5.9 TRANSPORTATION AND TRAFFIC

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1 5.9 TRANSPORTATION AND TRAFFIC This section evaluates transportation- and traffic-related impacts that have the potential to result from the construction and operation of the Project. Information and analysis in this section is based on information provided in a traffic report titled: Kenwood Village Project, City of Goleta, California, Updated Traffic and Circulation Study (Associated Transportation Engineers, 2016), which is provided in Appendix D. The traffic analysis follows the s traffic study criteria and has been peer-reviewed and accepted by the City s Public Works Department (El-Guendy, 2016) Physical Setting The project site is at 7300 Calle Real, on the north side of U.S. Highway 101 (U.S. 101) between Baker Lane and Elwood Station Road, in the western part of the. The project site is vacant and there is currently no direct roadway access to the site. The roadway segments and intersections listed and described below were selected for analysis, and Figure depicts the street network in the vicinity of the project site. Roadway Segments Calle Real west of Glen Annie Road Storke Road north of Hollister Avenue Intersections Cathedral Oaks Road at Glen Annie Road Hollister Avenue at Storke Road U.S. 101 northbound ramps at Storke Road U.S. 101 southbound ramps at Storke Road U.S. Highway 101 is located south of the project site and provides regional vehicular access to the project property. The highway is a major north/south-oriented freeway connecting the Los Angeles metropolitan area to the San Francisco Bay Area. Locally, the highway connects the to Santa Barbara, Carpinteria, and San Buenaventura (Ventura) to the south and Buellton, Lompoc, and Santa Maria to the north. Access from the highway to the project site is via the Glen Annie Road / Storke Road interchange (east of the project site). Calle Real is located along the project site s southern frontage and is a two-lane arterial roadway that extends between Glenn Annie Road to the east and Winchester Canyon Road to the west. A proposed driveway connection to Calle Real would provide access to the project site. Storke Road-Glen Annie Road is located east of the project site and is a north-south arterial roadway that varies between two to five lanes and extends between Cathedral Oaks Road 5.9-1

2 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Project Area Roadways

3 to the north and El Colegio Road to the south. Storke Road provides freeway access to the western portion of the Goleta Valley area via an interchange at U.S North of the interchange, Storke Road becomes Glen Annie Road and extends as a two-lane road to Cathedral Oaks Road. Hollister Avenue is located south of U.S. 101 and is a two- to four-lane east-west arterial that extends easterly from its terminus at the U.S. 101-Calle Real/Hollister Avenue interchange through the community of Goleta, connecting with State Street in the City of Santa Barbara. Hollister Avenue serves at the major alternative east-west travel route to U.S. 101 in the Goleta Valley area. Cathedral Oaks Road is a two- and four-lane arterial roadway north of the project site. This east-west roadway extends from Goleta to Santa Barbara, providing an alternative travel route to U.S. 101 and Hollister Avenue. Roadway Operations Existing average daily traffic (ADT) volumes for the key roadways in the study area are shown on Table and Figure These traffic volumes were obtained from traffic counts conducted by the City in The segment of Storke Road north of Hollister Avenue was recently widened to include three travel lanes in the northbound direction (five lanes total). The data presented on Table indicates that the study-area roadways currently carry volumes within the City s acceptable capacity designations for arterial roadways. Roadway Segment Table Existing Average Daily Roadway Volumes Roadway Classification Geometry Acceptable Capacity Existing Average Daily Trips Calle Real west of Glen Annie Road Major Arterial 2 lanes 14,300 9,800 Storke Road north of Hollister Avenue Major Arterial 5 lanes 47,000 34,100 Source, ATE, 2015 Intersection Operations Traffic flow on urban arterials is most constrained at intersections, therefore, detailed traffic flow analyses focus on the operating conditions of critical intersections during peak travel periods. Intersection operations are rated using Levels of Service (LOS) A through F, with LOS A indicating free flow operations and LOS F indicating congested operations. The minimum acceptable operating level of service for intersections within the City is LOS C, with the exception of the Storke Road at Hollister Avenue intersection, where LOS D is considered acceptable

4 Not to Scale Source: ATE, 2016 Kenwood Village Project Figure Existing Traffic Volumes

5 Existing peak hour traffic volumes for the study area intersection were obtained from traffic count data collected by the in Figure presents the existing peak hour turning movements for the study area intersections. Figure illustrates the existing lane geometry and traffic controls for the study area intersection. Table lists the type of traffic controls and the LOS for the study area intersections, all of which are controlled by traffic signals. Levels of service were calculated based on the Intersection Capacity Utilization (ICU) methodology adopted by the. The analysis for the Hollister Avenue/Storke Road intersection assumes recently implemented improvements to the northbound approach. As shown in the table, all study-area intersections operate at LOS C or better during the morning (A.M.) and evening (P.M.) peak hours, which is considered acceptable based on the City s LOS operating standards. Table Existing Intersections Levels of Service A.M. Peak P.M. Peak Intersection Control V/C LOS V/C LOS Cathedral Oaks Road at Glen Annie Road Signal 0.64 B 0.54 A U.S. 101 northbound ramps at Storke Road Signal 0.69 B 0.64 B U.S. 101 southbound ramps at Storke Road Signal 0.70 B 0.75 C Hollister Avenue at Storke Road (a) Signal 0.54 A 0.72 C (a) Assumes recently implemented improvements to the northbound approach Source, ATE, Regulatory Setting General Plan/Coastal Land Use Plan Policy TE 4.1 sets a standard of LOS C for City roadways and intersections. Policy TE 4.2 establishes a modified standard of LOS D (0.89 V/C) for the Storke Road at Hollister Avenue intersection. The Goleta Transportation Improvement Program (GTIP) was established in 2004 to collect funds to implement future identified improvements within the City. The Project must pay Development Impact Fees (DIFs) adopted for the purpose of requiring projects to pay a fair share of transportation improvements associated with cumulative development. Fees must be paid before the City issues a certificate of occupancy Thresholds of Significance The traffic impact thresholds were used to assess the Project s trafficrelated impacts. The thresholds used for this analysis are listed below

6 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Existing Lane Geometry and Traffic Controls

7 a. The project will result in a significant impact on transportation and circulation if proposed project traffic increases the volume to capacity (V/C) ratio at local intersections by values shown below: LEVEL OF SERVICE (including the project) INCREASE IN V/C (greater than) A 0.20 B 0.15 C 0.10 D E F 15 trips 10 trips 5 trips b. The project s access to a major road or arterial road would require access that would create an unsafe situation, a new traffic signal, or major revisions to an existing traffic signal. c. The project would add traffic to a roadway that has design features (e.g., narrow width, roadside ditches, sharp curves, poor sight distance, inadequate pavement structure) that would become a potential safety problem with the addition of project traffic. d. The project would utilize a substantial portion of an intersection s capacity where the intersection is currently operating at acceptable levels of service, but with cumulative traffic would degrade to or approach LOS D (V/C 0.80) or lower. Substantial is defined as a minimum change of 0.03 for intersections that would operate from 0.80 to 0.85, a change of 0.02 for intersections that would operate from 0.86 to 0.90, and 0.01 V/C for intersections that would operate greater than 0.90 (LOS E or worse) Impact Evaluation Project Trip Generation. The Project would construct a neighborhood consisting of 13 single-family homes and 47 townhouses. Project-generated traffic was estimated based on the 2012 Institute of Transportation Engineers (ITE) Trip Generation Manual. The rates for Single Family Detached Housing (Land Use Code 210) and Condominium/Townhouse units (Land Use Code 230) were used to forecast Project-generated traffic. Table shows the estimate trip generation for the Project. As shown, the Project would generate 397 average daily trips, including 31 trips during the A.M. peak hour and 37 trips during the P.M. peak hour

8 Table Project Trip Generation Average Daily A.M. Peak Hour P.M. Peak Hour Land Use Size Trips Trips Rate Trips Rate Rate (in/out) (in/out) Single-family homes 13 units (3/7) (8/5) Attached townhouses 47 units (4/17) (16/8) TOTAL 60 units (7/24) (24/13) Source: ATE, 2015 Traffic Distribution. Traffic distribution and assignment patterns for the traffic generated by the Project were developed based on existing traffic flows and consideration of the retail, school, and employment centers in the surrounding area. The Project s traffic was distributed to the local roadway system as described below and shown on (Figure 5.9-4): U.S. 101 by traveling west via Hollister Avenue: 5% U.S. 101 by traveling east via Storke Road: 50% Cathedral Oaks Road traveling east: 10% Hollister Avenue east of Storke Road: 10% Hollister Avenue west of Storke Road: 10% Storke Road south of Hollister Avenue: 15% Long-Term Impacts Roadway Segment Impacts. Table shows the existing and existing plus project roadway volumes for Project study area road segments, and post-project traffic volumes on Project area roads are depicted on Figure As indicated in the table, after the addition of project-generated traffic, Calle Real west of Glen Annie Road and Storke Road north of Hollister Avenue are forecast to operate within their acceptable capacity ratings. Therefore, the Project s impacts to the operation of local streets would be less than significant (Class III). Road Segment Calle Real west of Glen Annie Road Storke Road north of Hollister Avenue Source, ATE, 2015 Table Roadway Volumes with Proposed Project Acceptable Capacity Existing ADT Project Added ADT Existing +Project ADT Significant Impact? 14,300 9, ,177 No 47,000 34, ,239 No 5.9-8

9 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Project Trip Distribution and Assignment

10 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Existing Plus Project Traffic Volumes

11 Intersection Impacts. Table shows the existing and existing-plus-project A.M. and P.M. peak hour LOS at study area intersections, and post-project development traffic conditions at local intersections are depicted on Figure The data presented in Table show that study area intersections would continue to operation at LOS C or better with the addition of Project-generated traffic, which meets the operational standard adopted by the City of Goleta. Therefore, the Project s impacts to the operation of local intersections would be less than significant (Class III). Table Intersection Levels of Service with Proposed Project Intersection Cathedral Oaks Road at Glen Annie Road U.S. 101 northbound ramps at Storke Road U.S. 101 southbound ramps at Storke Road Hollister Avenue at Storke Road Cathedral Oaks Road at Glen Annie Road U.S. 101 northbound ramps at Storke Road U.S. 101 southbound ramps at Storke Road Hollister Avenue at Storke Road Source, ATE, 2015 Existing + Existing Project-Added Project V/C LOS V/C LOS Trips V/C A.M. Peak Hour Significant Impact? 0.64 B 0.64 B No 0.69 B 0.70 B No 0.70 B 0.70 B No 0.57 A 0.57 A No P.M. Peak Hour 0.54 A 0.54 A No 0.64 B 0.64 B No 0.75 C 0.75 C No 0.71 C 0.71 C No Access and Circulation. Access to the project site would be from a new driveway connection to Calle Real, and emergency access would be provided by a gated connection to Puerto Drive at the northeastern corner of the site. The main project site driveway would have one inbound lane and one outbound lane. Calle Real would continue to have one lane in each direction, one bike lane in each direction, and a sidewalk along the project site frontage. Based on the City s design standards, a left-turn lane would not be warranted for eastbound left-turns into the project site. Table shows the peak hour operation characteristics for the project driveway and includes cumulative traffic volumes projected to occur in the project area. As

12 shown in the table, the driveway would operate acceptably considering the volumes forecast for the project and adjacent street. Table Proposed Project Driveway Levels of Service Intersection A.M. Delay A.M. LOS P.M. Delay P.M. LOS Project Driveway/Calle Real Inbound left turns Project Driveway/Calle Real Outbound left and right turns Source, ATE, seconds A 8.4 seconds A 20.1 seconds C 15.0 seconds C Sight distances were also assessed at the Calle Real driveway to determine if drivers would have unobstructed view sufficient in distance to safely exit the driveway. The view of a driver in a vehicle departing the project driveway must be unobstructed along Calle Real for a sufficient distance to anticipate and avoid potential collisions. The corner sight distance standards in the Caltrans Highway Design Manual were used to determine minimum sight distance requirements for the proposed driveway. The posted speed for this segment of Calle Real is 45 MPH. Based on the criteria contained in the Caltrans Manual, 495 feet is the minimum required sight distance for a 45 MPH design speed. The sight distance looking to the east from the driveway location was measured to be 945 feet to the horizontal curve east of Baker Lane, and sight distance to the west was measured at over 1,200 feet to the crest of the vertical curve west of the Ellwood Station Road. These distances are well in excess of the distances recommended for 45 MPH. For comparison purposes, the sight distances provided at the project site driveway would exceed the minimum distances recommended for approaching vehicle speeds of 70 MPH, indicating that adequate sight distance along Calle Real would be provided. As shown on Figure (Preliminary Landscape Plan) the Project would provide landscaping adjacent to the project site entrance driveway on Calle Real. As landscaping near the driveway matures and becomes larger, it would have the potential to interfere with the sight distance of vehicles exiting the project site, which would have the potential to result in a significant traffic safety impact. This potentially significant impact can be reduced to a less than significant level by installing landscaping (i.e., ground covers and low-growing shrubs) near the driveway that will not attain a mature size that will not interfere with sight distance requirements. The primary access to the project site would be from the driveway along Calle Real. A secondary access would be provided by a proposed driveway that would connect to Puerto Drive, which extends southward from Tuolumne Drive and currently dead ends at the project site s northern perimeter. This driveway would be controlled by an electronic gate that would only be operable by project residents and emergency personnel. Less than five percent of Projectgenerated traffic is expected to use the Puerto Driveway, which would equate to less than

13 vehicles per day. Traffic volumes on the neighborhood streets north of the project site range between 1,200 and 2,200 vehicles per day. The addition of approximately 15 vehicles per day by the Project would not significantly impact operations on the neighborhood streets north of the project site. The roads that would be developed on the project site were evaluated to determine if they would provide adequate internal circulation. That evaluation determined that the roads would adequately accommodate the turning maneuvers of a large passenger vehicle. The Project s access to Calle Real would not create an unsafe situation, and The Project would not add traffic to a roadway that has poor sight distance, and proposed mitigation measure TRF-2a would ensure that project site landscaping does not interfere with sight-distance requirements. Therefore, the project would result in potentially significant and mitigable (Class II) access and circulation-related impacts. Airport Traffic-Related Conflicts. The Project would not result in development that would require a change in existing air traffic patterns at the Santa Barbara Airport, and projectrelated population would not result in a substantial increase in air traffic levels. Therefore, the project would result in less than significant (Class III) airport traffic-related impacts. Public Transit/Alternative Modes of Transportation. The Santa Barbara Metropolitan Transit District provides local bus service for the region. An MTD bus stop is located along Calle Real at San Rossano Road, approximately 0.5 mile west of the project site. That stop is served by MTD line 23, which provides bus service to/from the Winchester Canyon area to Camino Real Marketplace. Data published on the MTD website indicate that in November 2015, Line 23 carried an average of 18.2 passengers per operating hour, which is well below the system-wide average of 35.7 passengers per operating hour. The data also show that Line 23 experienced no at capacity loads during the month of November. Census data collected in 2010 show that five percent of commuters in the Goleta area use public transportation. For a project the size of Kenwood Village (60 units), there would be approximately four to six new transit users that could commute during the peak hour periods. The increase in bus ridership generated by the Project would not significantly impact the operation of existing transit services. There are Class II bicycle lanes on both sides Calle Real adjacent to the project site, and along Glen Annie Road. The Project would not generate a substantial amount of new bicycle traffic and bicycle traffic that may be generated would not adversely affect the operation of the existing bicycle lanes. The Project added traffic that would cross the Class II bicycle lane adjacent to the project site (31 to 37 peak hour trips) would not significantly impact the operation of the bicycle lane. There are currently sidewalk improvements on the north side of Calle Real to the east and west of the project site, however, there is no sidewalk adjacent to the project site. The Project

14 would construct the missing sidewalk segment to connect the existing sidewalks to the east and west of the site, which would enhance pedestrian connectivity in the project area. The Project would not generate a substantial amount of new pedestrian traffic and the operation of existing pedestrian facilities in the area would not be adversely affected. The Project added traffic that would cross the new sidewalk adjacent to the project site (31 to 37 peak hour trips) would not significantly impact pedestrian safety and/or the operation of the sidewalk. The Project would also provide improvements to the existing pedestrian paths located northeast and northwest of the project site, which would enhance pedestrian circulation. In conclusion, the Project would not substantially decrease the performance of public transit or adversely affect bicycle transportation facilities. Therefore, project-related impacts to alternative transportation systems would be less than significant (Class III). The enhancement of pedestrian facilities adjacent to the project site would be a beneficial (Class IV) impact of the project. Congestion Management Program Impacts. According to the SBCAG, CMP assessment of project-related impacts on the CMP system is only required if the total trip generation exceeds 50 peak hour trips or 500 daily trips. As shown in Table 5.9-3, the Project would generate 397 average daily trips, 31 A.M. peak hour trips and 37 P.M. peak hour trips. Therefore, the Project would be consistent with the CMP and no further analysis is required. The Project would result in less than significant (Class III) impacts to CMP facilities. Parking Supply. On March 18, 2010, Appendix G of the CEQA Guidelines was amended and the threshold related to parking impacts was omitted. For information purposes, the Project s parking-related characteristics are described below. A total of 145 parking spaces would be provided on the project site. Parking for each residential unit (60) would be in an attached two-car garage (120 spaces), and an additional 25 on-street spaces would be for resident and visitor use. The City s parking requirements for the Project are shown on Table The City s parking requirement for the Project is 140 spaces and a total of 145 on-site parking spaces have been proposed. Therefore, the number of parking spaces provided by the Project would exceed the amount of on-site parking required by the City. Table Parking Requirements Use Size Parking Rate Spaces Required Single Family Units 13 units 2 spaces/unit 26 Duplex Units 20 units 2 spaces/unit 40 Triplex Units 27 units 2.5 spaces/unit 68 Visitor Parking 27 units 1 space for each five triplex units 6 Total Parking Requirement

15 Short-Term Impacts Construction Traffic. The Project s construction period is estimated to be approximately 12 to 18 months in duration. During the peak period of construction activities, it is anticipated that a workforce of approximately 55 workers would be required. Construction workers are anticipated to work in one shift, beginning at 8:00 AM and ending at 5:00 PM. The number of construction worker vehicles was estimated based on occupancy of 1.25 persons per vehicle. Therefore, it is estimated that up to 44 inbound trips would occur during the A.M. peak hour and 44 outbound trips would occur during the P.M. peak hour during the peak construction period. The analysis of long-term traffic generated by the Project estimated that it would generate 31 A.M. peak hour trips and 37 P.M. peak hour trips, which would be slightly less than the construction-related traffic trips during the peak hours. All of the study area intersections would operate at LOS C or better during the A.M. and P.M. peak hours with the addition of project-generated traffic, which would meet the City s LOS C operating standard. The additional traffic generated during the Project s construction phase (13 additional A.M. peak hour trips and seven (7) additional P.M. peak hour trips) would not degrade study area intersection operations to LOS D or worse. Construction-related equipment staging and material storage would occur on the project site, and construction worker parking would also be accommodated on-site. Therefore, construction traffic would have a less than significant (Class III) impact on the operation of study area roadways and intersections. Soil Hauling Truck Trips. Proposed grading on the project site would result in 41,000 cubic yards of cut and 50,000 cubic yards of fill, and would require the import of 9,000 cubic yards of soil. On-highway dump trucks hauling dirt to the project site typically have a soilhauling capacity of approximately eight cubic yards, which would result in approximately 1,125 truckloads of dirt being imported to the project site. Although not proposed, it is also possible that some soil could be imported to the site for construction (e.g., foundation preparation) purposes. Short-term increases in truck traffic caused by soil hauling could result in temporary roadway and intersection operation and safety impacts. This temporary but potentially significant and mitigable (Class II) impact can be reduced to a less than significant level by implementing a City-approved construction traffic management plan Cumulative Impacts Cumulative traffic volumes in the Project area were forecast using the City s traffic model in the Fall of Cumulative traffic forecasts include traffic generated by approved and pending projects proposed within the Goleta area, the UCSB Long Range Development Plan, the Santa Barbara Airport Specific Plan, and regional growth in the Goleta-Santa Barbara area. The City s traffic model also assumes key roadway improvements that are planned in the Goleta area, including a new freeway overcrossing to be built between Storke Road and Winchester Canyon. Cumulative traffic volumes are shown on Figure and cumulative plus project traffic volumes are shown on Figure

16 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Cumulative Traffic Volumes

17 Not to Scale Source: ATE, 2015 Kenwood Village Project Figure Cumulative Plus Project Traffic Volumes

18 Cumulative Roadway Impacts. Table shows the cumulative and cumulative plus project roadway volumes for study area roadways based on future traffic distribution characteristics included in the City s traffic model. As shown, the study area roadway segments are forecast to carry volumes within their acceptable capacity ratings under cumulative plus project conditions. Therefore, the Project would result in a less than significant (Class III) cumulative impact to the study area roadways. Table Cumulative and Cumulative Plus Project Roadway Volumes Road Segment Calle Real west of Glen Annie Road Storke Road north of Hollister Avenue Source: ATE, 2015 Acceptable Capacity Cumulative ADT (without project) Project Added ADT Cumulative Plus Project Significant Impact? 14,300 9, ,177 No 47,000 39, ,339 No Cumulative Intersection Impacts. Table shows the cumulative and cumulative plus project traffic volumes for study area intersections, and cumulative and cumulative plus project traffic volumes are depicted on Figures and -7. The data presented in Table shows that most of the study area intersections are forecast to operate at LOS C or better with the addition of Project traffic. The U.S. 101 southbound ramps/storke Road and Hollister Avenue/Storke Road intersections are forecast to operate at LOS D during the PM peak hour with and without Project-added traffic. The Project s traffic additions (V/C increase of 0.003) would not result in significant impacts to those intersections based on the City s cumulative traffic impact threshold (V/C increase of 0.03 or more). Therefore, the Project would not utilize a substantial portion of an intersection s capacity and would result in less than significant (Class III) cumulative impacts to the study area intersections

19 Table Cumulative and Cumulative Plus Project Intersection Levels of Service Intersection Cumulative without Project Cumulative + Project Project- Added Significant Impact? ICU LOS ICU LOS Trips V/C AM Peak Hour Cathedral Oaks Road at Glen Annie Road 0.67 B 0.67 B No U.S. 101 northbound ramps at Storke Road 0.78 C 0.78 C No U.S. 101 southbound ramps at Storke Road 0.79 C 0.79 C No Hollister Avenue at Storke Road (a) 0.66 B 0.66 B No PM Peak Hour Cathedral Oaks Road at Glen Annie Road 0.55 A 0.55 A No U.S. 101 northbound ramps at Storke Road 0.69 B 0.70 B No U.S. 101 southbound ramps at Storke Road 0.88 D 0.88 D No Hollister Avenue at Storke Road (a) 0.84 D 0.84 D No (a) Assumes recently implemented improvements to the northbound approach. Source, ATE, 2015 Bolded volumes exceed LOS C operating standard Mitigation Measures Impact TRF-1 Construction of the Project would result in a short-term increase in truck traffic on local roadways resulting from the importation of soil to the project site. The temporary increase in truck traffic would have the potential to result in roadway and intersection operation and safety impacts. TRF 1a. Construction Transportation Plan. The permittee must prepare and implement a Construction Transportation Plan that designates truck routes, schedules, and the need for any special flag persons or other control measures to direct traffic during peak volume periods. Soilhauling and other construction-related truck trips must be scheduled outside peak travel periods to the extent feasible (including, without limitation, peak periods for Dos Pueblos High School). Areas on the project site areas must be designated for storage of construction equipment and materials, and adequate sight distance at the project site entrance driveway on Calle Real must be maintained throughout the construction period. On-site parking areas must be designated for construction worker vehicles. Traffic control plans will be developed to address any traffic disruption on Calle Real such as temporary

20 lane closures. An on-site construction manager must be identified, and the construction manager s contact information (telephone number, , website, etc.) must be prominently posted at site entrances, so that the public can contact the construction manager to address any construction traffic issues. Plan Requirements and Timing: The Construction Transportation Plan will be reviewed and approved by the Public Works Director, or designee, before commencement of any grading or construction activities. Monitoring: The Planning and Environmental Review Director, or designee, and the Public Works Director, or designee, must perform site inspections periodically to ensure compliance with the Construction Transportation Plan. TRF 1b. Construction Activity Notification. The permittee must provide all adjacent property owners/residents with a construction activity schedule and construction routes as well as the name and telephone number of a contact person responsible for the construction schedule at least 14 days before commencement of construction activities. Any alterations or additions require a minimum seven day notification before the change is implemented. Plan Requirements and Timing: The permittee must submit a copy of the schedule and mailing list to the Planning and Environmental Review Director, or designee, at least 14 days before commencement of any grading activity. Monitoring: The Planning and Environmental Review Director, or designee, and the Public Works Director, or designee, must perform periodic site inspections to verify compliance with activity schedules. Residual Impact. Soil hauling truck traffic would result in a temporary increase in traffic in the project area. However, the implementation of the required traffic control and safety measures specified in an approved construction transportation plan, along with notification of residents adjacent to the project, the effects of short-term impacts resulting from increased truck traffic would be reduced to a less than significant level. Impact TRF-2 Landscaping planted near the project site access driveway along Calle Real could have the potential to interfere with the sight distance of vehicles exiting the project site as it matures and becomes larger. TRF-2a. Final Landscape Plan Review. Landscaping installed adjacent to the project site access driveway along Calle Real must consist of low-growing plants that will not cause visibility obstructions for motorists exiting the project site. The final landscape plan must be approved by the Planning and Environmental Director, or designee

21 (the Director ) with recommendations from the Design Review Board ( DRB ). Plan Requirements and Timing: The final landscape plan must be approved by the Director before the Final Map may be recorded. All design requirements of the Director must be incorporated into final landscape plans before the City issues a building permit. Monitoring: The Director must review proposed landscape plans to ensure that specified design requirements are reflected in the plans. Before the City issues any Certificate of Occupancy, the Director must inspect the project site to ensure that the wall was constructed and landscaping installed consistent with approved plans. Residual Impact. Providing low-growing landscaping adjacent to the project site driveway along Calle Real will ensure that potential sight-distance impacts will be reduced to a less than significant level

22 5.9-22

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