the introduction of any new wildlife species into the area. No significant impacts are anticipated as a result of this project. R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 36 Noise 6.a. Yes. The proposal will result in increases to existing noise levels. The site is currently vacant and any development of the land would logically result in an increase to noise levels. This would occur both during construction phases as well as an overall increase to noise in the area over the long run. These impacts will not be considered significant because of the specific location of the church. The western portion of the site is a slope that will not be used in the development of the project. A Metropolitan Water District easement is to the west of the slope. Both of these items will serve as a buffer to the single-family residences to the west of the site. Single family residences exist to the south of the site. Pauba Road will serve as a buffer to these homes. The Community Recreation Center is nearing completion and is located to the north of the project site at the bottom of a slope. The land is vacant to the east of the project site. No significant impacts from noise are anticipated as a result of this project. 6.b. Yes. The project will expose people to severe noise levels during the development/construction phase short run. Construction machinery is capable of producing noise in the range of 100 + DBA at 100 feet which is considered very annoying and can cause hearing damage from steady 8-hour exposure. This source of noise will be of short duration and therefore will not be considered significant. No significant impacts are anticipated either in the short- or long-run. 6.c. No. The proposal will not result in the exposure of people to severe vibrations. No significant impacts are anticipated as a result of this project. Light and Glare Yes. The proposal will ultimately produce and result in light/glare, because development of the site will create new light sources. All light and glare has the potential to impact the Mount Palomar Observatory and surrounding development. A condition of approval has been added that requires light standards to be a maximum of four (4) feet high, with the exception of areas where security concerns are paramount. Lights will be required to be turned off at 11 p.m., unless security is an issue. In addition, the project is conditioned to be consistent with Ordinance No. 655 (Ordinance Regulating Light Pollution). No impacts are foreseen from light and glare. Land Use Yes. The proposal will alter the present land use of the area, because the site is currently vacant. When the project is realized the use of the land will be altered. The proposal is consistent with the General Plan which states: "Additional public and institutional uses, including churches and daycare, may be developed in the residential or non-residential land use designations under the procedures established in the Development Code. The Development Code is currently being prepared and has yet to be adopted. In the interim, Staff utilized Ordinance No. 348 as the "development code." Under Ordinance No. 348, a church is permitted in any zone provide a public use permit has been granted. No significant impacts are anticipated as a result of this project. 8.b. No. The proposal will not result in an alteration to the future planned land use of the site as described City's General Plan. Reference response 8.a. No significant impacts are anticipated as a result of this project. R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 37 Natural Resources 9.a,b. Maybe. The proposal may result in an increase in the rate of use of any natural resource or the depletion of any nonrenewable resource. Development of the site will result in an increase in the rate of use of natural resources (constnaction materials, fuels for the daily operation, asphalt, lumber) and the subsequent depletion of these non-renewable natural resources. Due to the scale of the proposed development, these impacts are not seen as significant. Risk of Upset 10.a,b. No. The proposal will not result in a risk of explosion, or the release of any hazardous substances in the event of an accident or upset conditions, since none are proposed in the request. The same is true for the use, storage, transport or disposal of any hazardous or toxic materials. No significant impacts are anticipated as a result of this project. 10.c. No. The project will not interfere with an emergency response plan or an emergency evaluation plan. The subject site is not located in an area which could impact an emergency response plan. The project will take access from a maintained street (Pauba Road) and will therefore not impede any emergency response or emergency evacuation plans. No significant impacts are anticipated as a result of this project. Population 11. No. The project will not result in altering the location, distribution, density or growth rate of the human population of the area. Projects of this nature do not cause people to relocate. No significant impacts are anticipated as a result of this project. Housiw. 12. No. Reference response 11. Projects of this nature do not cause people to relocate, and therefore, additional housing needs will not be created. No significant impacts are anticipated as a result of this project. Transportation/Circulation 13.a. No. The proposal will not result in the generation of substantial additional vehicular movement. Information contained in the Focused Traffic Analysis (prepared by Robert Kahn, John Kain and Associates, Inc., dated August 20, 1993) indicates that opening year development of the site will result in the maintenance of Levels of Servico (LOS) "B" for intersections affected by the project (Ynez and Rancho Vista, Ynez and Pauba, and Ynez and Santiago). In addition, opening year development of the site will result in the maintenance of LOS "E" and "F" at the intersection of Margarita and Pauba Roads during peak AM and PM hours respectively. Currently, this intersection is a four-way stop. The project will be conditioned to pay signal mitigation fees. Upon installation of a traffic signal at that intersection, LOS is anticipated to improve to "B" or better. No significant impacts are expected from development of the site. 13 .b. Yes. The project will result in an increased demand for new parking. Ultimate buildout of the site would require 328 parking spaces under the requirements of Ordinance No. 348. The applicant R:%S\STAFFRPT%187PA93.PC 12/29/93 klb 38 has stated in the parking needs analysis that the Worship/Fellowship Building and the Sanctuary will not be used simultaneously for assembly purposes. Parking needs for maximum use of the site (Sunday) are determined as follows: Sanctuary (167 spaces), Day School used as Sunday School (23 spaces), and Sunday School (45 spaces) for a total of 235 spaces. Two hundred thirty-six (236) parking spaces are provided on site. The applicant has submitted a formal request for a reduction in the amount of parking required under Ordinance No. 348, as well a justification for the reduction. The request can be supported based upon the hours of operation for the uses on site and how this is a typical occurrence for churches and associated facilities. No significant impacts are anticipated as a result of this project. 13.c. No. The proposal will create impacts upon existing transportation systems, including public transportation. The project proponent will be required to improve Pauba Road to its ultimate right- of-way along its border with Pauba Road. Due to the time of operation of the proposed project (off-peak traffic generation), no significant impacts are anticipated as a result of this project. Riverside Transit Agency (RTA) route are not available in the area where the project is located, and therefore, no impacts ~rom this project are foreseen on RTA's level of service. 13.d. Yes. The proposal will result in alterations to present patterns of circulation or movement of people and/or goods. The site is currently vacant and therefore, no one is traveling to the site. Upon development of the site, approximately 830 weekday and 840 weekend trips will be to a site which previously had no one travelling to it. No significant impacts are anticipated as a result of this project. 13.e. No. The proposal will not result in alterations to waterborne, rail or air traffic since none exists curren~y in the proximity of the site and none are proposed. No significant impacts are anticipated as a result of this project. 13.f. Yes. The proposal will result in an increase in traffic hazards to motor vehicles, bicyclists or pedestrians, however, they are not seen as significant. Impacts have been mitigated to a level less than significant through the site design, which is consistent with City standards. .Public Services 14.a,b. No. The proposal will not have a substantial effect upon, or result in a need for new or altered fire or police protection. The church and associated buildings will incrementally increase the need for fire and police protection, however, due to the scale of the proposed development, these impacts are not seen as significant. 14.c. No. The proposal will not have a substantial effect upon or result in a need for new or altered school facilities. Any potential impacts can be reduced to a level less than significant through the payment of school fees which will be required to be paid prior to the issuance of building permits for the project. No significant impacts are anticipated as a result of this project. 14.d. No. The proposal will not have a substantial effect upon or result in a need for new or altered parks or other recreational facilities. Projects of this nature do not cause people to relocate into the area or require additional housing. Therefore additional recreational facilities above those provided on site will not be needed. No significant impacts are anticipated as a result of this project. R:\S\STAFFRPT~187PA93.PC 12/29/93 klb 39 14.e. 14.f. Energy 15.a. 15.b. Utilities 16.a 16.b. 16.c. 16.d. Yes. The proposal will result in a need for the maintenance of public facilities, including roads. Funding for maintenance of roads is derived from the Gasoline Tax which is distributed to the City of Temecula from the State of California. Impacts to current and future needs for maintenance of roads as a result of development of the site are incremental, are not considered significant. This is because the Gasoline Tax is sufficient to cover any of the proposed expenses. No. The proposal will not have a substantial affect upon or result in a need for new or altered governmental services. No significant impacts are anticipated as a result of this project. No. The proposal will not result in the use of substantial amounts of fuel or energy. As mentioned in responses 9.a. and 9.b. the proposal may result in an increase in the rate of use of any natural resource or the depletion of any nonrenewable resource. Development of the site will result in an increase in the rate of nse of natural resources (construction materials, fuels for the daily operation, asphalt, lumber) and the subsequent depletion of these non-renewable natural resources. Due to the scale of the proposed development, these impacts are not seen as significant. No. The project will not result in a substantial increase in demand upon existing sources of energy, nor will the project require the development of new sources of energy. No significant impacts are anticipated as a result of this project. No. The proposal will not result in a need for new systems or substantial alterations to power or natural gas. The project site is within proximity of existing facilities. Development exists to the north, south, and west of the site and they already receive these services. No significant impacts are anticipated as a result of this project. No. The proposal will not result in a need for new systems or substantial alterations to communication systems (reference response No. 16.a.). No significant impacts are anticipated as a result of this project. No. The proposal will not result in a need for new systems or substantial alterations to water systems. As mentioned in response 3.h., water service will be provided by Rancho California Water District CRCWD) upon completion of financial arrangements between RCWD and the property owner (based upon transmitted dated October 14, 1993, a copy of which is on file with the Planning Department). No significant impacts are anticipated as a result of this project. No. The proposal will not result in a need for new systems or substantial alterations to sanitary sewer systems. The project is located within Eastam Municipal Water District's (EMWD) sanitary sewer service area. According to a letter from EMWD dated October 22, 1993: "...the provision of service will be based on the detailed plan of service requirements, the timing of the project the status of the District's permit to operate, and the service agreement between the District and the developer of the subject property. In addition, information contained in the General Plan Environmental Impact Report (Certified November 9, 1993) states that adequate facilities exist (and are proposed) which will adequately service the project. No significant impacts are anticipated as a result of this project. R:\S\STAFFRP'TV87PA93.PC 12/29/93 klb 40 16.e. Yes. The proposal will result in a need for new systems or substantial alterations to on-site storm water drainage systems. The proposal will result in changes to absorption rates, drainage patterns and the rate and mount of surface runoff. Previously permeable ground will be rendered impervions by constructionofbuildings, accompanying hardscape and driveways. While absorption rates and surface runoff will change, impacts are mitigated through site design. Drainage conveyances will be required which will safely and adequately handle any of the runoff which is created by the realization of the project. No significant impacts are anticipated as a result of this project. 16.f. No. The proposal will not result in a need for new systems or substantial alterations to solid waste disposal systems. Any potential impacts from solid waste created by this development can be mitigated through participation in any Source Reduction and Recycling Programs which are implemented by the City. No significant impacts are anticipated as a result of this project. 16.g. No. The proposal will not result in a disjointed or inefficient pattern of utility delivery system improvements for any of the above. (reference response No. 16.a.). No significant impacts are anticipated as a result of this project. Human Health 17.a.b. No. The proposal will not result in the creation of any health hazard or potential health hazard. The County of Riverside Health Services Agency has reviewed the project and their comment will be included as a condition of approval for the project (County of Riverside Health Services Agency transmittal dated October 6, 1993, a copy of which is on file with the Planning Department). In addition, the proposal will not expose people to potential health hazards. No significant impacts are anticipated as a result of this project. Aesthetics 18.a. Maybe. The proposal may result in the obstruction of any scenic vista or view open to the public. The project site is currently vacant and affords views to the north and east. These views will be blocked by buildings on the site. Although the scenic vista will be impeded, any development of the site with structures would have the same result. No significant impacts are anticipated as a result of this project. 18.b. Maybe. The proposal may result in the creation of an aesthetically offensive site open to public view. Manufactured slopes that will be created on the site will be in open view, especially from the north and the west. Landscaping of these slopes will combine the utilization of materials that blend in with the natural vegetation on the site; thereby minimizing any potential impacts. No significant impacts are anticipated as a result of this project. 18.c. Maybe. The proposal may result in detrimental visual impacts on the surrounding area. Potential visual impacts will be mitigated to a level less than significant. Reference response 18.b. R:\S\STAFFRPT\187PA93.PC 12/29/93 klb 41 Recreation 19. No. The proposal will not result in impacts to the quality or quantity of existing recreational resources or opportunities. The site is currently vacant and is not be'rag used for either passive or active recreational purposes. Projects of this nature do not cause people to significant numbers of people to relocate into the area; therefore, additional housing will not be required. Recreational facilities are provided on site; therefore, none will be needed above that provided on-site. No significant impacts are anticipated as a result of this project. Cultural 20.a. 20.b. 20.c. 20.d. Resom"g~s No. The proposal will not result in the alteration or destruction of any paleontologic, prehistoric, archaeological or historic site. Although both the City of Temecula General Plan Environmental Impact Report (Certified November 9, 1993) and the Southwest Area Community Plan Final Environmental Impact Report (adopted May, 1989) indicate that there is a possibility that paleontologic, prehistoric, archaeological or historic sites may exist on the subject project site, a letter from the California Archaeological Inventory Eastern Information Center (dated November 29, 1993) states: "A Phase I cultural resource study identified no cultural resources. Further study is not reconunended." The letter further states: "if, during construction, cultural resources are encountered, work should be halted or diverted in the mediate area while a qualified archaeologist evaluates the finds and makes recommendations." This will be included as a condition of approval for the project. No significant impacts are anticipated as a result of this project. No. The proposal will not result in adverse physical or aesthetic effects to a prehistoric or historic building, structure or object. Reference response 20.b. No significant impacts are anticipated as a result of this project. No. The project will not have the potential to cause a physical change which would affect unique ethnic cultural values. No "unique" ethnic cultural values exist on-site or in proximity to the site. No significant impacts are anticipated as a result of this project. No. The proposal will not result in restrictions to existing religious or sacred uses within the potential impact area. None currently exist on the site. No significant impacts are anticipated as a result of this project. R:\S\STAFFRPTVI87PA93.PC 12/29/93 klb 4~ IV. MANDATORY FINDINGS OF SIGNI!?ICANCE Does the project have the potential to either: degrade the quality of the environment, substantially reduce the habitat of a fish, wildlife or bird species, cause a fish, wildlife or bird population to drop below self sustaining levels, threaten to eliminate a plant, bird or animal species, or eliminate important examples of the major periods of California history or prehistory? Yes Maybe N__q Does the project have the potential to achieve short term, to the disadvantage of long term, environmental goals? (A short term impact on the environment is one which occurs in a relatively brief, definitive period of time while long term impacts will endure well into the future.) __x Does the project have impacts which are individually limited, hut cumulatively considerable? (A project's impact on two or more separate resources may be relatively small, but where the effect of the total of those impacts on the environment is significant.) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? V. DEPARTMENT OF FISH AND GAME "DE MINIMUS" IMPACT FINDINGS Does the project have the potential to cause any adverse effect, either individually or cumulatively, on fish and wildlife resources? Wildlife is defined as "all wild animals, birds, plants, fish, amphibians, and related ecological communities, including the habitat upon which the wildlife depends on for it's continued viability" (Section 711.2, Fish and Game Code). Yes N,~o R:\SXSTAFFRPT\187PA93.PC 12/29/93 klb 43 ENVIRONMENTAL DI~-rERMINATION On the basis of this initial evaluation: I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. I find that although the proposed project could have a significant effect on the environment, there WILL NOT be a significant effect in this case because the Mitigation Measures described on the attached sheets and in the Conditions of Approval that have been added to the project will mkigate any potentially significant impacts to a level of insignificance, and a NEGATIVE DECLARATION will be prepared. I find the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. Prepared by: Matthew Fagan, Assistant Planner Signature /~ ~/ Matthew Fagan, Assistant Planner December 10, 1993 R:\S\STAFF~T\lB7PA93.PC 12/29/93 klb 44 ATTACHMENT NO. 4 EXHIBITS R:\S\$TAFFRPT~187PA93.PC 12/29/93 klb 45 CITY OF TEMECULA P~u~ ~ CITY OF TEMECULA CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: A VICINITY MAP P.C. DATE: January 3, 1994 R:\S~STAFFRPT\187PA93.PC 12/14/93 klb CITY OF TEMECULA GENERAL PLAN - Exhibit B I Designation: Very Low Density Residential II II II II II II ZONING - Exhibit C Designation: Rural Residential (R-R) Case No.: Planning Application No. PA93-0187, Amendment No. 1 '. Date: January 3, 1994 R:\S\STAFFRPT\187PA93.PC 12/20/93 klb CITY OF TEMECULA / / CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: D SITE PLAN P.C. DATE: January 3, 1994 R:\S\STAFFRPT\lB?PA93.PC 12/20/93 ~b CITY OF TEMECULA CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: E ELEVATIONS - SUNDAY SCHOOL P.C. DATE: January 3, 1994 R:\S\STAFFRPT~187PA93.PC 12/20/93 klb CITY OF TEMECULA NORTHEAST ELEVATION - WORSHIP CENTER ....... J SOUTHWEST ELEVATION - WORSHIP CENTER ~:~.;'.,~"3.. CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: E ELEVATIONS - WORSHIP CENTER P.C. DATE: January 3, 1994 R:\S\STAFFFIPT%187PA93.PC 12/20/93 klb CITY OF TEMECULA CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: F FLOOR PLAN - SUNDAY SCHOOL P.C. DATE: January 3, 1994 R:~S\STAFFRPT~187PA93.PC 12/20/93 klb CITY OF TEMECULA CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: F FLOOR PLAN - WORSHIP CENTER P.C. DATE: January 3, 1994 R:\S\STAFFRPT~187PA93.PC 12120/93 klb CITY OF TEMECULA W.E.E COAS'rAL ~,~' SCRUB HAS BEEN IDENTIFIED ... ~ CASE NO.: PUBLIC USE PERMIT NO. PA93-0187, AMENDMENT NO. 1 EXHIBIT: G LOCATION OF COASTAL SAGE SCRUB P.C. DATE: January 3, 1994 R:~S\STAFFRPT\187PA93.PC 12/27/93 klb ATTACHMENT NO. 5 EXECUTIVE SUMMARY OF FOCUSED TRAFFIC ANALYSIS R:\S\STAFFRPT~187PA93.PC 12/29193 klb 46 NEW COMMUNITY LUTHERAN C~uRCH FOCUSED TRAFFIC ANALYSIS TEMECULA, CALIFORNIA I. INTRODUCTION AND SUMMARY A. PurDose of ReDort and Study Objectives The purpose of this focused traffic study is to evaluate the development of the proposed project from a traffic circulation standpoint. The proposed development is included within the City of Temecula in the County of Riverside. Study objectives include (1) documentation of existing traffic conditions in the vicinity of the site during both a weekday and Sunday; (2) evaluation of traffic conditions for the year at opening of the proposed project; (3) determination of on- site and off-site improvements and system management actions needed to achieve City of Temecula level of service requirements; and (4) evaluation of the project's percentage of impact to intersections within the study area and determination of the project's fair share contribution for traffic signals in the study area, if applicable. B. Executive Summary t. Site Location and Study Area The project site is located north of Pauba Road between Ynez Road and Margarita Road within the City of Temecula in the County of Riverside. Exhibit A illustrates the project location and traffic analysis study area. 1 LOCATION MAP SITE ~NEW COMMUNITY LUTHERAN CHURCH Temecula, California EXHIBIT A IRobetKahn, John Kain~ Associates, Inc. .) nl nl ! ! The study area includes the following intersections: Ynez Road (NS) at: · Rancho Vista Road · Pauba Road (EW) · Santiago Road (EW) Margarita Road (NS) at: · Pauba Road (EW) 2. Development Description a. City of Temecula Planning Case Number: b. Proposed Land Use: Church and Sunday School c. Land Use Category: 3. Principal Findings a. Required Level of Service: "D" Level of Service With Proposed Development: For Opening Year traffic conditions with the project, all of the study area intersections are projected to operate within acceptable levels of service during the peak hours, with a traffic signal at the intersection of Margarita Road at Pauba Road (see Table 8). The City of Temecula requested that intersections' be reviewed with respect to traffic impacts from 3 the project, in which intersections which will experience an increase of 5% or more in existing volumes because of the project will be evaluated. Based upon a review of existing traffic at study area intersections, the project would have an insignificant impact (five percent or less) at intersections other than those listed in Table 1. Table 1 indicates the project traffic contribution to existing traffic at study area intersections. The project is projected to generate approximately 830 trip-ends per weekday with 135 vehicles per hour during the AM peak hour and 100 vehicles per hour during the PM peak hour. For Sundays, the project is projected to generate approximately 840 trip-ends per Sunday with 35 vehicles per hour during the AM peak hour and 70 vehicles per hour during the mid-day peak hour. Other projects in the vicinity of the site include the following: · Paloma Del Sol · Crowns Hill Based upon a planning level signal warrant analysis, a traffic signal is projected to be warranted for Opening Year traffic conditions at the following intersection (see Appendix "E"): Margarita Road (NS) at: · Pauba Road (EW) 4 1 't 1 i t I I TABLE 1 PROJECT INTERSECTION TRAFFIC CONTRIBUTION TO EXISTINGPEAK HOUR VOLUMES INTERSECTION INTERSECTION EXISTING PROJECT PEAK PEAK HOUR HOUR PERCENT VOLUMES1 VOLUMESl CHANGE AM PM AM PM AM PM Ynez Road (NS) at: · Rancho Vista Road (EW) 764 1,217 62 48 8.1% 3.9% · Pauba Road (EW) 493 793 96 74 19.5% 9.3% · Santiago Road (EW) 386 645 34 26 8.8% 4.0% Margarita Road (NS) at: · Pauba Road (EW) 654 744 41 32 6.3% 4.3% Total of all approach and exiting volumes during peak hcur. Recommendations Complete half-section improvements to Pauba Road to Secondary standards with appropriate transitions for lane drop and add sidewalks adjacent to the project. Construct the project access driveway at Pauba Road, with a minimum width of 32 feet, curb-to-curb. The width of a raised median should be added to this driveway width. Also, curb returns should be provided at this driveway. construct driveway aisles in the parking area with a minimum width of 25 feet. Construct a stop sign/legend bar at the project's exit at Pauba Road. The project should participate on a pro-rata basis on funding city-wide traffic improvements based upon adopted City fee programs. This should include a pro-rata contribution to the proposed traffic signal at Margarita Road and Pauba Road. 6 ATTACHMENT NO. 6 L,-I I ER(S) RECEIVED FOR THE PROJECT R:\S\STAFFRPT\187PA93.PC 12/29/93 klb DEC 28 '83 IG: 10 FROM ULC PAGE.002 Honorable Members of the l~n~g Con~a~ion 4:t1~4 Bu~e,~ Park ~ Tem~, C.~fomia 92590 RE: Planning Applicalion No, 93-0187, Amendment N~ 1 - Public Use Permit Dear Honorable Members of the ~: This lcUer is in r~ to the above referesced development application for the propos~l New Commtmity Lutheran Church to bc located on the north side of Pauba Road, appr~dmately 2,500 feet east of the intersection of Ynez R~ad. My wife and I are the property owners' of ass~aors parc~l number 945-271-025 located at 30410 Colha Verde StEeL Our property lies adjacent to Pauba Road on the north, bounded by the MWD pipeline easement on the west While we are not spex:iflca]ly opposed to this project, we aze rely concerned with several impacts thk dewlo,vmcnt will hav~ on the snffonnd~n~ area, Those impacts alld recommel~ded solutions are as follows: 1. The loss of potentially viable open spacerecreation a~ea within our ~ommuuky should not.be considered so lightly. This as yet vacant stretch of land along Pauba Road ~ at the geoSraphical c~u~r of the city and co, ,ti~uous with the existin~:spor~ par~ the new CRC fac~ity and the ~ pipeliI~e easements, .provides an excellent opportunity for additional open space / rcc~ation ases .wilh~ th~ he, art of Olff COrninfinity. It is r~conizcd that the proposed Plot Plan, Extgbit D, has been ~onfl~red in a s~nsitivc manner rclativc to th~ existln5 h~l~'idc s]o~; minimi~inF. it's developable area and maluL~dng ample open space along ifs western and northern boundaries, is hiShly desireable and acceptable to us. The pending ~proval d this project, however, will set precedcnc~ for future development to occur akmg thi. corridor, thereby d;f-;,L~hin8 this highly desireable open space. It is therdor~ requested *,hat the city mnke an cffort tO mnrim~z~- Ope33 ~c~'~'ecl'ea~oB ~ ~ min~vtif~, flitllZ~ dev=lopment within this stretch of land. In s,m~zT, the cit~ slndd cm~id~r this projea's impact in tcrms of cumuhtivc loss of open Space and potcntial growth induccmcnt along Pauba Road corridor. DEC 28 '93 16:18 FROM ULC PAGE.083 Honorable Members of the Commit-doll December 27, 1993 Page Two The increase in wa, ffic congestion resulting from intensified land us~ in the area is of major concer~ The Foj~c~ propo~ a pre-school as well as a christian day school (K-8), in addition to the typical churchc& Although the curx~-nt. Gcncrd Plato des~-fion of Very Low Residential (2 to 4 Du/A~) allt,w~ such use. s, the comb;nalion of church/school fac~id= wm be highly active seven days a week,.~ tr~mc canges~on in an area already impacted by tratf~ generated from surroandlnE schools and recreation facilities. T?nere is, at-present within approximamly 1Vz mfie radius, mjor ~ psi'ks, The majority ~f these schools as well as sporls parks arc locaW'd on and acccssed by tin'e~ major wads in th~ area; Rancho Vista Road, Pauba Road and M_m"Earita Rogd The hc[easc in traffic produced by thi, project during week day and week end, AM and PM peak periods w~l have si~ificant advene impac~ on these roads, specifically Pauba Road and its intasection with Margarlm Road. Site planning elfore, as. delineated in the pmjcct's Plot Plan, F_.~'bit D, have defined the reall.mament and full.width hnprov~mcnts of Pauba Road along the lancet frontage extending. westerl~ to La Filmavera SReet which is justifi~l~ in order. Pauba Road,however, from the easily bo,~claxy of the project to Margarim Road remains a 25 foot paved section on a narrow ridge line with a fot~-way s~op at Mar~. Road .intersection, which is inadequate to handle additional increases in F/forts should be take~ by the city at this ~m% concurrently with this application, to coordinate and. pmvide f~or dgealization at the intcTseaion of Pauba and Mazgarita Road. Additionally, the ultimate build-out of Pauba Road frmn Margaflm Read wes~dy to l=lb~da Street, r, txodd be completed conc-u~c-nt with the runs'auction of the ~ phase of this project. We understand that these improvemems are pr~eatly incluck:d within the City's Capiud Improveatent~ Budget with a pri~ilty H designation. In order to insure coordination and ins~nntlrm of these improvements with the fast phn~e of this pwjea, ~e request the city m ~onaider a v=-de~tion ~ a prk~ty II to a priority I capital improvement. DEC 28 '93 16:11 FROM ULC PAGE.B04 Honorabl~ Mr. nnb~rs of the COmmission Decemb~ 27, 1993 Page Three Furthermor~ conditions should be placed on' phase m of this project, requiring (1) the pio,i~on of _-_dequate bus trnn-~natton for students in an effort ~o redme traffic impac~ and (2) the prcn~on of appropriate school The ofi~ lzamition as proposed in Pauba Road from the new nlLm~cd r~ction to the e~/~g paved section at the south-easterly comer of the project is too atnupt; westbound motorists must maneauver a slight ~J' turn on a dOWnhill grade prior to the driveway OIRlet nf the proposed f"a~. The tr~n6tion area ~m the ~ side of Pauba Road ~hnuld extamd xvurther east allowing a smoother, mor~ direct line of travel All parking and recreadmn area lig!~g shall bc installed and maintained in ~i,i~ confonnan~ to the Mount Palomar Lighting Regula~om. In addition, all cxlcrior li~htin,~ ¢;r,C~pt for minimum sec~hy lighting, should bc conditioned to bav~ automatio t|m~rS ~t ~O t!ltll Off no later thall 11:00 pm. We appieciate the opportunity to voice our concerns on this project and we appreciate your atten~on to this ma~ter. Richard W. 'ch TOTAL PAGE.004 ** ITEM #5 STAFF REPORT - PLANNING CITY OF TEMECULA PLANNING COMMISSION January 3, 1994 Village Center Design Concept Workshop Prepared By: John Meyer, Senior Planner RECOMMENDATION: The Planning Department Staff recommends the Planning Commission: REVIEW the enclosed material on commercial development, mixed use activities and land use planning, transportation and air quality; and PARTICIPATE in the round table discussion regarding the Village Center Concept. BACKGROUND The Village Center concept is an integral part of the City's General Plan. This workshop will help staff in carrying out this concept and other concepts within the Community Design Element. Over the next year the City will be processing some significant projects. These will be the first projects reviewed under the guidance of the new General Plan. The General Plan includes policies that call for concepts and ideas that have not been previously carried out in this community. As the City reviews and approves these projects we will lay the groundwork for the future development of the community. Some concepts will need to evolve incrementally over time, because of economic or market conditions. Others will and should be carried out promptly as part of the development review process. The purpose of the workshop is to discuss alternate approaches to the application of Village Centers within Temecula. Current trends and philosophies in urban design will also be explored. The intent of the workshop is twofold. First, staff hopes to establish a common language for Village Centers that will help discussions between staff, City Officials, the development community and the public. Second, staff will incorporate the Commission's Comments into a preliminary scope of work for design guidelines. These guidelines are part of the Planning Department FY 93-94 work program. Randy Jackson of the Planning Center will lead the workshop. During the workshop we will discuss: O · · · What Village Centers will do for Temecula in the future The components that contribute to a Village Center Expectations over the next five years Where do we begin R:\S~VC~VCWRKSHP.PC 12130193 vgw 1 During a previous workshop, which was conducted in mid-November, four principles for reviewing new projects were established; These are: What makes this site different and/or unique from other similarly zoned or developed property? How does this project connect with the Community? Who will use this project or who is the project designed for? How will people most efficiently access the project? Does the project contain a focal point or public area/use? Also included in the Commission's packet is a series of articles relating to the workshop. The first article is from "Urban Land" a publication of the Urban Land Institute and is entitled "Putting the Community Back into Community Retail." It is, in staff's opinion, an excellent article that discussing new directions in retail center development. Also Included are articles written by The Planning Center, Cambridge Systems, and by the staff of the Air Resources Board. These articles and accompanying exhibits will provide the Commission with a solid foundation for the workshop. Conclusion The Planning Department proposes to hold additional workshops with the Commission over the upcoming year to help the carrying out of the General Plan, Development Code and similar planning documents. Attachments: 2. 3. 4. Putting the Community Back into Community Retail - Blue Page 3 Retail Development - Blue Page 4 Toward Mixed-Used Activity Prototypes - Blue Page 5 Draf~ Report on: "How Land Use and Transportation Affect Air Quality - Blue Page 6 R:%S\VCWCWRKSHP.PC 12130/93 vgw 2 A'I'FACHMENT NO. 1 PUTTING THE COMMUNITY BACK INTO COMMUNITY RETAIL R:~S~VC~VCWRKSHP.PC 12130/93 vgw in recent commentaries on the de- fects of suburban development pat- terns, the developers of commu- nity or "strip" shopping centers have been particularly viiifled as perpetra- tors of sprawl, congestion, and schlock. Many new concepts--neotraditional plan- ning, transit-oriented developments, and pedestrian pockets--have been offered as alternatives that would, their proponents argue, conserve land, reduce people's reli- ance on automobiles. and essentially bring back the ambience and civic cohesivehess characteristic of small towns before World War II. Community shopping center developers · '~ not responded to critics' c~ll~ for change tor a number of reasons. Many have had lit- fie contact with the new theories and theo- rists. Moreover, current economic conditions discourage building, let alone innovation. And, developers and financing sources doubt that the proposed alternatives would be economically competitive with the standard formulas. Indeed, in today's market, the possibil- ity of satisfying the often conflicting needs and wants of retail developers, shoppers, and community planners is in question. Can small retail centers support community life , town centers once did and still provide an adequate return on investment? What would such centers look like? How would The "strip" community rmil center may De high on efficiency, but it is low on amenin and choices. It is dme ta look at alternatives that rei.tegrm retail with bmader comm.:~/fandiaL COIIlllRlllity Bac'_cinto Retai2 ALEX ACHIMORE IIIll-IIIll-I tll ThmmtsmNan- ml:t~ as an exam- ple .~ how wed the tfadieoml town centre' re~ kxmat can vmrtt But his- adc Nmn.'km is an unusual csse-a Myandstmeak P'mmforKawahle Tovm Center, lta um,.,,~cial .r_'. '..' fore lO,OOO-Bcm pinned hey town inSmthKohela, Hawi include a ~gop- pingcentettow~ sqmm, peW, public o~ce, library, d~ ema, ot~an~ homng. their economic performance compare with the per- formance of standard-format cenmts? Despate its name, a typical community shopping center (defined as a single loaded retail center up to 150,000 square f~et anchored by a grocery store and a drug/variety store) offers precious little to the "community" beyond the efficient distribution of staples. Since the 1930s, low prices and automobile accessibility have been emphasized over service and ameni~es not vital to retail sales. And strip retail, by offering lower priers than possible in Main S~ctt's mom-and-pop stores, has arpabiy contributed to postwar gains in (material) living standards. But other important aspects of daily life were lost along the way to retail efficiency. Paramount among these is the loss of "habitat" for community functions. In older town centers, retail was the giue that connected a myriad of public places govern- ment offices, parks, schools, libraries, and so forth. The intermingling of retail and community facilities created a setting for repeti~ve chance encounters with ~'iends and neighbors that built and strength- ened commtmity bonds. Single-purpose retail envi- ronments may be great for retailing, but the ab- sence f~om them of reasons for lingering and phces in which to linger has contributed m the atrophy of community and neighborhood activities. firetail eflidency is the dominant goal, perhaps retail will move toward more catalog and TV' home shopping sales, reducing the need for shopping centm~. Alternatively, the call by critics for more dvic-mmded development paRems along with a considerably changed economic climate for developing standard strip shopping cen~m's may, in fact, provide opportuni- ties to find better alternatives. The current building recession coincides with the growing popularity of the v~ew that the m~ket is saturated with shopping centers of all types. The resl~onse of shopping center developers to competi- five pressures has been to focus m2inly on cosmetic improvements or to streamline further the retail en- vironment with the introduction of big-box tenants. The response of communities` even in the face of economic hard times, has been to talm developers through a rigorous entitlement process. AB this seems to indicate a growing political/cultural rejec- tion of the standard formats and the need for a bet- ter dialogue between the players to find acceptable Urb~ ~ · A~t199J 'lhe Determinants of ha : One of the first grocery stores m feature a parking lot was constructed on Main Street in Phcetville, C. alifomia, by Tom Raley in 1935. Subsequently, Ralcy and other retailers found locations outside the center of town to be more suitable for their pursuit of ultimate retail efficiency. The public functions along and near Main Street were left behind, be- cause they did not appear to contribute to sales. With the low-volume/high-price formula re- phced by a high-volume/low-price formula, retail- ing's physical plant changed as well. It did not take long for major stores to become accustomed m and demand the by-then familiar strip format, which gave them the ability m auract maximum ~tiimtion in an auto-dominated, competitive---and ovetmilt-- shopping enmess include high visibility fxom a pm~.asmlm -rterial, especially for the anchor tenants. Parking is a single pod ionring all the stores, at substantial ratios (currently five to six and one-half stalls per 1,000 square feet of leasable area). Fences and the arrangement of buildings discourage wall-in traffic from adjacent land uses. Fast food "pads," which also require high visibili.ty, float in the parking lot near the entrances (while not interfering with the sight lines of the major stores or competing for their parking). The srna/ler shops rely on impulse sales from patrons drawn to the major stores and pay much higher rents than the major stores, thereby creating the returns that allow these projem to be financed. The typical commumty center's pro forma lacks suf- ~dent profit margin to support a great deal of pub- lic space or numerous amenities. The financial/mercha~di~ing formula has become the primary determinant of the form of community shopping center. Devdopers seek the maximum re- taft leasing area, balanced against automobile stor- age requirements, that will fit on a given site. Furthermore, in d~e typical community center proj- ect, the developer's f~xm is on early returns, not neces- sarily on the greatest gains over me or on long-term value. Until recently, the entrepreneurial developer needed only enough capital to option land, secure enti- ".ments and financing, and prelease the major ~ores. The developer typically would sell the project as quickly as possible m ins~m~onal inv~tots, rather th:~ hold it for (more mod~t) opeaing profits. In contrast, various attaropts have been made to revitalize older town centers or to create neotradi- tional town centers as alternatives to standard com- munity shopping centers. But most have limited ap- plication. Such forms, it would seem, cannot compete in the broader market with contemporary strip centers. The National Trust for Historic Preservation's Main Street Program, centralized retail manage- ment (CRM), and other initiatives have attempted to improve downtown business distrim through storefront upgrades, streetscape improvements, and shopping center management techniques like the ordination of leasing and advertising. Some efforts have proved successful, but in most cases limited ac- cess, inadequate parking, and small stores pose prob- lems that only high prices or high traffic can solve. Theorists hold up several thriving historic town centers as examples of how the traditional format can still work. They tend to cite classic New Eng- land towns such as Nantocket and Marblehead, which are not only well-heeled communities but also tourist destinations. In these towns, the combi- nation of high-margin sales and augmented traffic sustains the cost of superior building and met- scape design and compensates for limitations on ac- cess and store size. The few cousmd examples of neotndifional town e~nters~ such as Seaside and Windsor (both in Florida), are similarly limited to high-quality, specialty retail that cam to an up- scale local and visitor clienmle. The city of Bres. Ca~.hasa new masl8' plan tetbmademthe fm~:b;nofrmcom- mtmy shopping cmerby~aaddi- aonofrmt-lined cmmcmrs to m~z- by la~ entmam- mem, and rmi- d~r~l land uses. The challenge still facing critics of strip centers is to find a viable format that combines the social bene- fits of a community center with fundamental retail realities. To compete, such a format would have to remgnize that some basic retail t~ends are here to stay. The most important consideration is to allow for reasonably large anchor smres---appro~imately 50,000 square feet for a major grocery and/or vari- ety state--that om offer competitive pri~ing. (Larger stores, such as lO0,O00-square*foot Wal- Marts or Kinarts, can probably never find adequate support in a single community and thus should not be considered as candidates to anchor a true com- munity shopping center.) Major anchor stores will demand plentiful parking (five cars per 1,000 square feet) directly in firont of their entries as well as dear sight fines from a major amrial. A success~al con- r~mporary community shopping center will have to provide such parking and views. Beyond these fimdamentals, there may be some design flexibility. One assumption that can be chal- lenged is the idea that small tenants need to be di- rectly visible firom the arterial. Impulse buying, on ~daich they depend, cannot be nurtured fi~m 400 feet a~ray at 40 miles an hour. Small tenanu can do well as long as they are a short, pleasant walk firm the anchor store and their entrances and signs are dis- cemible to traffic entering or leaving the anchor state or its parking lot The different visibility require- merits of ~mall tenants provide an opportunity to create activity zones in which the automobile is less dominant Banishing the automobile from such zones is aeither necessary nor recommended. l.n fact, all fta'ms ofa-ansport, including automobiles, buses, and s'a~.-~ears, should be soughtto add intm'estaad maxi- ~ La~d ·/lug~ 199.~ 1 mize the on-site population. as long as no single mode, including pedestrian. is allowed to dominate. Another important consideration for more /community-minded shopping centers involves links surrounding land uses. A typical st:tip shopping ~enter faces only one direction, ignoring its sides and back. Housing, offices, parks, entertainment or public facilities could be located, with pedestrian connections, at the unused edges. Such links would certainly broaden the range of activities occurring in and around commumty shopping centers and could ultimately benefit sales by increasing traffic, especially in less visible areas. Shopping enters al- ready have used post offices and libraries success- filly to anchor portions that are difficult m lease to conventional retailers. The s~ip format may also experiment with park- ing design. The sea of parking around centers has grown larger in tandem with store sizes. But large parking lots have become security problems and may ultimately deter customers. From the retail sales perspective, it may make sense to design several smaller lots rather than one large lot, with adjacency and visibility attributes that make patrons feel safe. Creating activity zones, promoting a diversity of forms of transport, forging links to adjacent land uses, and breaking up the sea of parking would go a long way toward adding a community ambience to strip shopping centers. A generic community/retail '~ject might be arranged as shown in the retail pro- .ypes diagram at right Milila~i Town. West of Honolulu, Mililani Town, a 3,500-acre new community being developed by Cas~e & Cooke Properties, provides a good deal more than standard strip retail in its aptly named Town Center, designed by Group 70 International of Honolulu. In addition to traditional grocery stores and drugstores facing a large parking lot, a number of public amenities, gathering spaces, and nonretail services, such as health clinics located within the cen- ter, are linked by pedestrianways. But because the project sits in a sea of parking, the pedestrian steeets do not connect to other logical uses, like a public li- brary that is sited just beyond the parking lot Uptown District. Oliver McMillan/Odmark & Thetan Development's Uprown District urban in~ll project in San Diego gets much closer to the goal of a community/retail center. (See Janice Fillip, "Up- town District, San Diego: Looking at the Future of Mixed-Use Development in American Cities," Urban Land, June 1990 .) A pedestrian street links housing clusters, a community center, and a Ralph's grocery store that shares a parking lot with other retail uses. (Su'ucrored parking under Ralph's and under the housing help achieve an urban density.) Secondary ;ets for ears and pedestrians provide additional raking, as well as sites for commet,:ial streeffront land uses. The flexibility of Ralph's owners was of considerable importance in o_,'eom_plishing the pmjeces · Pad goals of mixed uses and pedestrian orientation. SGPA Architecture and Planning developed the master plan and designed the commerdal architem. Br~a. The emerging edge city of Brea, Califor- nia, seeking a new focus, has developed--with plan- ners ELS/Elbasani & Logan Architects, Rob Wel- lington Qnigley of San Diego, and Andrew Spurlock Martin Poirier also of San Diego--a master plan that broadens the function of its community shop- ping center. While a standard strip center layout provides space for anchor tenants and numerous smaller shops, several connected streets provide parking and retail frontage that will link the strip center to a park, housing, cinema, and other uses within walking distance. The city has selected Watt Commercial Development as developer. Kawaihae. Kawaihae, a 10,000-acre new com- munity being undertaken by the Depa, u.ent of Ha- waiian Home Lands at South Kohala, Hawaii, in- eludes a commercial center that incorporates several diverse uses. Amongthese are atown square, amajor park with a pebllc gymnaslnm, multifamily housing, a post office, a library, restaurants, offices, and medi- cal elinits. Parking will be broken into several pods. The anchors (grocery and drug/variety stores) will face large lots with good visibility and access from arterials. Many of the smaller shops face the town square, along the edges of which street parking will be available. While the square does not open directly onto the large parking lots, it has numerous pedes- u~an and automobile aceess points. Customers walk- ing between the anchors will czoss the upper edge 1993 · Urlnm l. tnd 17 of the square. R.M. Towill Corporation of Hono- Mu and ELS developed the pmiect's master plan, Roadblocks and OppOdah eS The corninertial success of alternative community/ retsil projects depends on visibility for the retail anchors' portion of the project and activity m the ~hidden' m'eas, that is, streets and spaces that do not f~nt on the maior parking lots or artemis. The inclusion ofnonretail at~actinns (anchors) that do not require visibility--such as a post office or com- munity social center--or the provision of links to them can activate such spacr, s. (Other key factors in market viability are convenience, reputation, the selection of gt~ls, and lack of competition from large discounters.) Developing a s'aip center project with public and other nonretail uses entails some added costs and risks. Additional had is an imporcant cost. Without structured parking, plans like Brea's or Kawaihae's require at least 10 percent more land in the retail core than a traditional strip canter. Plans to mix uses encounter various hurdles not faced by more standard formats: zoning reguhtions that often exclude certain combinations, more compli- cared leasing negotiations, the putenfal for addi- tional security and maintenance requirements, and anuservative ~naneing pnctices. Perhaps the principal obstacle to the pm~nit of broader community goals for this type of project is the focus on short-rer~ cash-outs as the primary in- centive for building strip shopping canters. Over time, however, weil-phced and well-planned proj- ects that include special amenities and broader at- tractions may find an investor audience. The mix of uses and provision of extra nortretail anchors could lower inng-term risk, and therefore the tapitalin- tion rate. With the market apparantiy satt~ated with standard strip centers, investors will view any new projec~ with g~ear care. If developors can no longer build to attain an early net operating income high enough to sell projects to investors, long-term value may become the principal objective of st~p center development The hybrid strip center alternative is espechlly promising for new anrnrnunities when the developer plans to hold and operate the commercial center over time and can control the proximity and quality level of adjacent competitive projects. As the exam- pies of many new corrn~unities mak~ clear, financ- ing higher initial sumdards for tow~ centers may produce lower inithl retarns but will yield g~ater long-term value. I-~gher standards create the puten- ~al for less competitive retail pricing. The principal safegoard against uncompeti~ve pricing is to si~e the anchor stores adeqnately. Older w ll-loca in es blished nities that are losing mark~ share to out-of-mw~ discount centers might also lunk to hybrid can~rs, rather than. as they now do, simply punne cosmeuc upgeades, such as signage, paving, and smrefroms. Under today's accepted procedures, even if a community wanted to put "the anmmunity~ hack into a strip center, the means to achien a betre' prooject are limited. Because retail prices must be competitive, low-quality centers set the common standards for devdopment of this product. Pnmur- ing developers to creed these standards thrtmgh no-growth polides, suia~gentdesign guidelines, or special exac~ons will simply put the proiect at a anmpetitive disadvantage. Unless cort~tmp,s in the cornmnmty are willing to pay higher prices for the privilege of shopping and congregating in a supe- rior environment, bett~ alternatives cannot m,l~ it in the marketplace. The solution: The community itself can help shoulder the additional risks and costs involved in creafng a better project The community could fos- ter a climate favorable to the financing and profit- ability ofnonsmdard centers. It could impose spe- cific development standards in conjunction with phcing limits on nearby competition, and thus cre- am sn'ong local market niches for new community- oriented projens. Betause ~nanemg is a major hus- die, a commtmiry might underwrite bond measures to help fmance a project that meets its partinxhr de- sirs. It is in the community's interest to wait for the financial remm on investment in order to anjoy more immediate anvironmental banefits. The costs and details of such arrangesants need to be researched further. Remember, howe~r, that numerous pubno/private pannerships used these com- munity eflbns to produce far more complex prt~cts in center cities during the 1970s and 1980s. Similar parmerships conid work in subnrban communities. First of all, commercial develops and community advocates in the suburbs need to talk to one an- other. Theorists of community form have ~ un- able, on their own, to devise a viable retail format. Retail developers, for their part, hck incentives to put commnnity-otianted concepts into pnc~ce. Reail customers will always be inte/tstat in setvice, conveniance, ambience, and sectairy. These prekrences as well as people's desire to interact in a community setting can become the basis for long~ term compertiveness for commnnity shopping cen- ten. As strip retail development movts sward big- ger boxes, the only advantage it often is lower prices. Protracted entitlement battles indicate that many communities are interested in almrnatiw as- pects of development. Advocates of het~' subudnn land use are missing tremendous opportunities by ignoring the potential for introducing mac anmmu- nity shopping centers. + ~ drddteal, a ~,f~, C'~a~m~van Ur/~ssL,md * A~g~'t199.~ ATTACHMENT NO. 2 RETAIL DEVELOPMENT R:\S~VC~VCVVRKSHP.PC 12130/93 vgw 4 "-Z · · · · · l\ ATTACHMENT NO. 3 TOWARD MIXED-USED ACTIVITY PROTOTYPES R:\S\VC\VCWRKBHP.PC 12130/93 vgw 5 Toward Mixed-Used Activity Prototypes Previous sections of this memorandum have defined mixed-use urban centers, suntmafized the economic influences on the location of different land uses which make up c~nten and reviewed what is known about the ettec~s of these land uses on travel behavior. This section contains a summary of the pnncipal characteristics which define mixed-use urban centers and the outline of a framework which we suggest be used to identify the location and characteristics of urban centers in the Fordand metroFc~ita. fi area for the year 2040. There is no one solution to the puzzle of planning land use and trans- portation for the Portland metropolitan area 50 years from now. If fact, there are many solutions to the location of land uses and transportation infrastructure. All these solutions, however, can be distinguished fr~rn one another in terms of the following sLx characteristics: · Density, · Transportation system mix; · Land use mix; · Design and amenities; and · Rda. tionship to existrig conditions. · S ze When people think of the size of a community they think about many things, including f~eling= of sectmty, neighborliness and scale. While we have presented data which suggest the implications of various size o$ employment centers for innspoliation systems l~qormance, we acknowl- edSe that there are also 'rules of thumb' which may allow people to diffennhat~ communities by size, In any event the de~-xitions for mixed- use urban tenten which emerge from the 2040 process must certainly allow for 'urban centers of various sizes, (numbers of residents and employs). · Density In tin-ms of the relationship between land use and travel behavior. we have presented the case for density beinS the single most use~l criterion for chsract~rizinS residential elenlent of mixed-use urban centers. l:xhibit 2~ identifies the transportetion impfications ot cliffer~nt residential densities. ~ no c~mparable echibit has be~n develol:~d for this memo for density of employn~ent, it should be equally clear that emploF'cnent density can influence transportation system perforn'tance as well as travel behavior. The data analFzed by Cer~ero indicate t~tis fact. Thus L~is characteristic is usel'ul in the developErlent of Eru~ed-use urban center proto~'l~es. · Transportation System Mix As the number of vehicles travelinS between t~vo points by car increases, both the number of lanes and ~he means of access and t'urn~g to end from highway changes. Citizens can visualize the difference between com- m~uuties ser~,ed by two lane r~ads and those served by eight lane limited access highways and appreciate that there are several tyl~es of facilities available in between. In a similar manner public transit systems can be distinS~ished in terms of the fit between the number of passenSers they must carry and the technology appropriate for carryinS those passenSers. However, it is not always productive to focus on the technoloSy required to provide public transportation services. For the purposes of this regional ~ransportation and land use plan, it is probably better to specify the performance characteristics of transit servic~ without identifyin~ whether that particular service will be furnished by buses, some form of fixed rail system or some other means. (There may be differences, however, in the effects which different tectmolo~ies have on development patterns;) We can distinguish urban centers, however, ~ terms of the mix of public va. private motorized transportation which sex'vices them. We can further distinguish them b~ the pr~on of rips to and fr~zn the centers which are made by mesm other than motorized vehicles. These d~st~nctions are use~ and approprUte. · Land Use Mix F, xhibits 20 through 25 afford the reader an oFl~rnmity to understand the relationships between different land uses, both residential and non- residential, and the ways in which these mixes o/land uses relate to trans- portalion systems performance and travel behavior. We certainly can dis- tinguish urban centers by the de~ree to which they are dominated by residences or emplo.vment. We can/urther di6eremiate them, if we choose by the income level, density, style and amenities associated with the housing in the center. In a similar manner we can distinguish urban centers by the kinds of employment they contain. While we think of urban centers as being dominated by either office or retail activity, there is no reason why an urban center don~nated by manu/acturmg or even aS-nculture could not be envisioned. Furthermore we can disting'uish centers by the de~ree to which they offer employment other than the convenience goods and sen'ices needed by residents of the center itself. Lastly, there is room for a number of specialized urban centers including such uses as rec:eation, mant~acturing, airlxn't services or others. · Design and Amenitles The public and eleaed o/.fi~l~ have iocused much of their attention on the distinction benveen pedestrian/transit-oriented developments and the much hrger number ot auto dependent urban centers in the re,ion today. These are important distinctions. However, there may be other design characteristics which are ot interest, though their relationship to transpor- tation systems pedormance may be marginal. The extent of landscaping, the types of building materiala, the size and location d open spaces and other features may be of importance to area residents as well as the effect of certan of there features and aznenities on travel behavior within, to end · Relationship to Existing Conditions Over the nat 50 years there will be a need to hienli/y centers whose form will require the redevelopment of exiseng land uses through a combi- nation of public and private actions. Other urban centers may fill in and grow around existing ones, making use of available underutilized or vacant land. Lastly, there remain-, even within the current UCB bound- aries, opportunities for new urban centers on land vacant or in a~ricultural use. It seems appropriate to consider the need for identitying sites of all thr~ kinds as part of the Re~ion 2040 process. · Prototype Definitions Assuming that each of these six characterStics can take no more than thre different forms, there are 7~9 different F~ssible combinations that might ddine prototypes for mixed-use urban centers in the re,on. Needless to say, there are more than tl'tree variations for each characteristics. Thus the challenge of the ~,040 process is to simplify these characteristics into a small enough number to be manageable, both intuitively and analytically. Toward this end we recommend the framework shown in Exhibit 26. It simplifies the possible combinations of characteristics into a more man- ageable number. F~rst, we may eliminat~ the need to distinguish prototypes by whether they occur on vacant land, through redevelopmerit or infill. These can be considered means to an end rather than an end in itsel/. Secondly, we assume that there exists a consensus among area residents on the advantages of urban design and amemties which support pedestrians, bicycles and transit. We can therefore assume that such design features and amenities are present in all prototypes. (The costs of these amenities merit examination, however.) Thirdly, we can link transportation chanctsristics and density. The mix of transportation characteristics in an urban center will be a function of its densit,/mor~ than anything else. Re~arding land use, we can assume that diversity of income and housing stylag is desirable in all urban center. This allows us to ciistin~sh urben centen in terms of the tylves of employments opportunities offered there. Thus it is possible to choose, say, thne different employment ryl:~s (office, retail other) and generate ciistlnctive urban center protoL?pes as a cause- Lastly, we can simpll/y the many variations in urban center size down to three. Thee ere the na~hborhood/vilhge sQle canter, the subreSionsl Exhibit 26. Mixed Use Activity Center Prototlrpes L~w/ Auto- Dependent Medium/ Mixed Modes H~/ Neighborhood/ $ubre~onal Regional Viilap Cen~r Cenm' Source: CJmbndge 5ysterr~tics, Inc, Neighborhood or village centers might have a few hundred or perhaps thousand households and a few dozens or perhaps hundreds of iobs. At the other exn'eme, reSional employment centers mi~,ht be defined as those with :~0 million square feet of non-residential space or more and a corre- spondingly high level of adiacent residential development. In between, there miSht be a spectrum of subre~xonal centers sized from 2 to 15 wil.on Square feet ot non-residential space end from several thousand to perhaps 10,000 or more households in the viardty, Through this process of simplification, we s~]l can accommodate as many as 27 d~rent Frotot?~es for mixed use centers. If we choose to eliminate land use inch-residential] mix as a variable, we can reduce the options to nine different Proto.types. Further, we acknowledge that auto-dependent proto.types are common and therefore re~]uire no illustration. This reduces the number of proto.t?~s worthy ot research to only six. On closer exarnina~on. it has proven difficult to distinEuish meaning/ully the dff'~erences between activity centers that have "mixed modes" and those which have a high transit orientation. Thus, to facilitate discussion and analysis ot prototypes we have/unher sU'nplified the ma~'ix of six to three. These are the three size variations shown in F. xhibit 26. At each of these levels of size, the specific prototypes described in the subsections which follow have in all cases a relatively hi~,h proportion of trips made on foot and by transit. It is simplest to avoid some artificial distinc~on between a medium and a high level of transit usage and instead concentrate on the size protoL'yFes themselves. A review of these Froto~tF~es discloses useful insights into the widely varying characteristics of the prototypes and the reasons for their evolution and success. The search for appropriate Proto.types is made complicated by the scarcity of places of any size which are not auto dependent. Auto dependence becomes particularly dominant at the scale of subregional centers and neighborhoods, since there certainly are regional centers where travel, domizxated by journeys to and from work, is made in large part by means other than single occupant vehicles. Since urban form generally is str~nSiy influenced by the newest widely used transportation technologies, it is difficult to identi/T places which have developed during the 'automobile age" in a manner which is other than auto dependent The search for prototypes has also been complicated by the fact that many innovative communities developed in the last generation have been developed !:,/single entities (typically Private developers) on large tram of tindeveloped land. Titis su~t, sts that it may be nec~sary to useruble land under single ownership in order to achieve the kind of built environment described here. However these "new tons' are, in the end, similar in terms of their transportation systems performance to communities which evolved inc~ementally as a result d actions by many lmvata developers, planners and otf:h:ials. Lastly, the search has not been confined to the PacLfic Northwest or to the Pacific coast d the United States. Instead it has bee~ essential to examme older cities in the United States which evolved, at least in their initial/era, prbr to the advent d the automobile. In the descriptions which follow, we will not attempt to identi/-reve. y characteristic, nor every advantage and disadvantage, of the places mentioned. Instead our purpose is to describe the place su/ficiently to demonstrate its relevance to the 2040 process, analyze briefly why the places work the way they do, and F~int out what aspects of their character qualiar. them/or use as FotorFpes in the context of the Portland Region's long-range plazu~g process. · Neighborhood Prototypes Where are the neirrhborhocxis which exemplify the densities, mix d uses and transportation system characteristics found in mixed use centers? Outside of the Portland Metropolitan Area one nearby re~ion worth examination is the Puget Sound area, in which such neighborhoods as SeatHe's Queen Anne have been built. Queen Anne, as well as sevenl other dose-in neighborhoods in the city of Seattle, contain a mixture of relatively dense detached dwellings as well as apartments, retail and service establishments and other uses. The Queen Anne neighborhood is friendly to pedestrians because of it's 8rid street system and relatively complete sidewalk network. It is well served by publlc transportation. Its revitsli~ation in the last decade has been the result of not only the quadity of its buildings but also its proximity to downtown employment. Its gentri~ication has proceeded with only modest support from municipal and re~ional policy makes and planners. In the several neiShborhoods are worthy of mention. In hct there are toany from which to cheese. In Bexkeley, the Rockridge and Nox, th Berkeley neighborhoods are both known Eor their mix of residences and small shops, at densities which are well withi.n the reach of those found in central areas of the City of Portland. The restaurants, book stores and othec businessas and services f~und in these neighborhoods make them polndsr destinations not only for neighborhood residents but also for othm dtu~n~ evening and weekend hours. In the Cit3r of San l:rancisco, among the many neighborhoods which are watthy of mantim is the Sgasee ne~Shboxhood on the western slope d the citT. Dominated by a ;rid street system, this neighborhood consists predommandy of two and three stoP/residential structures, with slightly biBher densities on key artefials. The arterials are well served by transit, (both light rail and bus). The ground floor of the buildings on these arteriab is -h.nost exclusively commerciaL, with a complete cross section of goods and services needed by area residents as well as many desired by others from outside the neighborhood. The residential stntctures include owner occupied sin~e fan~ly dweLLinB= as well as "m~ti-famiiy" dwellings with two, four or mote units. This neighborhood, ~ many in maior cities, conehues to evolve in terms of its ethmc and income diversity. in turn, the commercial establishments also evolve to meet the needs of the area's newer residents. The neiFrhborhood was built to accommodate auto- mobiles, howeve, end in this repect it iJ.luswates how such pedestrian and transit friendly neighborhoods can evolve while accommodating auwmob~les. Many of the residences have ~'round f~oor garages: on-street pa~kin~ is also pern'utted. In the eastern United 5tares, we must note two famous experiments in community planning, Greenbelt, Maryland and [tad bum, New Jersey. Both these communities were planned and developed dur~g the 1930s, as part of a short [ived federal initiative in new town pining and develop- mont. Both sin-rive today as mixed income communities where housing is on rehtively small lots and includes both single family and multi-family structuzes. Both thee communities have fu.Lty grade separated pedestrian and bic~'rJe networks, Greenbelt has a con~munity center with convenient shop, recreation and institutional uses including the community school, · ll arranged in a central location. The cu.rv'LUtnear street system provides vehicle circulation within the neighborhood. A network of "Greenbelt" space was oriFally intended to surround the neighborhood, and some of this has been in fedeni oneship for 50 ye~rs. Despite being built during the automobile age, both Greenbe and Radbun~ ate tesemony to the ways in which neighborhoods (or sma]/residenee.[ communities) can be built in a manner which accommodates diversitr, creams a ci~tinct identity, affords easy movement by mean~ of either vehicles or slow modes and represents a ho~t~c vision of commurtity Life. Urdi~e Greenbelt and Radburn, two other eastern commtLvuties worthy of note emerged during the same period of time without the benefit of coordinated development planning. In Massachusetts, the town of Bteekline, which has a histoP/~oing back ovar 330 years, evolved during the first decades of the 20th centu~ as the prototypical Light rail suburb. Along the principle avenue of the cit~ are four stor~ apartment In~ildinBs served by a liBht ~ s~stem. Within the town there are nearly a dozen important neighborhood commercial centers, all accessed easily by pedesmans from adjacent neiShborhoods. While the town development pattern emerged durinB the automobile abe, the presence of transit brouSht about a hiBh level of transit use which continues to this day. Public policies have hellx, d to revir, l;-e several d the commercial aress in the last Z0 years. In the Washington D.C. metropolitan ares, the neighborhood of Nriendship Heights tFl~ies a densi~/of development comparable to dose in West Side Portland neighborhoods, ~ith a mix of sinFie fan~ly houses on 5,000 square ~oot lots combined with mul~i-fsmily devalopme~ts, seine of which are in high rise buffclings. The neighborhood is anchored by a large retail complex, which has been supplenxented in recent years by sn extensive array of restaurants. The area is served by a .stop on the Wash~'cn Metro (heav~ raft) system, and it is well served by buses, The l~'eence of ~ed rail postdated the area's development The neighborhoods described above filustrate the fact that people of all income levels cont~xue to live in nei~rhborhoods wl~ch are dense enough to support one or more transit modes, have well devetol~ed l~edestrian systems, have a mix of local sen'ices su/f'ic~ent to meet the needs of area residents, and have remained, for decades, desirable places to live. With the exception of the two new towns of the 1930s, all of these communities evolved incrementally, constrained only by local zoning standards for buffcling height and I:ndk, permitted land uses, required set backs perkirlg and other traditional regulations, Most of these neighborhoods evolved after the ]x~anty of the automobile was well established, mdicai~ng that such development patterns are well within the reach of today's citizens · Subregional Center Prototypes SubreFional centers can be dist~n~tished from neighborhoods Frincipally by the presence d employment which is not oriented to the needs of nei~,hborhood residents. By combinh~g a concentration of employment of regional significance with the hbric of residential neighborhoods, subreFional centers serve as important can~al places within merropolitan Two historic examples of such centers are Princeton, New lersey and Alexandria, Virginia. Both these communities were settled in the 18th century and still display substantial amounts of development from that century. In addition to Firing their communities a distinctive character, this develol:nnent has accommodated itself to the automobile a~e thrcmgh the conversion of some structures to emplo,vment uses (small pro/essianal oeices, shops and restaurants) and the convesion d others to multi-family use (two to ~tr aparm~enu). The center d each d these communities has renalned livdy to this day, in each case hav~ng been redeveloped, lazyely privately, to accommodate modern o~ce structures of four to six stories in height. Design restrictions have insured their compatibility with the existfall fabric of the community. Both cities have traditionally been served by public transportation and remain so served to this day, with Princeton served by local and reSional bus and train to employment centers in Philadelphia and New York, and Alexandria offering bus and Metro connections to metropolitan Washington and the District of Columbia. Both areas have a rich variety of shops and services, extensive pedestrian activities, traditional Srid streets, a white collar employment base and (as a result of their attractiveness), a relatively affluent set of Other small eastern cities offer examples of what might occur in sub- reSional centers in the Portland area. Burlington, Vermont, that staro's largest city with a population of over 50,000, evolved as a manufacturing community into a largely white collar city dominated by one employer (IBM). In addition, as the seat of the b'niversity of Vermont, it has a large student population. The city has had in recent years aggressive policies favonng public transportation, mixed income housing, which have contributed to its airrent vitality. Other small New F. ngland cities (Pittsfield, Massachusetts, Middletown, Connecticut, Portland, Maine and others) have similar characteristics. All support a modest level of transit, principally work trips with CBD desti- nations. All have an urban form which evolve prior to the automobile. All are Pree standing urban centers but exempli/y the densities, street patterns and sizes of the subregional centers which are currendy emer~i.ng, (with quite different urban torms), in the Portland metropolitan area today. Many other smaller aries, of a size which could be classified as subreBienal centers in the Portland metropolitan area, have high levels of pedestrian activity, a well used public transportation (bus) system, a lively downtown area with shops, professional offices and even small manufacturing districts, and are widely reSarded as models lor liveable cities. Their moot distinctive featme, however, is the presence of a maior college or uhivet- sity. These conmiles include Boulder, Colorado, Davis, Calitotnia, and othen in both the west and east coasts and the heartland of the United States. In fact, when people try to identify communities whose transpor- tation system performance best matches that proposed for the Portland reSion, university and colloSe town tyl~ically come to mind. High levels of transit utilization and extensive pedesman activity in these communities correspond with the pence of a lathe transit dependent student popu- lation. Lastly, a 8:roup ot communities has emer~d in the last two.decades with subreSionzl employment centers where transit and automobile coexist with aS~-essive demand mana~,ement p~e,,.,ms to minimize the prose. of sInFie occupant vehicles. 1:xamploo of thooe communities include Pleasanton, Calitornia, Bellevat, Washington and Walnut Creek, California, While each of these communities is well served by transit (either bus, rail or both) it cannot be said fixat the,/are h'ee of dependence on the automobile. Furthermore, the amcentration of ec~ploFzrxent relative to jobs dis~nguishes them as subreSional empioyme21t centers rather than subre~onal coznmtmities. Nevertheless each serves as an example of haw agFessive pubtic pofic7 can shape travel behavior in auto dependent ewi- · Re ional Center PrototTpes Pordand's central business district is already re~arded widely across the United States as an exemplary urban center. The ~rxd street system, high level of ~edestrian and transit ameraties and mix ot uses all contribute to its well earned reputation. As the downtown cont-inues to ~row during the next 50 Fears, what other cities might serve as models for central Portland's form? Two possible examples are Toronto, Ontario, Canada and Boston, Massachusetts. Both are central cities in metropolitan areas with over 3 million residents. As such they are already larSer than the Poland metropofiten area will be ~0 years hence. However, they offer a level of transit service, combined with a set ot supportive public policies, a history o~ interest in planrang and a quality of life which to serve as excellent examples for how large cities can rerrtam fiveable. Both cities have fixed heavy rail systems, thus distinguishing from Portland today. Toronto's downtown has remained dominated by em- ployment, with relatively few residences within wail~g distance. The cit~ has undertaken poficies to correct this irabalance, and researchers have documented that automobile trips to the CBD have decreased as a resulL Metrope~tan Toronto also has suburban activits/-centers which exemplify the plannmg prxnciples ofinteret to Portland area residents. The ci~ of Boston has a central business d~strict surrounded by low rise but high densiT-y urban neighborhoods. These neighborhoods evolved during the 19th cenrtu7 and have accommodated the automobile with some difficulty. Aggressive parking policies in neighborhoods and employment centers, combined with a high level of transit service and pedesman h'iendl;ness have allowed the cit7 to evolve with relativeiF less automobile dependence than other cities of its size. In addition, it often the example of a dr,/whose central area has split into at least two dis- t~cts, the Dow'ntow~ and the Back Bay. These correspond to dow~ttown Portland and the Lloyd Center/Convention Center areas. Both thee cities offer a rich variety. of information, i~Licies and lessons for Portland area platters and citizens. · Summary Clearly this discussion of prototypes serves only as a be~innin~ l:~int for inquiry, by area residents and officials into 'alternative models available to the Portland metropolitan area. As a ~rou.v, however, they demonstrate the viabifi,t'y of mixed use urban centers of all sizes m the automobile aSe. They demonstrate that there are many means to the desirable end of livabilit-y. They should serve as both ~lustrations of what the Portland area may become and sources of iniorma~ion on how it can achieve its desired vision. ATI'ACHMENT NO. 4 DRAFT REPORT ON: HOW LAND USE AND TRANSPORTATION AFFECT AIR QUALITY R:\S\VC~VCWRKSHP,PC 12130/93 vgw 6 California Environmental Protection Agency Air Resources Board DRAFT THE LAND USE- AIR QUALITY LINKA GE How Land Use and Transportation Affect Air Quality Acknowledgments This report was prepared by the staff of the Air Resources Board's Office of Air Quality and Transportation Planning under the direction and review of Catherine Witherspoon, Assistant Executive Officer, and Anne Geraghty, Manager of the Transportation Strategies Group. The principal author is Terry Parker, Associate Air Quality Specialist, with assistance from Pam Burmich, Associate Air Quality Specialist. and Marc Fioravanti. Stanford in Government intern. THE LINKAGE BETWEEN LAND USE, TRANSPORTATION, AND AIR QUALITY CONTENTS Introduction .............................................................................................1 The Relationship Between Vehicle Use and Air Quality .......................1 The Relationship Between Land Use and Air Quality ............................2 Existing Modes of Travel: .......................................................................2 · Walking ...........................................................................................3 · Transit Use ......................................................................................3 WHAT LAND USE STRATEGIES ARE B~,I ttzR FOR AIR QUALITY? ...................................................................4 Regional Strategies ................................................................................4 Central Business District .................................; .................................5 Urban Density ...................................................................................5 · Residential Density ........................................................................5 · Employment Density .....................................................................6 Activity Centers ................................................................................6 Reurbanization ..................................................................................7 Jobs-Housing Balance .......................................................................7 Neighborhood Strategies ......................................................................8 Mixed-Use Deve, lopments ................................................................8 Integmmd Street Panems .................................................................9 "Traditional Neighborhood Development". ....................................10 "Transit-Oriented Development". .......................................................10 CASE STUDIES: ....................................................................................11 Portland, Oregon: The "LUTRAQ" Project ...................................11 Toronto, Canada .............................................................................11 · Toronto's Strategies Am Working ..............................................12 AIR QUALITY BENEFITS ...................................................................13 OTHER BENEFITS ................................................................................13 · Lower Infrustmcmr~ Costs ...........................................................13 · Affordable and Diverse Housing ..................................................14 ARB-FUNDED RESEARCH .................................................................15 CONCLUSION .......................................................................................15 SOURCES ...............................................................................................16 LIST OF FIGUI~F~q Figure 1: Total Annual Vehicle Miles Traveled in California. 1970-1990 ...............................................................1 Figure 2: Projected Increase in Population and VMT in California. 1992-2005 ...............................................................2 Figure 3: Typical Emissions from an Indirect Source and a Stationary Source .................................................................2 Figure 4: Portion of Personal Trips that are 5 Miles or Shorter - and Purpose of Trips ......................................................................2 Figure 5: Modes of Travel in California. 1991 .............................................3 Figure 6: Travel by Automobile and Transit in Four Cities Worldwide ...........................................................................3 Figure 7: Rates of Transit Use for Commuting .............................................4 Figure 8: Proximity of Residence from a Transit Station and Frequency of Transit Use ........................................................4 Figure 9: Minimum Densities to Support Various Levels of Transit Service ...............................................................................6 Figure I0: Relationship Between Population Density and Annual VMT per Capita .........................................................6 Figure II: Travel Behavior at an Urban and a Suburban Shopping Center .............................................................................8 Figure 12: Integrated and Isolated Street Patterns (diagram) .........................10 Figure 13: Comparison of Characteristics between a "Traditional Neighborhood Development" and typical Suburban "Planned Unit Development". ........................................................10 Figure 14: Transit and Walking Mode Shares in Four Alternative Scenarios (from the "LUTRAQ" projr, cO ....................11 Figure 15: Infrastructure Cosks in Relation to Residential Density .................13 THE LINKAGE BETWEEN LAND USE, TRANSPORTATION, AND AIR QUALITY lntYoduction The ton and shape that growing cities take in the next two decades will have an important impact on the future air quality of Caiifornia's major metropolitan areas. A growing body of literature and research indicates that land use and transportation strategies can reduce vehicle trips and vehicle miles traveled, and thus reduce the air pollution produced by automobiles. Combined with other air quality programs that decrease motor vehicle emissions and reduce reliance on vehicles. land use and transpor- tation strategies can help to reduce air pol- lution. By creating environments that are more conducive to alternative transportation modes such as walking, biking and transit. we can create more "livable" communities ~- communities with reduced congestion, increased personal mobility, and cleaner, healthier air. This report summarizes data currently available on the relationships between land use. transportation and air quality, and will be updated periodically. It also highlights land use strategies that can help to reduce the use of the private automobile. And. it briefly summarizes several reseamh projects funded by the California Air Resources Board (ARB). The Relationship Between Vehicle Use and Air Ouality The air quality in all of Califomia's major metropolitan ames curren~y exceeds State health-based standards for ozone and particulates. This is true despite the reduction of air polhtion from both mobile sources (can. tn~cks and buses), and stationary sources (utilities and other industries). Most of the State's metropolitan areas also fail to comply with state standards for carbon monoxide, another component of "smog." Mobile sources produce more than 50 percent of all smog precursors and over 90 percent of the carbon monoxide in the state's major urban areas.l Today's new cars pollute about ten time less than models pwduced 25 years ago due to Califoroia's strict emissions standards. However, these reductions in emissions am also being offset by increased vehicle travel. During the past twenty years, the total number of "vehicle miles traveled" (V1VIT) in the state has increased twice as fast as the rate of population growth. We are driving more often, longer distances, and we also tend to be driving alone more often. In California. the total annual vehicle miles of travel more than doubled between 1970 and 1990, increasing from 115 billion to over 250 billion miles of travel per year. During the same period of time. the state's population grew by about 51%.2 Total Annual Vehicle Miles Traveled in California, 1970-1990 1~so 's$~s 'see Figwe ] 3 A 1989 poll identified the nation's ten most congested urban areas. One-half of these areas are located in California: Los Angeles, San Diego, San Francisco/Oakland, San lose, and San Bernadino/Rivetside Counties.4 If current vehicle use trends continue, increased Lraffic congestion will result, and average vehicle speeds in the state's major urban areas I CaliL Air Resour~_,s Board, 1993. 2 CaliL Energy Commission. L990. 3 C. aliL Dept. of Transpotlation, 1992. 4 Urblll L,llld hlSlitllTl, [ and [|se In Transition. 199~. will continue to decline, especially during peak-hour commute periods. Increased use of cars and trucks will also counteract many of the air qualit.v improvements that will be gained from stricter emissions controls on new and existing vehicles, the use of cleaner fuels, and other similar measures. Projected Increase In Population and VMT In California, 1992-2005 Populadon VMT Figm 2 The Relatlonshin Between Land Use and Air OualiW The places that we drive in our dally routine. such as shopping centers, schools and univer- sides, employment centers, and medical offices, axe referred to as "indirect sources" by air quality specialists because they attract vehicle travel. The numerous vehicle trips to and from such destinations produce emissions that can be quite significant when compared to the poilutants emitted by typical stationary sources of air pollution, such as power plants. oil refineries and manufacturing facilities. Typical Emissions from an Indirect Source and a Stationary Source Gee (COO) (NO~ ¢CO) ' Figm,~ j5 Vehicles tra~,eting to and from a major regional shopping center located in a suburban area with limited transit service produce a significant amount of carbon monoxide (CO). But, if that shopping center is located in an urban downtown area that is served by a good regional transit system and is accessible by pedestrians, the amount of vehicle travel and related emissions can be much lower.6 · Cold Start Emissions Starting a vehicle that has not been driven for about one hour produces a significant amount of tail-pipe emissions because the catalyst in the catalytic converter is not yet warm enough to fully cornbust the exhaust gases. These are often referred to as "cold start" emissions. The cold start typically produces more than one-half of the total emissions from a vehicle trip under 20 miles in length, and 78% of the emissions from a trip of 2 miles or less.7 Reducing the number of short vehicle trips can thus help reduce emissions from cold starts. Most of our dally trips are less than five miles in length.s Reducing the number of short trips such as these can significandy reduce "cold start" emissions. The location and configuration of land uses in part determines the distances people travel to reach employment sites, stores, houses, and other destinations. These factors also influence which mode of transportation they choose - car, vanpool. bus, train or trolley, walking, or bicycling. Portion Of Personal Trips That Am 5 MIles Or Shorter PURPOSE OF TRIPS Figure 49 6 JHK and Auociatgs, 1993. · 7 Calif. Air Resout~s Board, L/n/reSt Report. 1999. ~ U.S.D.O.T. 1986. 9/b~d, F~NALDRAFT Modes of Trnvei According to a recent statewide study of travel modes in California. about 86% of personal travel is by automobile, motomycle or light- duty truck. Walking and bicycling wgethcr comprise about 9% of total travel. while public transit accounts for only about 2%. Modes of Travel in California, 1991 Public School Bus Walk or TranNt: & Other:, Bicycle: 2,3% 2.1% · "": 'b ,'.~. perBonN 86.2% Vehicle: Fiffure 510 · Walking Walking comprises a small but very important portion of total travel. A vital pan of any transportation system is the linkage between different modes of travel. Providing direct. safe and convenient accessibility for pedestrians and bicyclists at both ends of a trip can encourage walking. bicycle or transit use. thereby reducing the need to rely on personal vehicles for both short and longer trips. Major keys to improving pedestrian facilities include: · direct accessibility - walkers can be easily discouraged by difficult or indirect routes, or by impassable barriers. · ~afetv - walkers are more vulnerable to traffic and other people. Well-lighted. well-observed and spacious walkways increase their sense of security. · attractiveness - walkers prefer an interesting, attractive route, and tend to be tO Calif. Dept, of Tnaslx~ation. 1992. /.zud Air {~uallty k Rapon Pale 3 discouraged by large areas of asphalt and uninteresting walls or buildings. ~ t How far are people willing to walk? People walk at an average speed of about 3 miles per hour, or 260 feet per minute. Most people in the United States (about 70%) expressed a willingness to routinely walk 500 feet (about 1/10 of a mile). About 40% overall are willing to walk 1,000 feet on a regular basis, but only 10% will willingly walk a half mile or more during their normal dally routines.12 · Transit Use Residents of urban areas in the United States use wansit much less, on average, than people living in cities in other pan of the world. Travel By Automobile and TransR in Four Cities Worldwide ,,,. 787s 'r'-- LOS ANGELES SAN TORONTO AM~'ER- FgAN- DAil CISCO Figm'e 6 13 The significan~y higher transit use rates found in other countries can be attributed to a variety of factors, inchcling: urban density, the level and type of transit service available, improved pedestrian accessibility to wansit, the location and concentration of urban activity centers, the availability of parking, the price of fuel, household income, and traffic congestion. A certain minimum level of transit "ridership" is needed for transit districts to be able to provide higher levels of transit service. The quality and frequency of transit service depends in large pan on the number of people II Amenran Lung Association. 1981. 12 Untennan. I9B4. 13 Ksnworthy ami N~vman. 1990. FiYAL DRAFF Jsms 1~3 that use the system. And, the rote of transit use, in turn, is related to the frequency and quality of transit service. its coat, and whether transit can take people to their destinations at convenient times. A variety of types of trait service that work together as an integrated unit, including frequent local bus service. express buses. and light or heavy rail. can also significantly encourage transit use. t4 Compact urban development, especially in proximity to transit stations, can help provide higher ridership levels needed to support good transit service.x5 Accessibility to transit services, the level of trot'tic congestion on streets and freeways, as well as urban form and density, are all important facwrs in determining whether people choose to use transit instead of their own personal vehicles. Several recent studies indicate that higher density and mixed use developments located within walking distance of transit stations do provide significantly more transit riders. A study conducted by the Metropolitan Transit Commission in 1980 surveyed the travel behavior of San Francisco Bay Area residents. Rates of Transit Use for Commuting AVERAGE COMMUTERS COMMUTERS LMNG NEAR *BART' STATIONS F/furs 7 16 This study found that an average of about 8% of the residents of the East Bay portion of the Bay Area (including Oakland and Berkeley) routinely commute to work on the Bay Area Rapid Transit (BAR'I') high-speed rail system. In contrast, a much higher proporion of residents, about 40%, who live within easy walking distance of BART stations, commute to work or school by transit. This rate is five 14 Arkinto 1992. 15 SnohunUsh County Transportaim Authority. 1989. 16 D~akiu. Har~, Skabotdouit 198t. laid U~eqrr, ma~ Ab ~4Bty ~ Rep~t times higher than the typical East Bay commuter's transit usage rate. Results of another study also indicate that commuters who live and/or work within 1/4 mile of a BART station are the most likely commuters to take transit to work. Rates of transit use begin to drop off for people who live farther than 1/2 mile from a transit station. Proximity of Residence from a Transit Station and Frequency of Transit Use Lsu ' ll4mlle Over2 than to miles 114 2 miles mile FiLere 8 17 According to a recent nationwide survey, people who live within 1/4 mile of a trannit stop or station are nearly three times more likely to us~ transit than those who live between I/4 miles and 2 miles from a station. Residents of housing situated within 2 miles of a transit station are almost four times more likely to use transit for commuting than those who live further than two miles from a station. t 8 Providing better access to transit, as well as convenient and comfortable pedestrian and bicycle facilities, can potentially reduce the number of vehicles people need to own, which can save money. On average, it costs about $7,000 per year to own and operate a typical automobile or light-duty truck in Southern California (not including parking fees, frees. or traffic tickets). This equates to a littie more than $600 per month. 19 WHAT LAND USE STRATEGIES ARE BETTER FOR AIR QUALITY? Land uses that enable peopl~ to walk or to use transit, rather than relying primarily on their 17 Bemick. t902. 18 U.3. D.O.T~ 19~6. 19 AAA of Sou01em CAB/, 1992. F/NAtDRAk'T cars for mobility. are better for air quality. This section describes several such land use strategies. and summarizes available dam on their potential benefits in reducing vehicle travel and supporung convenient alternatives, A study of public wansit use conducted in Washington;. D.C., identified key land use programs for making the best use of a transit system: · Promote land uses that generate the most transit trips near stations; · Locate these uses in close proximi.ty to transit station entrances; · Provide high densi.rv land development around stations, including suburban locations. 20 Land use decisions for the areas around transit corridors are critical due to the fixed nature of rail transit and the limited land supply near stops. Such decisions need to be made with a long-term view, as they will last for many years to come. Land use strategies to support alternative travel modes and reduce automobile use are available on both the regional (metropolitan area) and local (neighborhood) levels. Regional Strategies Less costly land prices in fringe areas of most metropolitan areas have helped to disperse development patterns and reduce overall regional densities. This pattern of growth has generally resulted in longer travel distances and increased reliance on vehicles for personal mobility.2~ Specific regional level strategies that can reduce reliance on automobiles as the primary. mode of transportation are summarized below. Central Business District A strong central business district (CBD) has historically influenced the ability of transit 20 JHK & A$$ocim,$. 1987. 21 Sullivan. 1990. /.and Uuff~ districts to provide good service.n Ram of transit ridership are typically higher at downtown sites because of a variety of factors. including: a concentrated number of destinations near the transit stations (such as jobs. shops, public facilities and retail services). higher parking costs. traffic congestion. limited parking availability, and better access to transit at both trip ends,~ A study of the New York Metropolitan ar~a identified similar connections between certain land uses and a successful transit system that serves a large number of people. This study also found that a strong central business district, rather than a highly dispersed employment pattern such as is occurring in many suburban areas. is a crucial ingredient in creatina and supportine a strong transit system. increasing tranm usage rates and decreasing personal vehicle travel.:4 The central business districts of many major cities in the U.S. tend to have a number of high-rise buildings, with some restaurants, shops and other services, but little activity after business hours or on weekends. 25 Providing housing in the downtown and nearby areas contributes to safer and more lively central cities. and reduces the commute for those residents who live and work downtown.26 Residential units in the downtown also tend to increase the use of transit during non-commuting times of the day and evening, which has been found to greatly improve the efficiency of public transiL27 Urban Density The average rate of transit use has generally been found to increase in areas where the overall density of residential and non- residential land uses is higher.2s Concen- trating land uses help to reduce VMT and personal vehicle travel in these ways: · Activities located spatially closer together reduce travel distances 22 JIIK anti ~ 1987. 23 Ibid. 24 Pushkar=v and 7upan. 1977. 25 Ne,A~m~n and Kenworthy. 1989. 26 Jane Jacob$. 1961. 27 Snohomish Counp/Transit Autamhty. 1989. 28 $nohonmb County: JHF~ Cou~t~ of ,~grammato. FINAL DRAFt g-E3 · Higher densities provide a larger number of potential transit riders and support a more efficient transportation system · Activities located closer together facaitate mode shifts from automobiles to walking, biking and transi~ Higher levels of transit service are much more feasible in areas with higher densities of residences, employees and services. The Institute of Transportation Engineers (ITE) has suggested the following general guidelines for m/n/mum densities of residential develop- merit and intensities of non-residential floor area that can provide the ridership to support various types and levels of transit service. Minimum Densities To Support Various Levels Of Transit Service Type nfTransit Minimal level of local bus service (@ one bus per hour) Residential Residential (du/acre) * (mill. Intermediate level of local bus service (@ one bus per 1/'2 hour) 8~20 Light rail transit 9 & above 35 to S0 with feeder buses *(average number of dwelling unils (du) per acre) Figure 9 29 A report published by the American Institute of Architects in 1990 states that the "number- one growth trend of the decade would be the densi~cation of the suburbs." This trend is expected to especially affect the more off'tee- oriented suburbs, which have suffered increasingly severe levels of traffic congestion on highways that were already nearing capacity by the end of the 1980s. The architects also expect this densiflcation trend to lend suburbs "a more urban tlavor, corn- bining the benefits of suburban living with an exciting urban environment." 30 · Residential Density 29 InsImam ofTmporuttimt Engin~rs (IT!~}. 1989, 30 Ufom Land b~limm, Lan~ Use in Trantltlon, 1993. LandtJ~d'/'nmaFs~Maa~t Ajt Chinicy Lidage Relnm Page 6 A 1993 report by the Governor's Growth Management Council points out: *'If the State wishes to preserve mobility, open space and a viable agricultural industry, clean air and environmental quality, and an economy that works, it cannot continue to support traditional low-density land use patterns based on large, single family detached dwellings, nor a transportation system based overwhelmingly on single-occupancy vehicle usage. It must promote alternatives.''31 Large areas of low density housing generally cannot justify or support effective lcvcis of transit service. As noted by the ITE and others, the minimum density threshold for minimal local bus service to residential areas is between four and six dwelling units per acre. At or above seven dwelling units per acre, bus service may be improved to one-half hour from one-hour headways, if this density is clustered and/or maintained over a large enough area to provide suff'xcient ridership. Clusters of medium-density residential areas that average 7-15 dwelling units per acre can generally support frequent local bus service. If such densities are maintained over a large enough area, with good pedestrian acces- sibility, then light tall transit service may also become feasible.32 Heavy rail transit. such as the Bay Area Rapid Transit District (BAR'T) and C'al Train in the San Francisco Bay Area, is generally appropriate for linking major concentrated urban areas. The relationships between different land uses and people's travel behavior have recently been explored in several studies. A 1990 study comparing travel behaviors in several neighborhoods located in the S.F. Bay Area concluded that for each doubling of density, the avenge VMT per capita per year is reduced by 25%-30%. The neighborhoods studied had varying amounts of services and employment, were different distances from the central business district. and had a wide range of transit services.33 A region-wide travel survey conducU~d in the S.F. Bay Am also concluded that there is a 31 Growth Manageremit Council, t993, pg. t I. 32 Snohomish County T~n Amhonty. 1989. 33 Holt~.claw. t991. Jmm -tPP3 definite relationship between overall population density and increased transit availability and use.34 A worldwide study of urban density. travel patterns and transportation facilities in 32 major cities, also supports the conclusion that lower levels of vehicle use are related to urban form and density. This study concluded that urban density has a significant relationship with shifting travel to transit and away from automobiles. It found that for each doubling of population density in cities throughout the wo~d, the average per-capita consumption of gasoline is reduced between 25-30%.3s Most of this reduction is due to higher rates of transit usage, with walking and bicycling playing a lesser though also important role. Relationship Between Population Density and Annual VMT per Capita 0 0 T I I 50 100 150 DENSITY (persons per relldentlal ~cre) Figurt I O · Employment Density The location, size and concentration of different employment activities are also significant factors in determining the type and level of transit service that can be efficiently provided and its eventual rate of use. Employment sites scattered over a large area often attract enough vehicles to create significant traffic congestion, but usually do not generate enough transit riders to sustain convenient levels of transit service. In contrast, industrial fasilities or offices with more closely-spaced buildings that are connected by direct pedestrian routes and 34 D.K~.. 1981. 35 Kenwonay and Newman. 1990. Ah' ~...t;,y L/~ Re/ten served by convenient transit can result in increased use of alternative modes of ravel A study in the Seattle area concluded that transit ridership increases significantly when the density of jobs exceeds 50 employees per acre in centers that provide at least 10,000 jobs.36 A typical threshold for providing good local bus service to employment axeas is between 50 to 60 employees per acre.37 Activity Centers If a variety of activities, such as shops and services, offices and other employment sites and residences, are clustered, they can become lively "activity centers." A network of such centers, or "nodes," can more easily be linked by a transit network to other similar centers and to the central business district. Activity centers served by transit located in suburban areas can also provide accessibility to transit service for surrounding residential areas. Such activity centers or nodes can also retorted to as "Urban Villages" or "Suburban Village Centers." These can significantly enhance the efficiency of transit service and promote pedestrian activity by increasing the number of people with access to transit services. In some cases. the concentration or "intensity" of employment and other activity centers can have an even more significant influence on levels of transit provision and use than the density of residential areas.3s A study of travel behavior at five major regional shopping centers in California was recendy completed for the ARB.~9 The researchers concluded that the location of the shopping centers. the density and mixture of surrounding land uses, and proximity to a high-quality regional transit system, ate the most important tactors in explaining the differences in ravel at the five centers studied. The resuRs of this study show a dramatic increase in transit and pedestrian ravel at malls located in urban areas that are surrounded by dense mixed use development and accessible to a regional transit system. In 36 Seattle METRO. 1.987. 37 Pushkarev and Zupan. 1977. 38 Ibid. 39 JHK and Associate. 1993. FINA/., DRAF]' · Jam, !~ comparison, shopping centers located in low density suburban areas with poor transit service and limited pedestrian facilities tend to have much higher automobile travel rates than their more urban counterpalLs. Over 60% of the 300 customers surveyed at Honon Plan, a major shopping center in the downtown area of San Diego, traveled there by transit or on fool4° In comparison, only 5% of the customers at a comparable suburban center with only limited bus service and poor pedestrian accessibility, traveled to and from the shopping center by bus or on fOOL Travel Behavior at an Urban and a Suburban Shopping Center ~,~ 38% 32% -- ,,~~ I 4% 1% PERSONAL TRANSIT WALKING VEHICLE Mode of Travel to Shopping Center Figure 11 41 Another important conclusion of this study is that land use and transit tactors am much morn important in reducing vehicle trips than a number of transportation control measures, or "TCMs," that were also tested. JHK evaluated ten TCMs appropriate for major regional shopping centers, and found that they would reduce vehicle travel at the centers by only about 5 to 7%, even if several measures are combined. A study of five alternative land use and transportation scenarios in the Seattle, Washington metropolitan area, concluded that establishing a number of fairly concentrated suburban activity centers connected by transit could eventually result in lower levels of VMT and traffic congestion, increased transit use, and less air pollution than the continu- ation of existing land use patterns. Each new 40 Perumelon to cite Honon Plaza granted by Tht Hahn Cn. 41 fill(. 1993. /b/d. A~r {2amity Lbtke~e Pepan Pale sub-center would include a variety of high intensity activities and denser residential areas, but would still remain less important regionally than the m~ior central business district (downtown Seattle).42 Reurbanization The infill. redevelopment and reuse of vacant or underutilized parcels within existing urban areas can help to decrease vehicle traffic, reduce walking distances and support better transit systems. Such strategies also have other benefits: lower infrastructure costs, more efficient delivery of services, increased economic viability of cities. and reduced conversion of agricultural land and open spaces to urban or suburban development. Paying attention to the design, quality, mixture and compatibility of residential and other types of in/Ill projects helps increase their acceptability to neighboring residents and businesses. especially in the case of higher- density infill and redevelopment projects. Jobs-Housing Balance The term "Jobs-Housing Balance" refers to programs that attempt to attract employers to locate in housing-rich areas, and to encourage the provision of housing at prices affordable to the people working in the community. If residential areas are located far from major employment centers. longer commute distances, increased traffic congestion, and significant vehicle emissions usually result. Between 80 to 100% of the new jobs created in the U.S. during the past two decades were situated in the inner to outer suburbs of metropolitan areas.43 Partly as a result of quickly-expanding metropolitan areas, the avenge commute distance in the U.S. has · increased by 25% between 1983 and 1990.'~ Several analyses of hiswfic urban u-ends have found that imbalanees in the redo of jobs and housing tend to eventually resolve themselves over time as more jobs move closer to sub- 42 Puget ~iound Council of Governmenu. L990. 43 Urban Land ln~titutt Land Utt in Tm~,,~'._'_-~. 1993. 44 U.S.D.O.T. 1990. FINAL DR, AFt policies and programs to increase the number of jobs or housing units may help to accclemm this process. Neighborhood Strategies Neighborhood strategies are site-specific measures that can be applied to existing as well as new development or redevelopmeat projects. Combined with overall regional strategies, they can help reduce the vehicle emissions associated with various types of land uses. Mixed-Use Develollments Mixed-use development policies allow compatible land uses, such as shops, offices. and housing, to locate closer together and decreases travel distances between them. Mixed-use development, if properly designed and implemented, can reduce VMT and trips on~site, and can increase transit ridership, especially during the off-peak (non-commute) hours. For example, a mixed-use area containing restaurants, a museum, a theater and retail stores, has a greater potential to generate bus and rail ridership than an area with retail stores alone. Adding housing to the mix of uses can improve the situation substantially.4s Mid-day trips from work for lunch or to run errands can also be influenced by mixed-use strategies. In typical single-use offices parks. · only 3-8% of such trips are currently made by walking. In comparison. in mixed-use areas with good pedestrian accessibility, 20-30% of mid-day travel from offices are by walkingfi6 Recent data on the air quality benefits of mixed-use projects is limited. In 1974, the U.S. EPA and HUD sponsored a study that compared two different types of development. each housing up to 10,000 people. This study concluded that higher density, mixed-use communities could result in 20 to 30% less auwmobile pollution than would be expected from a low-density, single-use subdivision.47 45 Snohon~sh County, 1989. 46 Untenlmn, DavkL 1984. 47 Real F, slam Rssan~ Corp., 1974. PaRe 9 Another study was recently conducted for a proposed suburban "village center-style" development in the San loaquin Valley. Consultants estimated that this project would produce about one-third leas vehicle travel per household, on average, than the vehicl~ travel that would ordinarily occur in a typical single- use, low density suburban housing tract. It also projected that such suburban "villages" could reduce the number of automobile trips by about 13% per household, when compared to the typical suburban development patteru.4a An ARB-funded research project is currently underway to study travel behavior of r~sidents in different types of neighborhoods. This study will provide additional data on the potential advantages of mixed use and higher density land use patterns. (Results are expected to be available by the end of 19933 lnte-rated Street Patterns During the past 20 years, the typical street circulation pattern in developing suburban areas has consisted of a hierarchy of local streets leading to collectors, and then to major artcrisis that connect different parts of a community to each other and to freeways. Collector and arterial streets, which often provide the only connections between different sections of suburban communities, tend to be quite wide to allow vehicles to travel faster. The typical suburban circulation pattern decreases the number of available routes between trip origin and destination points, and places many vehicles on major streets and at signaled intersections during peak hours. This type of circulation pattern often results in much higher levels of tra~'xc congestion. especially during peak periods. Wide streets with fast-moving traffic can be difficult and often dangerous for pedestrians and bicyclists to cross or to share with vehicles. Such thoroughfares can become significant barriers to walking or bicycling and tend to encourage the use of vehicles. even for very short trips. In contrast to the typical suburban street hierarchy, a more integrated street pattern 48 Fehr t. Psens. 1992. FINAL DRAFF '-77 provides multiple routes to desUnations, reducing the distances between two points. In integrated street patterns, overall vehicle travel times are often comparable to the fasmr- moving arterials due to the shorter distances between various origin and destination points,- A study conducted by the American Society of Civil Engineers concluded that gridded street patterns can reduce V1VIT by up to 57% within the neighborhood or subdivision, primarily due to more direct routing between locations, Actual travel times for vehicles were projected to be very similar to those found in typical hierarchical circulation patrams,49 Integrated and isolated Street Patterns Typically found in many older neighborhoods and small towns, integrated street networks have several advantages over typical suburban-style street patterns. They provide a number of route choices, more direct routes for pedestrians and bicyclists as well as cars, and they help to slow vehicle speeds. Slower vehicle speeds create a much safer and more interesting environment for pedestrians and bicyclists to sha~, and reduce noise impacts from vehicles. Trnditionnl Neighborhood Development "Traditional Neighborhood Development" (TND) is a design strategy that emphasizes pedestrian accessibility and the orientation of houses towards narrower, tree-lined, gridded streets, A primary goal of .'LND is to create a land use pattern that makes a easier for residents to walk between meir h6uses, jobs, and commercial services, TND incorporates a small downtown, or "town center," within walking distance of homes, and generally has a higher overall density than in typical suburban neighborhoods. "Most housing units are located within a five- to ten-minute walk of the town center, where commercial services and offices are concentrated."s t Single-family houses are placed on somewhat smaller lots, with front porches closer to the sidewalk and garages typically placed behind the houses, often along alleyways. "Granny flats," or second units, are sometimes built above the garages. A larger number of wwnhouse and other multi-family units are pwvided to meet the objective of locating residences within one-quarter mile (walking distance) of the town center. Comparison of Characteristics Traditional Neighbob hood Desian fiND) · Gridded Streets · Narrower Streets · On-Street Parking & Parking Structures · Shallower Setbacks · Shopping on Main St. · Mixture of Uses Suburban Planned Unit Development · Hierarchical Streets · Wide Streets · (:)if-street Surface Parking Lots · Deeper Setbacks · Strips/Malls · Single Uses Fibare 13 52 49 ICu~-',~n; Walter. e.t. at.. 1990. 50 Sacramento Count~. 1991. 51 Boolu~uk 1992. S2a,~d, FINAL DRAFr Jatw 1~3 Another benefit of this type of development can be that "residents feel they are part of a community, not just dwellers in a subdivision." Several "Neo-Traditional"-style developments have been built during the past several years. A survey of 620 homeowners in four such neighborhoods revealed a high level of satisfaction with their new residences: an overwhelming majority, 84~o, said they prefer their neo-traditional community over a more traditional suburb, even ff they could have purcimsed the same house for the same price elsewhere. Nearly 70% said they like the shallower front yards with houses closer to the street, and more than 60% favored the nattower streets, and 809'0 enjoyed their front pomhes. People also said they like to walk and leave their cars at home and use mass transit. when they are given the opportunity to do 80.53 Transit-Oriented Development "Transit-Oriented Development" (TOD) is a development strategy that can provide another alteroative to typical suburban growth patterns. The TOD concept incorporates an intentional orientation to transit and pedestrian travel, clusters services and other uses in a "town center," and provides a range of housing densities. "TODs" can help minimize the negative effects of new growth such as traffic congestion and air pollution. A "TOD" can be described as: A mixed-use community within an average 1/4 mile walking distance of a transit stop and core commercial area. The design, configuration, and mix of uses emphasize a pedestrian-oriented environment and rainforce the use of office, open space, and pubic uses within comfortable walking distance, making it convenient for residents and employees to travel by u'ansit, bicycle or foot, as well as by car.54 Transit-Oriented Development is receiving serious attention in California. Plans for a new development south of Sacramento, "Laguna West," include a cluster of higher density housing surrounding a neighborhood 53 S~:ram~m B~. May 7. 1993. 54 S~mm~m Cou~, 1991. Air e,,,,t~y Ptle 11 commercial and service center that is convenient to walking, biking and trangilr_$5 Similar projects have also been proposed in San Diego, the San Francisco Bay Area. and other parts of California.s6 CASE STUDIES Portland, Oregon: The LUTRAO Proieet The potential benefits of trnnsit-odented development in new suburban areas is being explored in a major land use and trans- portation planning project in Portland, Oregon. LUTRAQ stands for "Making the Land Use, Transportation, Air Quality Connection." The project is being funded primarily by 1,000 Friends of Oregon, a nonprofit land use group, ~ith support from the Federal Highways Administration (FHWA) and other groups and agencies. The first step of the study was to as~.ss the available transportation models. and then to upgrade Porfiand's transportation model Several existing traditional and u'amit- accessible neighborhoods in Portland were also studied to determine the travel behavior of their residents. This data was also fed the City's model so that the potential benefits in terms of reduced VMT, vehicle trips and air quality could be analyzed for four different land use and transportation scenarios. Projected Transit And Walking Mode She in the year 2010: Four Alternative -~cenarioa No Ffee~ly ' LUTRA~ TODI A~.n el~$$s (Regi~n Only Figm. e l457 55 River West De~lopmenB. 1991. 56 Paint. 1992, 57 Bazlholomew. 1993. FINAL DRAIrt In the "no action" scenario. a new freeway would no~ be built to serve new development in a growing suburban area near Portland. In the "freeway bypass" alternative scenario, a new freeway would be built to serve new growth, and some additional transit service would be added. Each of these two scenarios was projected to result in equivalent overall mode shares for wnllei~g, transit and auto use - about 11% in the year 2010. The "LUTRAQ" alternative is based on more "wansit-friendly" land use planning principles of medium density, mixed use development with a commercial core at the center and extensive pedestrian facilities (TODs). Higher levels of light rail and bus service would be provided, but no freeway bypass would be built m serve the new development area. The LUTRAQ alternative was projected to result in an overall, region-wide mode split of about 16% by 2010, about 5% higher region-wide than for the first two scenarios. Analysis of the fourth scenario is limited to the newly-developing suburban area only, and does not include the entire Portland region. The projected benefit of this TOD-oriented development pattern would total about 21% walking and transit. Such a land use plan is expected to be able to accommodate 65% of the new households and 78% of the new jobs projected for the newly-developing area, within walking distance of transit service. This study provides evidence that land use parteros can significantly reduce automobile travel when combined with improvements in transit service, as well as transportation pricing policies. On the basis of this information, the Oregon Department of Transportation will include the LUTRAQ alternative as one of the project scenarios to be studied as pan of an enviwnmenml impact statemere (EIS). Some results of this study ate also being used in a set of state-wide land use guidelines for local governments. Portland is already enjoying the benefits of its previous land use and transit programs: there have been no violations of federal ozone standards in the past three yeats, compared to a previous violation record of one day out of eveW three. Although the downtown area has experienced a 50% increase in employment (50,000 new jobs), there have been no bud Ue'T~ Air ~ L~p Repo~ Pa~ ~2 additional automobile commute trips, as 43% of commuters take public trans'tt downtown.ss Toronto, Canada Over the past 30 to 40 years, the city of Toronto, Canada, has purposely reversed the trend towards increased vehicle use, less transit and lower densities found in most North American cities. Toronto is viewed as a good example of how transit and land use can be effectively integrated to create a less automobile-dependent urban environment. Toronw is ranked between the automobile orientation of most North American cities and the transit, walking and cycling orientation of many European cities. Urban density and public transit use rates in Toronto are high by North American standards, while personal vehicle use is significantly lower despite a high automobile ownership level. Toronto has one of the best public transit systems in North America. The effective linking of urban land uses to transit, particularly the rail system, is seen as the primary reason for Toronto's success. The city's denset, mixed-use neighborhoods offer diverse opportunities for residents, with minimum travel time and cost. They provide a quality residential environment with walking or transit accessibility to a variety of urban amenitles, including open space and recreational facilities. The population of the greater Toronto metropolitan area is about 4 million, and is expected to increase to over 5 million residents by 2011. The expected population increase during the next 15-20 years will be almost entirely accommodated by a vigorous program of inffil and redevelopmeat. Most new development will consist of higher density, mixed-nse projects focused around existing or proposed rapid transit facilities, especially within the downtown area. A long-term and vigorous "joint development" program is also providing some of the funding needed w consu-uct new transit lines.59 58 U.S. Envimnmmal Pmectmn AgentS'. 1993. 59 Kenwo~hy. L991. FINAL DRAFT Jaea 1993 · Toronto's Strategies Are Working More than 80% of people attending events at a new sports stadium near downtown Toronto (the Sky Dome) arrive by transit, despite the availability of parking close to the stadium. Several other statistics illustrate the success of Toronto's re-orientation to transit: · 17% of all travel in the city is by transit (compared to 4%, on avenge, in U.S. cities. and less than 1% in Detroit. Michigan, across theCanadian border); · 31% of all commute travel is by transit (compared to an overall average of 12% of commute trips in U.S. cities); · Over 80% of all trips into downtown Toronto am made on public transit: · 15% of the people living in the downtown area walk to work; · 75% of the customers at several large retail centers in downwwn Toronto ' arrive by public transit; AIR OUALITY BENEFITS The California Clean Air Act directs air quality districts to develop indirect soume programs addressing land uses as part of their 1991 air quality management plans.6° Most local and regional air plans do include such provisions. Implementation of these commit- ments will requite the cooperation of local governments and other decision-makers in order to be successful. ARB staff has estimated the potential success of a comprehensive indirect source control program in reducing the use of vehicles. A reduction of from 20 to 50% in personal vehicle use could potentially be realized within specific developments if they successfully incorporate the land use and transportation strategies listed in this report.6~ The example of Toronto's success illustrates the benefits of a more comprehensive approach to land use and transit planning. Implementing one or two strategies by themselves may not shift a significant number of vehicle trips to alternative travel modes. But. if several measures are combined. such as increased transit service. reurbanization. mixed use development. reduced parking, and others presented in this report. then much more significant reductions in VMT, vehicle trips, and air quality benefits can be realized. The results of the LUTRAQ study indicate that an increase in the rote of transit use, walking and biking of about 5% ov6rall in a region is eventually possible from an appropriate mix of land use, transit, and other similar strategies.62 Such a shift would significantly reduce the emissions from the use of vehicles for personal mobility. OTHER BENEFITS Many benefits besides air quality potentially can result from the land use strategies listed in this report. These potentially include: decreased infrastructure costs from new development for local governments, con- sumers and developers; an increased supply of affordable housing and more diverse housing choices; reduced traffic congestion; more convenient accessibility to stores and .services; lower energy usage by buildings and auto- mobiles; the preservation of open space; and increased mobility and accessibility for children. the disabled, and elderly residents. · Lower Infrastructure Costs Capital costs for building and maintaining roads, water, utilities and sewer facilities for low density developments in suburban fringe areas are up to 50% higher than for more compact development located closer to existing urban areas. According to a study of infrastructure costs in Florida. the average cost in 1989 of providing typical urban services to a development with an average density of only three dwelling units per acre, located ten miles from central facilities and employment centers, was about $48,000 per house. In contrast, the average cost of providing the same services for a home in a development that averages 12 dwelling 60 CaliL Air R~out~s Boa~L 1993. 61 CsliL Air R~out~ss Boreal July 19~0. Air ~.-.tt~ Lldm~ Rell~ 62 Bartbolomsw, 1993. FINAL DRAFF 'Ira 1~ units per acre and is located closer to an urban center was about one-half as high, or $24,000. Infrastructure Costs In Relation To Residential Density LOWER DENSITY MI;DIUu DEMSlIY (a units pc- able) (I:i a pet artel Average flutuber of Dwelling units per acre Figure 15 63 These figures illustrate that lower density development in suburban fringe areas typically requires facilities and services that are much more expensive to provide than in more compact neighborhoods located closer to existing urban areas. In California. such costs for new development are typically either charged to home purchasers, increasing the price of new housing, or absorbed by developers. Subsequent operating and maintenance costs for services are born by local taxpayers. · Affordable and Diverse Housing "Area Housing Costs Hinder Efforts to Attract Businesses." 64 This newspaper headline illustrates that regions with high housing costs find it more difficult m compete economically with areas that have a lower cost of living. A recent survey of 3,400 U.S. companies concluded that lower real estate costs and the efficiency of local transportation systems are two of the most important consid- erations in corporate relocation decisions.6s California's high housing costs. combined with dramatic changes in household size and other factors. have resulted in a major shift in consumer demand for housing.66 According to the Urban Land Institute. as average 63 gamowskl. 1992. 64 Sacrmnento Bee, 1992. 65 Urban Laud Instime. January 1993. 66 Mey~n. 1992. /..atut tYu, rfnmspm.maon/ Ait ~,-t~y t,beb~ RelN~n i*qe 14 household sizes continue to shrink, housing pret~rences and needs are affected. The proportion of traditional "nuclear" families (with two adults and one or more children), has significantly shrunk during the past twenty years. Such families accounted for only 26% of all households in the U.S. in 1990, down from 40% in 1970. During the same time period, the percentage of single adult, single parent, and roommate households increased from 30% of the total in 1970, to 44% in 1990.67 "Unmarried home- owners are much more likely to choose a condominium or attached townhouse instead of a single-family house than are married homeowners.''68 A wider variety of housing styles. densities and prices is needed to address these changing needs. Higher density housing may not be for everyone, but it has a significant and growing market "niche." These trends also point m increased demand tbr housing that is more affordable. The Governor's Growth Management Council Report points out: "the failure of growth in Calitbrnia today is the young worker with a family who must drive two hours to work in order to find affordable housing.''69 The Growth Management report also claims that the housing market must work better m respond to actual housing needs. Nearly 1.8 million new housing units will be needed during the next five years .iust to meet projected increased demand in the state. 700,000 of these need to be affordable by households with lower incomes.7° First-time home buyers in 1992 purchased nearly 50% of all housing units that were sold in Calitbrnia. Some developers have been building single-family housing with avenge densities of between 7 to 14 dwelling units per acre, many of which have been sold to fixst- time buyers with limited downpayments.71 Densities such as these can be high enough to provide the ridership transit districts need to 67 1990 U.S. Consus. 68 Urban Land Institute. Land Uxe in Transition. 69 Growth Management Council. Janunto/t993. 70 IICD. 1992. 71 Sacramento Bee. F~b. 2t. 1993. FINAL DRAJ;T Jut 19P3 support convenient levels of transit service, especially if stations are easily accessible to nearby neighborhoods. The availability of transit and pedestrian facilities near housing and employment centers can potentially reduce a household's transportation costs by decreasing the number of vehicles needed for commuting. An average of about $7,000 per year could be saved for each vehicle that a family doesn't need to purchase, freeing up to $600 per month for other expenditures. ARB-FUNDED RESEARCH The relationships between land use, transportation and air quality are quite complex. The AP,.B and other groups. such as the national Transportation Research Board. am funding research projects that will expand our understanding of the interrelationships between land uses, transportation, and air quality. One of the goals of this research is to better understand how local land use decisions can affect wanspormtion choices, and to make the data and findings available to local governments and other decision-makers. An ARB-funded project curren~y in progress will provide more information about the quantitative relationships between residents' transportation behavior and the densities, mixtures of land uses, and transit accessibility in six San Francisco Bay Area neighborhoods. This study, conducted by the University of California at Davis, will be completed and available during the latter part of 1993. Another study investigated travel behavior at five regional-scale shopping centers: two in southern and three in northern California. This study, which is briefly summarized on page 8, is discussed in a report that is available from ARB's Research Division. Another new ARB-funded prnj~ct will analyze several different combinations of land us~ scenarios and transportation systems to determine their potential benefits and impacts in terms of VMT and vehicle emissions. The scenarios to be analyzed include typical urban, suburban and rnral communities in California. A book entitled Land Use Strategies for More Livable Places. is available at no cost from Pag; 1.~ ARB's Publication Office.72 Prepared by the Local Govemraent Commission, it discusses many of the land use and transportation strategies presented in this report. It also introduces a new set of land use guidelines referred to as "The Awhahnee Principles," which the American Institute of Architects has distributed nationally. These principles have also provided the basis for a series of workshops the Local Government Com- mission has recently conducted for local government elected officials and planners. CONCLUSION Land use and transportation strategies, such as those described in this report, are important for the tong-ten improvement of Califomia's air quality. The Air Resources Board encourages local governments and other agencies, as well as land use developers. to begin implementing these strategies in new and existing communities. In addition to these strategies, other air quality programs and regulations designed to decrease reliance on vehicles for travel, reduce vehicular emissions, and control stationary sources of air pollution, axe also important and necessary ingredients in the recipe for cleaner air. As the Governors Growth Management Council report points out: "California cannot support a population growing past thirty million people based on existing housing and transportation patterns without unacceptable economic, social and environmental costs. Such housing and transportation patterns use too much land, are wo spread out. requLre too much infrastructure, create wo great traffic congestion, have adverse air impacts and other environmental costs, and simply cost too much. The State cannot afford it. as a financial matter. Most people could not afford it, either, if they bore the full costs of these housing and wansportation patterns. What may have been possible with ten or even twenty million people is simply not sustainable tbr a population of twice that much in the same space.''73 72 Local Govemn~nt Commission, 1992, 73 Growth Mariapro{mr Courteft, 1993. pnges Z 1-12. -: FINALDR.~F """:""' e'_a SOURCES AAA of Southera California. Your Driving Casts in Southern California. 1992. American Long Association of Sacramento-Emigrant Trails. "Commumty Transportation Plan." Sacramento Transportation Coalition. 1981~ Atkins. Diana. Parsons B~nckerboff Quade & Douglas. Inc.. Sacramento Office. personal conversation, December 9, 1992. Bartholomew. Keith A., "A Tale of Two Cities." paper prepared for the Air and Wast~ Management Association confence. 1993. Beraick. Michael. and Munkres. Jason: "lncentives~,r Trip Redaction Through Location of Housing Near Califoroia'sRailTransitStatinns."Draft. UniveniW of California. Berkeley. Institute ot' Urban and regional Development/National Transit Access Center. Febrth'u'y 1992. 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Indiana University Press, 1977. Real Estate Research CorpomUon. The Carts of.~rawl. U.S. HUD & EPA, 1974. River West Developments. "Laguna West Honored by Partners for Clean Atr,' La.ouna West. January. 1991. Sacramento Bee, "A~ Hotne Prices Rise. So Does Density," Sunday, Feb. 21, 1993. Sacrnmentu Bee, 'A Skeptic's Conversion: Doubter's Own Study Backs Neo~Traditional Development," referencerag a study. conducted by John Schleitner, Marker Perspectives, Match 7. 1993. Sacramento County, Department of Planning, by Peter Calthorpe & Asseeinte.s, "Transit-Oriented Design Guidelines," 1991. Seattle METRO, 'Encouraging Public Transportation Titrough Effective Land Use Acnons. " May, 1987. Smilh. Stgven. "Considering the Pedestrian. Site Planning in the Suburbs" TR NewS, 1992. Snohomish County Ttunsportation Authority, "A Gu/de to Land Use and Public Transportation for SnohonUsh County, Washington," Deeemlxa', 1989. Sullivan, Arthur M. Urban Economics. Hom~wood, Illinois, Richard D. 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"Accomtnodating Land Use and Transportation Planning," April 1993. U.S. Environmental Protection Agency, public presentation by William Schroeer, Policy Planning and Evluation Office, Washington D.C., July 29, 1993. For additional information or copies of this report, please write to: California Air Resources Board Office of Air Quality and Transportation Planning P.O. Box 28 I5 Sacramento. CA 95812 lit FINAL DRAFT Z~ ~z