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EA 1997-337 Centre at La Quinta Draft EIR (SP 1997-029)WORK _Mug; �,'?'er.��r�' rarT i. :� •` 1 i , . 1. �� .•r.rr . LA �awJao.- r i,' 1 tl ♦�Jtf qy .'7 �."{,.h ...`� _ .-µr�� ISL-.. � ;y� ... 1. _ •- ,. r THE CENTRE AT LA QUINTA Auto Sales/Services Mall and/or Mixed—Use Regional Commercial Center SUPPLEMENTAL ENVIRONMENTAL IMPACT aEPOaT State Clearinghouse No. 97011055 Approved by Date Reso # 0 Planning Commission ,....�ity CoinICiI 0 Community Dev. Dept Initials Case No. Exhibit — O With Conditions IMPACT SCIENCES INC September 1998 iJllV i' i ExtZ\—v- o 'l-> A. Pry � PR -0 Po.c & �> ?N' 2 1b-rA4._ -z3\\7 7460 27 sLo 8 S' 8 k L4 J "ZCa 7c cn ' 7 moo 1 qo0 SU PPE"- &A -Z -1 -AJ- C--(�-- � r� sc c--►�� 2 1 0 3 (ate DRAFT SUPPLEMENTAL ENVIRONMENTAL IMPACT REPORT The Centre at La Quinta State Clearinghouse No. 97011055 Prepared for: City of La Quinta Community Development Department 78-495 Calle Tampico La Quinta, California 92253 Prepared by: Impact Sciences, Inc. 30343 Canwood Street, Suite 210 Agoura Hills, California 91301 September 1998 TABLE OF CONTENTS 1.0 Introduction........................................................................................................................1-1 2.0 Summary ... ...................................................................................................................... ...2-1 3.0 Project Description.............................................................................................................. 3-1 4.0 Environmental Setting ............................................ ............................................................. 4-1 5.0 Environmental Impact Analyses 5.1 Potential Secondary Land Use Effects ...................................................... ...... 5.1-1 5.2 Geotechnical Considerations............................................................................. 5.2-1 5.3 Hydrology and Water Quality.......................................................................... 5.3-1 5.4 Biological Resources.......................................................................................... 5.4-1 5.5 Transportation and Circulation.......................................................................... 5.5-1 5.6 Air Quality...................................................................................................... 5.6-1 5.7 Noise ..... ............ .......... ......... ......... .................................................................. 5.7-1 5.8 Water Distribution and Storage......................................................................... 5.8-1 5.9 Solid Waste Disposal ............................................... ....................................... 5.9-1 5.10 Public Services ................................. ............................. .................................. 5.10-1 5.11 Aesthetics .................................. ............................................ ......................... 5.11-1 5.12 Cultural Resources............................................................................................5.12-1 6.0 Impacts Found to be Not Significant............................................................. ........................ 6-1 7.0 Alternatives ............................... ........................................................................................ 7-1 8.0 Growth Inducement.........................................................................................................8-1 9.0 Significant Irreversible Environmental Changes.................................................................. 9-1 10.0 Organizations and Persons Consulted................................................................................. 10-1 11.0 References- . . .......................................... ...................................................... ........... ...... 11-1 Appendix A -- Supplemental Traffic Impact Analysis Appendix B -- Air Quality Calculations Appendix C -- Noise Calculations i The Centre at fa Quinta Draft SEIR September 1998 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 LIST OF FIGURES Environmental Review Process ..... ......... .................. .......... ......... ............................ .............. 1-7 RegionalLocation...................................................... ...................................... ................... 3-3 ProjectLocation ....... ............................................................................................................ 3-4 Approved Specific Plan Master Site/Phasing Plan ................................ ............................... 3-7 Proposed Development Scenario 1 Site Plan ....................................................................... 3-10 Proposed Development Scenario 2 Site Plan ....................................................................... 3-11 ProposedDevelopment Scenario 3 Site Plan ....................................................................... 3-12 ProposedDevelopment Scenario 4 Site Plan ....................................................................... 3-13 EnvironmentalSetting....................................................................................................... 4-13 Photograph of Existing Project Site Conditions................................................................... 4-14 IndioMarket Areas.......................................................................................................... 5.1-3 1997 Average Daily Traffic (ADT) Volumes...................................................................... 5.5-3 Year 2000 Average Daily Traffic (ADT) Volumes without Project ...................................... 5.5-6 Year 2005 Average Daily Traffic (ADT) Volumes without Project ...................................... 5.5-7 Recommended Transportation System Improvements ............................. ........................... 5.5-20 LIST OF TABLES Summary of Project Impacts and Mitigation Measures...........................................................2-4 Population, Housing and Employment Forecasts for the Coachella Valley ............................4-4 Year 2005 Approved Project Trip Generation...................................................................... 5.5-9 Intersection Analysis for Year 2000 With Approved Project ..................................... ......... 5.5-10 Intersection Analysis for Year 2005 With Approved Project .................. ................ ............ 5.5-11 TripGeneration Comparison ................... ......................................................................... 5.5-13 Development Scenario 4 Year 2000 Trip Generation..........................................................5.5-14 Intersection Analysis for the Year 2000 With Proposed Specific Plan Amendment .............5.5-15 Intersection Analysis for the Year 2005 With Proposed Specific Plan Amendment .............5.5-16 RecommendedIntersection Improvements by Project Phase ......................... ....................... 5.5-19 Estimated Construction Emissions..................................................................................... 5.6-5 Estimated Operational Emissions: Approved Specific Plan Project ..................................... 5.6-6 Examples of Toxic Air Emissions Which Could be Generated Within the Project Site......... 5.6-10 Estimated Operational Emissions: Proposed Specific Plan Amendment.............................5.6-11 ExistingOn -Site Noise Levels.......................................................................................... 5.7-1 Existing Off -Site Roadway Noise Levels at Noise Sensitive Locations .............................. 5.7-2 Predicted Future On -Site Noise Levels: Approved Specific Plan ........................ ................ 5.7-5 Predicted Future Off -Site Roadway Noise Levels at Noise Sensitive Locations withApproved Specific Plan ........................................................................................... 5.7-6 Predicted Future On -Site Noise Levels: Proposed Specific Plan Amendment ....................... 5.7-9 Predicted Future Off -Site Roadway Noise Levels at Noise Sensitive Locations with Proposed Specific Plan Amendment.......................................................................... 5.7-9 Predicted Cumulative Off -Site Roadway Noise Levels at Noise Sensitive Locations with Approved Specific Plan ..................... ................................................................... ..5.7-12 Predicted Cumulative Off -Site Roadway Noise Levels at Noise Sensitive Locations with Proposed Specific Plan Amendment.........................................................................5.7-12 11 The Centre at La Quinta Draft SEIR September 1998 L 1.0 INTRODUCTION 1.0 INTRODUCTION PURPOSE This introduction provides an explanation of the environmental review process being conducted by the City of La Quinta for this proposed amendment to the Centre at La Quinta Specific Plan and describes the scope of the information presented in the following sections of this report. This is provided to assist the reader in understanding the planning and regulatory context in which the proposed project is being reviewed. PROPOSED PROJECT On July 15, 1997, the City Council of the City of La Quinta unanimously adopted a Specific Plan to permit and control development of an auto/sales services mall and a future mixed-use retail commercial center on 87 acres of land south of State Highway 111, between Adams Street and Dune Palms Road, in northern La Quinta. The approved Specific Plan allowed for the development of up to 275,000 square feet of facilities an the portion of the property containing the auto sales/service mall, and approximately 400,000 square feet of retail/commercial space on the remainder of the property. This project was, and continues to be, identified as "The Centre at La Quinta." The project applicant, Stamko Development, is now requesting an amendment to the approved Specific Plan in order to reflect modifications in the internal layout of the project and the refinement of the development concepts and land uses. The proposed Specific Plan Amendment #1 would create three Planning Areas on the site and allow development of the property under any of four scenarios. Each scenario involves a different mix of the allowed auto sales/service and retail/ commercial uses. The floor area ratio (F.A.R.) standards established in the approved Specific Plan -- 0.15 for auto sales/services uses and 0.25 for retail/ commercial uses -- would remain unchanged. However, the proposed Specific Plan Amendment would allow development of any of four potential development scenarios with an F.A.R. ranging from 0.18 to a maximum of 0.25. The proposed uses would be constructed in two major phases with several sub -phases incrementally between 1998 and 2005. In addition, the Specific Plan Amendment would allow the development of a new internal street (Auto Center Way North) extending from Auto Centre Drive to Highway 111. 1-1 The Centre at La Quinta Draft SEIR September 1998 1.0 Introduction ENVIRONMENTAL IMPACT REVIEW PROCESS Supplement to an EIR Section 15163 of the Guidelines for California Environmental Quality Act (CEQA Guidelines) allows public agencies to prepare a supplement to an Environmental Impact Report (EIR) if changes to a project require the preparation of a Subsequent EIR pursuant to CEQA Guidelines section 15162, and only minor additions or changes would be necessary to make the previous EIR adequately apply to the project in the changed situation. When preparing a supplement to an EIR, the following factors apply: 1. The supplement to the EIR need contain only the information necessary to make the previous EIR adequate for the project as revised; 2. A supplement to an EIR shall be given the same kind of notice and public review as is given to a draft EIR under Section 15087 of the CEQA Guidelines; 3. A supplement to an EIR may be recirculated by itself without recirculating the previous draft or final EIR; and 4. When the lead agency decides whether to approve the project, the decision-making body shall consider the previous EIR as revised by the supplemental EIR. A finding under Section 15091 of the CEQA Guidelines shall be made for each significant effect shown in the previous EIR as revised. This concept is specifically encouraged as a way of promoting efficiency in the environmental review process. As discussed below, this EIR provides supplemental information to an EIR previously certified for the project. Previous Environmental Studies Certified EIR for Project On July 15, 1997, the City Council of the City of La Quinta unanimously adopted a Specific Plan to permit and control development of an auto/sales services mall and a future mixed-use retail commercial center on the project site. The approved Specific Plan allowed for the development of up to 275,000 square feet of facilities for the auto sales/service mall, and approximately 400,000 square feet of 1-2 The Centre at la Quinta Draft SEIR September 1998 i 1.0 Introduction leasable space for the retail/ commercial complex. The potential environmental impacts associated with the development of the project were assessed in an EIR (State Clearinghouse no. 97011055) which was also unanimously certified by the City Council. The specific actions approved by the City Council on July 15, 1997 are as follows: • Resolution 97-62: Certification of Environmental Impact Report • Resolution 97-63: Approval of Tentative Parcel Map 28525 • Resolution 97-64: Adoption of Specific Plan 97-029 • Resolution 97-65: Approval of Site Development Permit 97-603 • Resolution 97-66: Approval of Conditional Use Permit • Ordinance No. 306: Approval of Development Agreement The certified EIR assessed the project's potential impacts to the following environmental topics: 1. Potential Secondary Land Use Effects; 2. Geotechnical Considerations; 3. Hydrology/Water Quality; 4. Biological Resources; 5. Transportation/ Circulation 6. Air Quality; 7. Noise; 8. Water Distribution and Storage; 9. Solid Waste Disposal; 10. Public Services; 11. Aesthetics; and 12. Cultural Resources. The certified EIR also assessed the project's potential growth inducing impacts and evaluated five alternatives to the proposed project. As required by CEQA, findings were made for each of the significant environmental impacts of the project. Measures were adopted as conditions of approval for the Specific Plan to mitigate certain of the significant impacts of the project. A Statement of Overriding Considerations was adopted by the City Council to address certain unavoidable adverse impacts of the Specific Plan project including the air quality impacts of the project and cumulative solid waste disposal impacts. 1-3 The Centre at La Quinta Draft SEIR September 1998 1.0 Introduction Purpose of an EIR An EIR is a type of informational document identified in the California Environmental Quality Act (CEQA). CEQA was originally enacted by the California Legislature in 1970 to accomplish four main objectives:) 1. To disclose to decision makers and the public the significant environmental effects of proposed activities; 2. To identify ways to avoid or reduce environmental damage; 3. To prevent environmental damage by requiring implementation of feasible alternatives or mitigation measures; and 4. To disclose to the public reasons for agency approvals of projects with significant environmental effects. In later actions, the legislature added two additional objectives, as follows -2 5. To foster interagency coordination; and 6. To enhance public participation. Standards for EIR Adequacy A principal objective of any EIR is that it be an informational document which can be used to assess the environmental merits and disadvantages of a proposed project. Further, the EIR is part of a more comprehensive planning analysis that will be presented to the City of La Quinta Planning Commission and City Council to assist in their decision-making concerning the applications required to approve this project. The standards for adequacy, as defined in Section 15151 of the CEQA Guidelines, are as follows: 1 CEQA: The California Environmental Quality Act: Statutes and Guidelines. (Sacramento, California: Office of Planning and Research, Office of Permit Assistance, January 1, 1998), §15002(a). 2 Ronald E. Bass and Albert I. Herson. Successful CEQA Compliance: A Step -by -Step Approach, First Edition, (Point Arena, California: Solano Press, January 1992), p.1. 9; 1-4 The Centre at La Quinta Draft SEIR September 1998 1.0 Introduction "An EIR should be prepared with a sufficient degree of analysis to provide decision - makers with information which enables them to make a decision which intelligently takes account of environmental consequences. An evaluation of the environmental effects of a proposed project need not be exhaustive, but the sufficiency of an EIR is to be reviewed in light of what is reasonably feasible. Disagreement among experts does not make an EIR inadequate, but the EIR should summarize the main points of disagreement among the experts. The courts have looked not for perfection but for adequacy, completeness, and a good faith effort at full disclosure." Format and Content of This Supplemental EIR This Supplemental EIR (SEIR) has been prepared in accordance with the specifications set forth in the CEQA Guidelines, and the City of La Quinta's local rules for implementation of CEQA. The range of specific environmental topics addressed in this document is based on the EIR certified for the project by the City Council in 1997. The organization of this report and a brief description of the contents of each section are presented below. Section 2.0, Summary, presents a concise summary of the main body of the SEIR, to provide the reader with a single point of reference to review the project's characteristics, principal findings of environmental impact, recommended mitigation measures and alternatives that were considered. Please refer to Table 1, which presents a concise summary of project and cumulative impacts, recommended mitigation measures, and the level of impact significance remaining after mitigation. Section 3.0, Project Description, presents a detailed description of the proposed development concepts and project location, a statement of the project objectives, a list of the discretionary approvals requested from the City of La Quinta, and a discussion of the intended uses of the SEIR, including other agencies expected to rely upon this report in the exercise of their areas of responsibility. t 1 Section 4.0, Environmental Setting, includes a general description of the existing environmental 1LJI characteristics of the project site and surrounding area that could be affected by or have an effect upon the project. In addition, the project's characteristics are evaluated for consistency or conflict with relevant regional and local planning programs and policies. Finally, a summary of other known development projects that are planned or proposed within La Quinta is presented, to provide the reader with a sense of current local growth trends. r AL 1-5 The Centre at La Quinta Draft SEIR September 1998 1.0 Introduction Section 5.0, Environmental Impact Analyses, contains the analysis of each of the environmental topics identified for further study in the Initial Study. Each topic is addressed in a separate sub -section organized as follows: environmental setting; impact significance criteria; project impacts; cumulative impacts; mitigation measures; and level of significance after mitigation. Section 6.0, Impacts Found to be Not Significant, identifies those environmental topics for which the project would not have a significant impact, as determined in the Initial Study. Section 7.0, Alternatives, presents a comparative analysis of the environmental effects of alternative land use scenarios, and an alternative location for the project, relative to the effects of the proposed project. This section is provided to give the City's decision -makers an understanding of environmental advantages and disadvantages of different project scenarios, as a further means of reducing the level of environmental impact of the proposed project. Section 8.0, Growth Inducement, examines the ways in which the proposed project could foster economic or population growth. Section 9.0, Significant Irreversible Environmental Changes, summarizes those impacts of the project that would be considered significant, and which could not be avoided or reversed. Section 10.0, Organizations and Persons Consulted, lists all persons and agencies contacted for information during preparation of this SEIR, and also identifies the members of the EIR preparation team. Section 11.0, References, lists the principal documents, reports, maps and other information sources reviewed or referenced in the preparation of this SEIR. Appendices to this SEIR include data sheets and a variety of special studies prepared to address some of the technical issues discussed in this SEIR. Role of this Supplemental EIR in City's Project Review Process A diagram illustrating the various steps in the City's planning review process for this proposed Specific Plan Amendment is presented in Figure 1. As shown, this SEIR is an integral and major element of this process. The City may not make any decisions regarding project approval without certifying the SEIR as complete, and properly in accordance with CEQA, and reflecting the independent judgment of 1-6 The Centre at La Quinta Draft SEIR September 1998 PROPOSED SPECIFIC PLAN AMENDMENT SUBMITTED TO CITY City Conducts Preliminary Review of Project and Determined Supplemental EIR Should be Prepared I Administrative Draft Supplemental EIR Prepared by EIR Consultant L _ City Comments Incorporated and Draft Supplemental EIR Prepared Draft Supplemental EIR Circulated for Public Review and Comments Public Comments 45 days Comments By Local and State Agencies City Planning Commission Hearing(s) City Council Hearing(s) Final Supplemental EIR Certified DECISIONS ON PROJECT SOURCE: City of La Quinta, 1998. FIGUREI �..........En\(�ironm�ental�Revi�ew Process cc13-Uc•niatf THE CENTRE AT LA OUINTA DRAFT SUPPLEMENTAL EIR 1.0 Introduction the City of La Quinta. For this project, the City of La Quinta Planning Commission will review and consider the SEIR along with the amendment to the Specific Plan being requested, and make recommendations regarding these actions to the City Council. All comments submitted by the Planning Commission, other public agencies and interested citizens concerning the adequacy of the Draft SEIR will be responded to in writing. Those comments and responses, together with any revisions to the SEIR that may result from such comments, will all be incorporated into a Final SEIR. The Council must then consider and certify the Final SEIR prior to taking any action concerning the requested amendment. Subsequent Environmental Review for Future Projects within the Specific Plan Area The scope of this SEIR is intended to cover the range and intensity of land uses described in Section 3.0 and as further defined in the proposed Specific Plan Amendment. Since future economic conditions are difficult to predict, however, it is possible that some variations in the mix or intensities of future land uses could be proposed at a later time. All future project applications submitted for this property will be reviewed by City staff to determine whether they are substantially similar to the land use assumptions used as the basis for the analysis in this SEIR, and whether the environmental analysis included in this report adequately covers the scope and nature of impacts associated with that future project. To the extent that such future proposals are found to be substantially similar, the mitigation measures included in this SEIR will also be applied to that future project, as applicable, particularly if a subsequent phase of a mitigation program is needed at that time. Based on this review of future projects, the City may determine that no further environmental review is necessary and adopt a Negative Declaration or Mitigated Negative Declaration for the project. Depending on the circumstances, additional environmental review may be necessary. This additional review may be in the form of an Addendum to this SEIR or a Supplemental or Subsequent EIR. 1-8 The Centre at La Quinta Draft SEIR September 1998 2.0 SUMMARY Ll r U L 2.0 SUMMARY PURPOSE This section summarizes the information and analysis presented in the main body of this SEIR. In accordance with the CEQA Guidelines, this summary includes information on the characteristics of the proposed Specific Plan Amendment and areas of known concern. The potential environmental effects of the project, and measures recommended to mitigate those potential impacts are also discussed. The alternatives to the approved Specific Plan that were evaluated in the certified EIR are also identified, along with the relationship of these alternatives to the impacts identified for the project and the objectives for the project. PROPOSED PROJECT On July 15, 1997, the City Council of the City of La Quinta unanimously adopted a Specific Plan to permit and control development of an auto/sales services mall and a future mixed-use shopping center cat 87 acres of land south of State Highway 111, between Adams Street and Dune Palms Road, in northern La Quinta. The approved Specific Plan allowed for the development of up to 275,000 square feet of facilities an the portion of the property containing the auto sales/service mall, and approximately 400,000 square feet of retail/ commercial space cn the remainder of the property. This project was, and continues to be, identified as "The Centre at La Quinta." The project applicant, Stamko Development, is now requesting an amendment to the approved Specific Plan in order to reflect modifications in the internal layout of the project and the refinement of the development concepts and land uses. The proposed Specific Plan Amendment #1 would create three Planning Areas on the site and allow development of the property under any of four scenarios. Each scenario involves a different mix of the allowed auto sales/service and retail/ commercial uses. The floor area ratio (F.A.R.) standards established in the approved Specific Plan -- 0.15 for auto sales/services uses and 0.25 for retail/ commercial uses -- would remain unchanged. However, the proposed Specific Plan Amendment would allow development of any of four potential development scenarios with a project average F.A.R. of 0.18 to 0.25. The proposed uses would be constructed in two major phases with several sub -phases incrementally between 1998 and 2005. In addition, the Specific Plan Amendment would allow the development of a new internal street extending from Auto Centre Drive to Highway 111. 2-1 The Centre at la Quinta Draft SEIR September 1998 2.0 Summary The only actions being requested from the City of La Quinta at this time are the approval of the proposed Specific Plan Amendment and an amendment to the development agreement previously approved for the project. All other approvals necessary for the project to proceed were approved by the City Council in 1997. SUMMARY OF PROJECT IMPACTS, MITIGATION MEASURES AND ALTERNATIVES Table 1, presented an the following pages, summarizes the project's specific and cumulative impacts, and recommended mitigation measures, for each of the 12 topics that are discussed in Sections 5.1 through 5.12 of this SEIR. Also shown on this table are the resulting levels of significance after the implementation of the recommended mitigation measures. Five alternatives to the approved Specific Plan were evaluated in the certified EIR to compare environmental advantages and disadvantages of different land uses and a different site location, as a means of reducing or avoiding the significant impacts that would occur with the Specific Plan project. These included a reduced density alternative, a hotel and conference center/golf/office alternative, an alternative which evaluated the development of the project at an alternative location, a "no project, existing conditions" alternative, and mixed/regional commercial alternative. Through the approval of the Specific Plan, the City of La Quinta agreed that the approved Specific Plan provided the best opportunities for the development of the site. The proposed Specific Plan Amendment provides four flexible development scenarios for the site to be built -out and operated depending on the prevailing market conditions. These four development scenarios are, in essence, additional alternatives to the approved Specific Plan. The impacts of the four development scenarios are evaluated in Sections 5.1 to 5.12 of this SEIR. ISSUES TO BE RESOLVED Unavoidable Significant Impacts As shown in Table 1, nearly all of the proposed Specific Plan Amendment's potential environmental impacts have been determined to be less than significant, or can be mitigated to less than significant levels, with measures that are considered practical and feasible. Residual construction -related air pollutant emissions, and long-term operation air pollutant emissions, can not, however, be reduced to j levels below the thresholds recommended by the South Coast Air Quality Management District through any currently available technology. Because the proposed Specific Plan Amendment is 2-2 The Centre at La Quinta Draft SEIR September 1998 y; i :1 u 2.0 Summary consistent with the 1997 Air Quality Management Plan (AQMP), however, the project's emissions would not jeopardize attainment of ambient air quality standards predicted in the AQMP. In addition, the solid waste generated by the project would contribute to cumulative solid waste impacts that are considered significant unless long-term solutions to county -wide disposal facility needs are identified by the year 2008 when existing landfills are projected to reach capacity. 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"6 e-ua stv 0-0.f 0.2 Qj m ua Ivi �. ami ° .[ v 0 D A. w G 'Q"'y Q (d Qj n9 shy r �` y o N, ci47uVN y>^•cv euy N N y p cz obi C � in v P+ (v tll N �mt�1• .2 -0 14 �•n p G q i 04 w N >CD O�,"iv UZ 0.5 V to u CS �j A", (1 bo �-. u. •°vy A a N Q) ro u O Q@ V 94 N N 3.0 PROJECT DESCRIPTION 3.0 PROJECT DESCRIPTION PURPOSE This section is intended to provide a complete description of the proposed project's objectives, land uses, major infrastructure requirements, phasing and grading concepts and any other relevant aspects of t h e proposal that will help determine the environmental effects that could result from approval of t h e project. PROJECT LOCATION Regional Location The City of La Quinta encompasses approximately 31 square miles of land area located in the southwestern portion of the Coachella Valley, in eastern Riverside County. The Coachella Valley is located between the San Bernardino Mountains and the Santa Rosa Mountains (see Figure 2). La Quinta is located approximately 18 miles southeast of the resort community of Palm Springs. It is surrounded by the Cities of Indian Wells and Palm Desert to the northwest, Indio, Coachella, the Augustine Indian Reservation and Thermal to the east, and the Santa Rosa Mountains to the south and west. The Interstate 10 Freeway (I-10) provides regional east -west access to the Coachella Valley communities. Washington Street provides vehicular access from I-10 south to State Highway 111, which leads to the project site. Project Site Location The 87 acre project site is located immediately south of State Highway 111 and immediately east of Adams Street, in the northern part of La Quinta (see Figure 3). Dune Palms Road lies approximately 300 feet east of the eastern site boundary and Avenue 48 lies approximately 1,850 feet south of the j southern site boundary. APPLICANT Stamko Development c/o Collett and Levy -r 10100 Santa Monica Boulevard, Suite 400 Los Angeles, California 90067 Attn.: Christine F. Clarke 3-1 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description PROJECT OBJECTIVES Applicant Stamko Development is seeking a fair return cn their investment in this property by improving its value through the flexible development of auto sales and service uses m a portion of the site and/or mixed regional commercial uses as dictated by prevailing economic conditions. City of La Quinta The La Quinta General Plan designates the project site for Mixed/Regional Commercial land uses. As defined by the General Plan, this land use category is intended primarily for retail businesses serving a regional trade area, such as tenants associated with a regional mall, off-price retail outlet, and/or "power center." Other businesses of a secondary priority include overnight commercial lodging, automobile retail and major office uses. With respect to this project, the City is interested in the development of retail uses which: (1) generate sales tax revenue that can be used to help fund various city services; (2) to achieve a high level of quality in the design and operation of this project: and (3) to minimize environmental impacts while providing a convenient and pleasant shopping experience. PROJECT CHARACTERISTICS Specific Plan A specific plan is a special planning tool that allows a local government to recognize the unique characteristics of a particular planning area and to establish customized land use regulations that will achieve the objectives of the General Plan for that area. Pursuant to Land Use Element policy 2-3.1.9 of the La Quinta General Plan, submittal of a specific plan is required prior to approval of any land use proposal for properties such as this one that are designated for Mixed/Regional Commercial land uses. Section 65451 of the Government Code sets forth the minimum required contents of a specific plan, as follows: "A Specific Plan shall include a text and diagram or diagrams which specify all of the following in detail: 1. The distribution, location, and extent of the uses of land, including open space, within the area covered by the plan; 3-2 The Centre at La Quinta Draft SEIR September 1998 D Palm Springs I I I I �.t Primo North Palm City Bernardino National S 5 mi. 2.5 mi. 0 mi. 5 mi. nl 223-02.6/98 Rancho Mirage I Son Bernardino tsr_ Riverside Coun rv— 4 Joshua Tree Natioal Monument F`IE r 4 Hidden Springs \\ IrWlwn Walls to friia i a6 4 Lake fI r �: e Cahailla%,E I AYam FIGURE2 Regional Loce THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR Country Club Dr. f PBerrnrrda Dunt Airport Bermuda Dunes Ih Country ClubIp ' 'La j i I Waringf/Dr/' Fred C lCoun club tcjl CqurHry Glubf. ry CD a Indian Wells Country Club L % Al tl¢ 0 0 La Quinta In Country Club+ # ' /) 50th Ave. M m / La Quinta 7 y Country Club r # Is Quints City Hall D 52nd Ave. 54th Ave. Airport Blvd. �I m 7 7 1 0 0 Lake . N Cabuilla O 6000' 3000' 0' 6000' n �rY 223-02.6/98 FIGURE) Project Location THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR 3.0 Project Description 2. The proposed distribution, location and extent and intensity of major components of public and private transportation, sewage, water, drainage, solid waste disposal, energy, and other essential facilities proposed to be located within the area covered by the plan and needed to support the land uses described by the plan; 3. Standards and criteria by which development will proceed, and standards for the conservation, development, and utilization of natural resources, where applicable; and 4. A program of implementation measures including regulations, programs, public works projects, and financing measures necessary to carry out paragraphs 1, 2 and 3." The City Council approved the Centre at La Quinta Specific Plan which addressed these requirements, including a statement of the relationship of the specific plan to the General Plan. This plan established specific performance, design and development standards to guide the development of the subject property in a manner that is intended to implement the City's General Plan, and also provided flexibility to respond to changing conditions which may be a factor in any development program. The Specific Plan also acts to augment the City's Zoning Ordinance by providing design guidelines, a tailored list of allowable, conditionally allowable and prohibited uses for the site, and, in some cases, unique development standards. The project applicant is now requesting an amendment to the approved Specific Plan in order to reflect modifications in the internal layout of the project and the refinement of the development concepts and land uses under four potential development scenarios that do not exceed the use -specific floor area ratio (F.A.R.) standards established in the approved Specific Plan and discussed below. The proposed Specific Plan Amendment #1 also addresses the requirements identified above, establishes specific performance, design and development standards to guide the development of the subject property in a manner that is intended to implement the City's General Plan, provides flexibility to respond to changing conditions which may be a factor in any development program, and acts to augment the City's Zoning Ordinance. Land Use and Development Plan The entire property is within the City's CR (Regional Commercial) zoning district, which permits a wide variety of retail, service, office, dining, lodging, public, institutional and specialty commercial uses, as well as attached housing as part of a mixed use project. This project, however, was proposed as 3-5 The Centre at La Quinta Draft SEIR September 1998 I 3.0 Project Description a multi -phase development designed around two major types of commercial activities: an auto sales/services mall on the western half of the site, and a large-scale retail/ commercial complex on the eastern half. The approved Specific Plan allows for up to 675,000 square feet of auto sales/service and retail facilities to be developed on the site. This amount of development equates to an F.A.R. of 0.18 for the 87 -acre site. A total of 275,000 square feet of development is allowed by the Specific Plan on the western half of the site in the auto sales/service mall. This represents an F.A.R. of 0.15 for this portion of the site. Development of individual sites is allowed at an F.A.R. of up to 0.25 as long as the total amount of development does not exceed 275,000 square feet Development of up to 400,000 square feet of retail and other commercial facilities is allowed by the Specific Plan on the eastern half of the site. This equates to an F.A.R. of 0.25 for this part of the site. A 0.55 -acre area was also approved to be dedicated to the Coachella Valley Water District (CVWD), for a future well site in the southwestern corner of the project limits. This area would be separated from the rest of the site by a block wall and access would be restricted to CVWD employees only. Figure 4 illustrates the approved master site plan concept. This proposed Specific Plan Amendment would create three planning areas on the site and regulate the use of these areas. This amendment would allow phased development of these planning areas with four different mixes of auto sales/service and retail commercial uses that have site average EARS of 0.18 to 0.22. The individual use -specific EARS are consistent with those of the approved Specific Plan. The four potential development scenarios are as follows: • Development Scenario 1 (site average F.A.R. of 0.18) - 3 new car dealership pads (F.A.R. 0.15); - 6 new car dealerships and/or auto -related commercial pads (F.A.R. 0.15); and - 400,000 square feet of mixed regional commercial (F.A.R. 0.25). • Development Scenario 2 (site average F.A.R. of 0.20) - 3 new car dealership pads (F.A.R. 0.15); - 2 new car dealerships and/or auto -related commercial pads (F.A.R. 0.15); and - 610,000 square feet of mixed regional commercial (F.A.R. 0.25). 3-6 The Centre at La Quinta Draft SEER September 1998 ht y; , _IVNO16 awnir)d 0.v. AVMAQG I�J�IJI� CYN�'a� v��r r��.rw rug 3fY�AV H1Lb 3dd�9QrfV'"I i7 Gi J� � 3JVa311tl ,4l I Cl c� LL cn cz �C_ 0— W V J ^L W cz cz U CD U Qi Q O Q co m N O N N 3.0 Project Description • Development Scenario 3 (site average F.A.R. of 0.21) - 3 new car dealership pads (F.A.R. 0.15); and - 695,000 square feet of mixed regional commercial (F.A.R. 0.25). Development Scenario 4 (site average F.A.R. of 0.22) - 850,000 square feet of mixed regional commercial (F.A.R. 0.25). Figures 5, 6, 7 and 8 show the four proposed development scenarios. Planning Area I is proposed to contain three new car dealerships or a mixed retail/ commercial development. If developed as an auto mall, this area would have on-site improvements including roadways (La Quinta Drive from Highway 111 to Auto Centre Drive, Auto Centre Drive, and Auto Centre Way North), landscaping, lighting, infrastructure, and signage. The internal circulation of Planning Area I as a mixed regional commercial development would be determined in the future and depend on the ultimate users and the configuration of the buildings. Off-site improvements, that would be constructed to support development of Planning Area I, would include the frontage of Adams Street (curb/gutter, landscape median, landscaped parkway, and infrastructure extensions) to 47th Avenue and the westerly frontage portion of Highway 111 (curb/gutter, landscaped parkway, and necessary infrastructure extensions) from La Quinta Drive to Adams Street. The existing traffic signal at the intersection of Highway 111 and Adams Street would be relocated concurrently with the development of Planning Area I. In addition, if Planning Area I is developed before Planning Area III, completion of the Highway 111 and La Quinta Drive intersection and traffic signal would also be completed concurrently with the development of Planning Area I. Planning Area II is proposed to contain either two or six new car dealerships and/or auto -related commercial pads and/or a mixed regional commercial development. Planning Area II as an auto mall would provide on-site improvements including roadways (La Quinta Drive and Auto Centre Way South), landscaping, lighting, and infrastructure, as well as perimeter improvements such as signage. The internal circulation of Planning Area II as a mixed regional commercial development would be determined in the future and depend on the ultimate users and the configuration of the buildings. The development of Planning Area II would complete the off-site improvements to Adams Street from 47th Street to the site's southern property line. Planning Area III is proposed to be developed as a mixed regional commercial development under a 11 four development scenarios. The development of Planning Area III would improve the easterly frontage portion of Highway 111 (curb/gutter, landscaped parkway, and necessary infrastructure extensions) and 3-8 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description would include landscaping, lighting, and infrastructure as well as perimeter improvements such as signage. If Planning Area III is developed before Planning Area I, completion of the Highway 111 and La Quinta Drive intersection and traffic signal would also be completed concurrently with the development of Planning Area III. The internal circulation of Planning Area III would be determined in the future depend on the ultimate users and the configuration of the buildings. Auto Sales/Services Mall The approved Specific Plan and the proposed Specific Plan Amendment allow the development of up to nine (9) auto sales dealerships with a total anticipated building area of up to 275,000 sq. ft. on the western half of the site. Although Pads 1 though 3 are specifically limited to auto sales dealerships, other auto -related uses may be permitted on the other six pads of the auto mall. The following nine uses may be approved by the City of La Quinta Planning Commission under Conditional Use Permit procedures: • Car Rental Agencies • Car Insurance Agencies • Car Wash (full service and self serve) • Body Shop including Painting • Accessories, Retail and Installation • Glass Installation • Detailing • Upholstery • Public Auto/ Recreational Vehicle Storage Each dealership site would consist of a showroom office building, outdoor vehicle display and storage lots, a parts department and semi -enclosed repair bays. Repair bays would be devoted to regular maintenance and tune-ups, major and minor engine, transmission and body repairs, diagnosis and repair of electrical systems, and installation of sound systems and communications devices such as cellular phones. Vehicle storage areas would be screened from public view by means of a solid masonry wall up to six feet in height and/or landscape materials including mounding. ._1 Auto dealerships would be open seven days a week, for sales activities, from 7:00 AM to 10:00 PM. On- site repair services and the parts departments would be open Monday through Saturday, between 7:00 AM and 6:00 PM. If other types of auto -oriented businesses should be developed, hours of operation would depend upon the type of customer demand involved. For example, a body shop would be expected j 3-9 The Centre at La Quinta Draft SEIR September 1998 RELOGTE DaSTWG SIGNAL. Pl11IMYWG AREA I SOURCE: Kellh International, Inc. lain 223-02I— RIGHT W/RIGHT OUT ACCESS HIG 'AY 1111, fill J1 I 01 I • Li t• t - — m 1111[(I ILI III. 01411111111111 P DPO= AWIISTEP-- I PROPOSED ADJ t LJN _ Iv �Tlll -�AD A Irl UL P1 6NNING I SAD ` - P/ D e WELL Cm SITE — — FLITURE SIGNAL PLANNING AREA I o' AVERAGE 1� LANDSCAPE PARKWAY 100'!N SETBACK PER CRY REOU OT 4 �--s 15 ' IJE�#CATION , [7O' -SM Er l �yl RIGHTIN/RIG HT U I ACCESS --1 I r SCALE 1°=200' 0 100 200 400 600 FIGURES Proposed Development Scenario 1 Site Plan THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR 79255 Highway 111 (Hamilton's) 11,000sf 79265 Highway 111 (Goodyear) 5,828sf 79275 Highway 111 (Wendy's) 3,178sf 79295 Highway 111 (Walmart) 220,000sf 79305 Highway 111 (Maxcy's) 11,000sf 79405 Highway 111 (Game Stop) 19,838sf 79375 Highway 111 (Pet Smart) 19,212sf 79395 Highway 111 (Marshall's) 30,260sf —320,300sf RUMTE DIM MlG SOK p1AN+IIG AREA I s � d�++�+r�r''�riilr��1fJ>tkllre•-- { Z `� J • ! „r1 471h A i{}.-CBHTttB��yRr E= 4 — — PROPOSED ADJUSTED LOT LINE i V010 W C I 9 USI I t VIA GRAZYWNA N F� WELL SfTE SOURCE: Keith International, Inc., 1998 223-02.6/98 y iT7 0 1 I a I I v t 0 100 200 400 600 NOTE: SAME o� AND ON—SfTE blPRnuOlaKr PWlSMIG AS nEwao�+�Nr Sco�Rlo f FURW SIGNAL PLAID AREA I �LLAANDSG4PE PARKWAY ,rr r!!liITTT�jj �►�-i��---� 1GU�� SE►&CK AD I Wo(70 AA 1 + rf � + I —AUTO 1 �+ Ao PROPOSED ADJUSTED Ga LOT UNE 0 S PER [xTY RE4U t��EJE[N�GA1�� t f f RIGHT IN/RIGHT 'C1tl°F� ACCESS � I I I I I f, Ll FIGURE6 Proposed Development Scenario 2 Site Plan THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR Ala 1k, 47th AVENUE r N n SOURCE: Keith International, Inc , 1998 223-02.6196 RELOCATE 013SW SPAL BANW11G AREA I Wff IN/RD f OW ACCESS PAD Emmaw—ft'" RBW WA& PNC AREA I r a � RIG RIGwr CCWL • 'eta r i1:s " i r h� t7s r r r � � 4 ..tib `�11 � '�• J I r • M=6==MMMEE� MOM 0 100 200 400 600 NOTE. SAME OFF AND ON-SrrE WPRO4EIW RAW AS DEVELMUN 9CENARID 11. FIGURE Proposed Development Scenario 3 Site Plan THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR RELMTE E)3M SIGNAL PLANNNG AREA I 0 w 1�Q 47th AVENUE c.i Y O I �I Iq� VIA GRAZIA NA I q�I 4 C" j WEL j1 sm SOURCE: Keith International, Inc, 1990 L 223-02.6/96 RIGHT IN/RIGHT our ACCESS SAY I FUM SIGNAL 50' AVERAGE LANDSCAPE PARKWAY ACCESS 1 0 100 200 400 600 I NOTE: SAME OFF AND ON—SRE NIrRIN MM MISS AS IM"Ell SCENARIO f 1. I FIGORE8 Proposed Development Scenario 4 Site Plan THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR 3.0 Project Description to be open Monday through Friday or possibly Monday through Saturday, during the typical workday hours. A car rental agency may, however be open seven days a week, primarily during typical workday hours, but also possibly during early evening hours. Site Design/Screening/Vehicular Displays All auto mall/service buildings would be located a minimum of 120 feet from the Highway 111 property line and a minimum of 100 feet from the Adams Street property line. Pads 1 through 3 located along Highway 111 provide a 50 -foot landscape setback along Highway 111. Pads 1, 5, 6, and 7 located along Adams Street provide a 20 -foot landscape setback. Several special vehicle display pads as well as rows of regular new vehicle display areas are planned for the area just beyond the landscape setback areas. The special display pads are proposed to be seen from Highway 111 and Adams Street. A combination of berming and landscaping is proposed to screen the other vehicles within the regular display areas within the dealership sites. Auto Mall Noise The approved Specific Plan and proposed Specific Plan Amendment require any vehicle service bays cn Lots 5, 6, 7 and 8 to have side entrances to mitigate potential noise impacts to residents in the adjacent Lake La Quinta development to the west, and the residential area to the south. The Specific Plan and proposed Specific Plan Amendment both prohibit the use of public address systems at the auto dealerships as a way of further minimizing noise impacts on neighboring properties. There are a variety of communications systems available today that can replace public address -type devices for most applications telecommunications systems. Auto Mall Special Events These alternatives include pagers and personal A number of "special events" are also expected to occur on a regular basis, as part of the dealers' efforts to promote themselves and attract customers. The approved Specific Plan and proposed Specific Plan Amendment limit such events to a maximum of 40 days per year, with no single event lasting longer than 10 days. Searchlights would not be permitted, although laser displays and other similar lighting techniques may be employed, if approved by the City. 3-14 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description Mixed -Use Regional Commercial Center The approved Specific Plan and the proposed Specific Plan Amendment allow the development of up to 400,000 square feet of mixed-use regional commercial uses on the eastern half of the site. Probable uses include restaurants, entertainment, stand alone big box retail, financial, and offices. Unlike the approved Specific Plan, however, the proposed Specific Plan Amendment allows for the development of mixed-use regional commercial uses in Planning Areas I and II at a maximum F.A.R. of 0.25 as an alternative to auto mall/service uses. Up to 850,000 square feet of mixed-use regional commercial uses could be developed over the entire project site if no auto mall/services uses are developed. In order to maintain mountain views from Highway 111, mixed-use regional commercial uses developed along Highway 111 would be constructed to a maximum height of 25 feet, with minimum distances between buildings of 65 feet, and with staggered setbacks from Highway 111 as required by the previous approval of the Specific Plan. The proposed Specific Plan Amendment also identifies a minimum setback of 100 feet from the Highway 111 property line. Grading and Phasing Plan Planning Areas I and II, and their internal roadway system, may be mass graded in up to four subphases. The building pads would be established in each Planning Area for the individual auto dealerships, auto -related uses, and/or mixed regional commercial uses. The approved Specific Plan and Specific Plan Amendment both estimate that the total grading operation for Planning Areas I and II (the western half of the site) would move approximately 125,000 yards of dirt and that there would be a net balance of material on-site. Construction of Planning Areas I and II is proposed to begin in 1998 and be completed in 2005. Planning Area III may also be mass graded in up to four subphases to establish pads for the various end users. The grading for this area is also expected to involve the balanced movement of approximately 125,000 yards of dirt as was estimated in the approved Specific Plan. Construction of Planning Area III is proposed to begin in the year 2000 and be completed in 2005. However, in all cases of development on the project site, actual phasing would depend upon the prevailing economic conditions. Circulation and Access The main site access is proposed to be a signalized, landscaped entry from Highway 111 located in the middle of the highway frontage known as La Quinta Drive. Under Development Scenarios 1 through 3, 3-15 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description La Quinta Drive would be a dedicated public roadway with two lanes in each direction, a painted median, and a total right-of-way of 88 feet. Under Development Scenario 1, La Quinta Drive would extend further south into Planning Area II, but reduce to one lane in each direction with a painted median and a total right-of-way of 60 feet. There would be no on -street parking on La Quinta Drive. A second entry would be provided from a right-in/right-out from Highway 111 in Planning Area I. Under Development Scenarios 1 through 3, this access would be a private roadway referred to as Auto Centre Way North. It would provide two travel lanes in each direction and be 40 feet, consistent with the City's General Plan standards for collector streets. On -street parking would be provided south of the curb cuts for Pads 1 and 2. Under Development Scenario 1, this roadway would extend further south into Planning Area II as Auto Centre Way South. Auto Centre Way South would be a dedicated public roadway providing two travel lanes in each direction and a right-of-way of 74 feet. Parking would be provided along both curbs. In addition, a center painted median/left tum lane in Auto Centre Way South would be used for auto dealership vehicle unloading. Under Development Scenario 4, this entry would be a right-in/right-out driveway from Highway 111 into Planning Area I. A third entry would be an unnamed right-in/right-out from Highway 111 into Planning Area III. A fourth entry would be provided from Adams Street opposite 47th Avenue. Under Development Scenarios 1 through 3, this roadway known as Auto Centre Drive would be a dedicated public roadway providing two travel lanes in each direction and a right-of-way of 74 feet. Parking would be provided along both curbs and a center painted median/left tum lane would be used for auto dealership vehicle unloading. The intersection of Adams Street and Auto Centre Drive could be signalized in the future concurrently with the development of Planning Area III if signal warrants are met. Under Development Scenario 4, this entry would be a driveway with at least two travel lanes in each direction to align with 47th Avenue. This entry would be signalized if signal warrants are met. A decorative intersection at Auto Centre Way North and Auto Centre Drive is proposed under Development Scenarios 1 through 3. This circular intersection is illustrated in Figures 5, 6 and 7 with an island in the center and parking at all four circular corners. Site access for the mixed-use regional commercial center in Development Scenarios 1 through 4 would be provided by the four access locations discussed above. However, the internal circulation design for the regional commercial center will be determined in the future and depend on the ultimate users and the configuration of buildings. The Specific Plan Amendment indicates that the circulation design should include an identifiable "collector" street which could be either private or public depending on final 3-16 The Centre at la Quinta Draft SEIR September 1998 3.0 Project Description design. The circulation patter would take Auto Centre Drive and Auto Centre Way North (and South if applicable) into consideration. Access to the regional commercial center would be expected to align with Auto Centre Drive and Auto Centre Way North (and South if applicable) under Development Scenarios 1 through 3. Landscape Concept Both the approved Specific Plan and the proposed Specific Plan Amendment include a "desert oasis" landscaping theme that would emphasize water efficient materials, provide a mixture of color and form, and minimize the use of turf areas. Parking areas in the regional commercial center would feature the concept of a high canopy tree form to reduce the conflict between landscape elements and project graphics. The auto mall would use tree forms sparingly and concentrate form and color along the street frontage of each dealership. Most of the landscape setbacks of each parcel would also be used to retain stormwater on-site. Some of the runoff from the north sides of Pads 1, 2 and 3 would drain into the 50 - foot setback from Highway 111 under Development Scenarios 1 through 3. Art in Public Places In accordance with the City's requirement for Art in Public Places, the approved Specific Plan stated that a portion of the landscape setback along Highway 111 could be devoted to an art object and that this area may also be combined with a bus stop. The specific art form(s) and location(s) have not been designed at this time, and would be subject to City approval. However, the proposed Specific Plan Amendment states that due to the probable differential in construction timing between Planning Areas I, II and III, and with the different scale and type of development, it may be appropriate to tailor the Art in Public Places concept individually to each Planning Area and/or to pay the fee to the City. Proposed Utility Systems All required utilities are presently available in the immediate vicinity of the project site, and no major extensions or upgrading of existing off-site facilities have been identified for this project. Proposed utilities improvements are briefly described as follows. 3-17 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description Sewer Plan Sanitary sewer facilities for La Quinta are provided by Coachella Valley Water District (CVWD). The project would be connected to the CVWD's nearest sewer main, an 18 -inch sewer located in the adjacent segment of Adams Street. Interior sewers would gravity flow to Adams Street. Water Plan CVWD also provides water service to the City of La Quinta. A 12 -inch main exists in Highway 111 and an 18 -inch main is found in Adams Street. The project would construct an 18 -inch water main t at connects the Adams Street main to the Highway 111 main, through the western half of the project site. In addition, an 18 -inch main will be constructed in Highway 111 from the main entrance drive to the easterly property line. Storm Drainage Plan The objective of the drainage plan is that any increase in site runoff attributable to the proposed development plan would be retained on-site. Some of the runoff from the north sides of Pads 1, 2 and 3 would drain into the 50 -foot landscape setback along Highway 111 under Development Scenarios 1 through 3. A temporary retention basin for Planning Areas I and II would be located at the southeast corner of La Quinta Drive and Auto Centre Drive. Permanent retention would be located at a later time within the mixed regional commercial center. Other Utilities Electrical facilities throughout La Quinta are provided by the Imperial Irrigation District. The nearest substation is at Adams Street and the Whitewater River Channel. Preliminary consultations with the District have determined that the design of the project's electrical service would depend on final load calculations for the overall project. Extensions of facilities along Adams Street and ,1 Highway 111 in Planning Areas I and II would be required to be underground and to join with Planning Area III or other future projects to the east or south of these Planning Areas. The District would temporarily serve Planning Areas I and II with an underground connection under Adams Street to the existing overhead facilities on Adams Street. 3-18 The Centre at La Quinta Draft SEIR September 1998 3.0 Project Description Natural gas is provided by the Southern California Gas Company. Their nearest facility is a six-inch line located along the Highway 111 site frontage. This line would be extended into the project site to serve both the auto mall and commercial center areas. Telephone service is provided by GTE. They have indicated that they are extending a fiber optic cable from the comer of Avenue 48 and Adams Street, and that GTE expects to serve the project from that location. Development Agreement A development agreement was approved in 1997 which defined the entitlements for use and development of the property to be granted by the City of La Quinta, defined the public improvements to be provided as part of the project, and defined the City's financial contribution to certain off-site infrastructure improvements required for the project. As part of this project, the applicant is also requesting an amendment to the development agreement to make the agreement consistent with the proposed amendments to the Specific Plan. INTENDED USES OF THIS SUPPLEMENTAL EIR Information included in this document is intended for use by the City of La Quinta, in its evaluation of the proposed Specific Plan Amendment and amended development agreement, and by other responsible, affected and interested public agencies, and by interested members of the public. Specific actions for which this SEIR will be considered are described below. Discretionary Actions to be Considered by the City of La Quinta The project site lies totally within the jurisdiction of the City of La Quinta, and it has sole authority with respect to project approval or disapproval. Given this authority, the City is the Lead Agency for this SEIR, as defined in the California Environmental Quality Act, and as such, the City is required to consider and certify the SEIR, prior to deciding whether to approve any or all elements of the project. In accordance with the City's planning and zoning regulations, and the City's previous approvals of the project, only one discretionary action is required to approve the Specific Plan Amendment #1. 3-19 The Centre at La Quinta Draft SEIR September 1998 r fl 11 3.0 Project Description Specific Plan Amendment As described earlier, the applicant has submitted an amendment to the approved Specific Plan to further define the development principles, guidelines, standards and planning programs that will shape and control the development of this property. All individual development plans proposed for this property would have to be consistent with the provisions of the amended Specific Plan. Development Agreement The applicant is also requesting an amendment to the previously approved development agreement to make the agreement consistent with the proposed amendments to the Specific Plan. Responsible and Affected Agencies Several other agencies will also have some authority over certain aspects of project development, as explained below. This SEIR, as well as the EIR certified in 1997, is also intended for consideration by these agencies, in the exercise of their responsibilities relative to this project. The California QgI2iIrtM!Qnt of Trjnsuo�, stat on has no discretionary authority over project approval, however, it must approve proposed improvements and points of ingress/egress along the State Highway 111 frontage and has permit authority over such improvements. The Coacliella Valley Water District has no discretionary authority over project approval, but off-site and on-site water and sewer facilities are subject to its approval and must be designed and completed in accordance with its specifications. The Imperial Irrigation District has no discretionary authority over project approval, but off-site and on-site electrical facilities are subject to its approval and must be designed and completed in accordance with its specifications. Both the California Denartanentofisii and Game and the Ii h an Wil if rvi are Trustee Agencies, responsible for evaluating potential project -related impacts to rare, threatened or endangered plants and animals that may occur on the project site. 3-20 The Centre at la Quinta Draft SEIR September 1998 4.0 ENVIRONMENTAL SETTING u 4.0 ENVIRONMENTAL SETTING INTRODUCTION Section 15125 of the CEQA Guidelines requires that an EIR include a description of the environmental conditions that occur on and in the vicinity of the project site, from both a regional and local perspective. This section fulfills that requirement by providing a description of the relevant physical conditions, as well as applicable land use and environmental quality plans and programs that pertain to or that could be affected by the proposed project. It is copied from the EIR for the Centre at L a Quinta Specific Plan certified by the City Council in July 1997 and is intended to provide the reader with a mental picture of the site and surroundings, and to establish a frame of reference with respect to regional and local planning programs. In addition, a summary of current development trends throughout La Quinta is provided. REGIONAL SETTING Coachella Valley The Specific Plan site is located within the Coachella Valley portion of central Riverside County, in southern California. The roughly 35 -mile long valley lies between the San Bernardino Mountains to the north and the San Jacinto and Santa Rosa Mountains to the south. The Salton Sea marks the southern boundary of the valley and the San Gorgonio Pass and adjacent mountains mark the northern boundary. This area forms the northwest extension of the Colorado Desert in southeastern California. It is characterized by arid, sparsely vegetated desert land. The valley floor is composed generally of i sandy soils that were deposited through the effects of water and wind erosion. Westerly winds are persistent, and contribute to extensive erosion and the formation of blowsand activity and sand dunes. The Coachella Valley is affected by several earthquake faults, including the San Andreas, San Jacinto, Elsinore, Banning, Mission Creek, Clark, Hot Springs, Blue Cut, Sand Hills, and Pinto Mountain faults. The nearest fault is the San Andreas, located approximately 5.2 miles from the project area. It has been estimated that the maximum credible earthquake (theoretical maximum event) along this fault is 8.25 on the Richter scale, and the maximum probable event is estimated at 8.0 on the Richter scale. The most recent seismic activity in the valley area occurred in April, 1992, about 10 miles north of Palm Springs, near the Mission Creek fault, which is part of the San Andreas system. 4-1 The Centre at La Quinta Draft SEIR September 1998 4.0 Environmental Setting The Sonoran Desert Scrub ecosystem is the most typical biological environment in the valley. This system is generally characterized as consisting of plants which require little water or which go dormant during periods of drought, or which have both characteristics. Cacti are very common in this habitat, due to their ability to store water. Creosote bush and bur -sage shrubs are also dominant plant types. Variations of desert vegetation are attributable to differences in the availability of water. A number of small mammals occupy the valley habitats. Squirrels, mice and rats are all common rodent species. The black -tailed hare is a typical medium sized mammal. Predator species include kit fox, coyote, and mountain lion in the higher elevations. A variety of birds, amphibians and reptiles can also be found, including Geckos and Desert Tortoise. A Desert Transition ecosystem is the second dominant habitat type in the Coachella Valley, found in the alluvial fans and slopes of the surrounding mountains. Plant species in these areas benefit from slightly higher rainfall than in the Sonoran Scrub areas. Climatic conditions in the valley are classified as continental, desert -type, with hot summers, mild winters and less than six inches of annual rainfall, most of which occurs during the winter months and late summer months. Temperatures typically exceed 100 degrees Fahrenheit during four months each year, with daily highs near 110 degrees during July and August. Summer nights are very comfortable, with minimum temperatures in the mid -70's. During the winter season, daytime highs are typically in the high 60's to low 70's, with early morning lows around 40 degrees. Strong pressure and air mass density differences between the desert air mass of the valley and the marine -modified coastal air mass of the South Coast Air Basin draw air into the valley. Frequent gusty winds, mainly during the spring and early summer months contribute to concentrations of both particulates and ozone. Strong westerly winds carry ozone into the valley from the Los Angeles Basin, primarily during the late afternoon and evening hours. Strong seasonal winds also contribute to a "blowsand" phenomenon, a major source of naturally occurring airborne particulate matter throughout the valley. Blowsand storms can reduce desert visibility from a typical 35 miles to less than a mile. Such events occur approximately 10 to 15 days per year. The Coachella Valley is part of the Southeast Desert Air Basin (SEDAB), as defined in the regional Air Quality Management Plan (AQMP) prepared and administered by the South Coast Air Quality Management District (SCAQMD). The AQMP was developed to bring regional air quality into compliance with federal and state air quality standards and to meet California Clean Air Act requirements. Based on regular measurements at air quality monitoring stations found in the SEDAB, the valley air quality currently does not meet federal standards for ozone, carbon monoxide or 4-2 The Centre at La Quinta Draft SEIR September 1998 4.0 Environmental Setting particulate matter. The entire Riverside County portion of the SEDAB has been designated by the California Air Resources Board as a "non -attainment area" for ozone (smog) and total suspended particulate matter. The standard for PM,,, (particulate matter 10 microns or less in diameter) is frequently exceeded. PM,obecomes suspended in the air due to winds, grading activity and by vehicle traffic along unpaved roads, among other sources. Transportation and Circulation Vehicular access to the Coachella Valley is provided by the Interstate 10 Freeway, providing an east - west linkage to the Los Angeles metropolitan area to the west, and to the rest of the country to the east. State Highway 111 is the principal highway through the valley and provides the primary regional access to La Quinta. Both of these circulation routes are part of the Riverside County Congestion Management Plan (CMP). The CMP, prepared by the Riverside County Transportation Commission, is a comprehensive effort to more directly link land use, transportation and air quality objectives in order to promote reasonable growth management programs that result in better utilization of transportation funds, alleviation of traffic congestion and related impacts and improved air quality. The CMP includes a system of state highways and principal arterials, establishment of a County -wide transportation computer model, development of a consistent methodology for calculating roadway level of service, and Model Traffic Impact Analysis (TIA) guidelines for evaluating the traffic impacts of development. The Riverside County CMP also contains a section which defines participation by local governments in the Coachella Valley Association of Governments' Transportation Uniform Mitigation Fee (TUMF) or similar fee program. In addition, adoption of Travel Demand Management (TDM) ordinances is required for participating local governments. The City of La Quinta does not participate in the TUMF program, but administers its own, equivalent traffic impact fee program. The City has also adopted a TDM ordinance that complies with the CMP guidelines. Section 5.5 of this SEIR evaluates the transportation and circulation impacts of the proposed Specific Plan Amendment, including potential impacts on affected segments of the CMP system, and with respect to consistency with the City's TDM ordinance. Regional Comprehensive Plan and Guide The Southern California Association of Governments (SCAG) is a council of governments representing Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura counties. SCAG is a regional 4-3 The Centre at La Quinta Draft SEIR September 1998 4.0 Environmental Setting planning agency and serves as a forum for addressing regional issues concerning transportation, the economy, community development and the environment. Policies and programs adopted by SCAG to achieve regional objectives are expressed in their Regional Comprehensive Plan and Guide (RCPG). SCAG also serves as the regional clearinghouse for projects requiring environmental documentation under federal and state law. In this role, SCAG reviews proposed development and infrastructure projects to analyze their impacts on SCAG's regional planning efforts. In their response to the Notice of Preparation of the certified EIR for this project, SCAG identified several policies from the RCPG as relevant to the project and determined that The Centre at La Quinta Specific Plan is consistent with such RCPG policies. These are briefly discussed below. Growth Management Chapter • The population, housing, and jobs forecasts, which are adopted by SCAG's Regional Council and that reflect local plans and policies, shall be used by SCAG in all phases of implementation and review. RCPG jobs, housing and population forecasts for the Coachella Valley subregion are based on land use designations and policies adopted by the local governments within the valley. Table 2 identifies these forecasts, for the years 1990, 2000, 2010 and 2015. Table 2 Population, Housing and Employment Forecasts for the Coachella Valley Forecast Year aPopulation Housing Employment 1990 215,000 126,000 87,000 2000 330,000 168,000 122,000 2010 497,000 249,000 163,000 2015 588,000 293,000 177,000 Source: Southern California Association of Governments, Regional Comprehensive Plan and Guide, June 1994. The subject project site is designated for Mixed/Regional Commercial development in the 1992 La Quinta General Plan, which is intended for development of major retail centers, major office uses, major community facilities and/or major medical facilities, as well as hotels, entertainment uses and automobile -related businesses of a regional nature. The project's mix of auto sales/services and/or mixed retail/ commercial center activities are consistent with the 1992 La Quinta General 4-4 The Centre at La Quinta Draft SEIR September 1998 �_ 4.0 Environmental Setting Plan land use policies for the Mixed/Regional Commercial designation. In addition, the proposed development intensity of up to 850,000 square feet is less than the maximum that is permitted in accordance with the floor area ratio limitations established for the Mixed/Regional Commercial designation. Employment forecasts developed by SCAG, as shown above, were based on estimates provided by local agencies. Since estimates for La Quinta were based upon the 1992 La Quinta General Plan, the proposed Specific Plan Amendment would be consistent with the Growth Management chapter of the RCPG. Regional Mobility Element (RME) • Promote Transportation Demand Management (TDM) programs along with transit and ridesharing facilities as a viable and desirable part of the overall mobility program while recognizing t h e particular needs of individual subregions. • Support the extension of TDM program implementation to non -commute trips for public and private sector activities. The City of La Quints has adopted a TDM Ordinance (Section 9.180 of the La Quinta Municipal Code), which contains standards for the provision of capital improvements and operational measures to facilitate the development of alternative transportation modes which reduce the total number of single occupant vehicle trips. These standards apply to private sector activities such as the proposed Specific Plan Amendment. • Support the coordination of land use and transportation decisions with land use and transportation capacity, taking into account the potential for demand management strategies to mitigate travel demand if provided for as part of the entire package. Section 2.60.3 of the proposed Specific Plan Amendment #1 establishes a requirement to provide bus turnouts as part of the project's public street improvements. In addition, the project developer agreed to provide a bus shelter that complies with the City's Highway 111 Design Theme. Section 2.60.3 of the proposed Specific Plan Amendment #1 also requires submittal of TDM plans prior to the issuance of building permits for individual Site Development Permits, in accordance with the provisions of the City's TDM regulations. Development of the site would consist of a number of separate employers, and many of the jobs t at would be created at the project site would be part-time, with a variety of work shifts. Given these 4-5 The Centre at In Quinta Draft SEIR September 1998 4.0 Environmental Setting circumstances, it would be more difficult to establish a broad employee -based ride -sharing program for this project than, for example, a large, single employer with a common work schedule for a 11 employees. Furthermore, many of the part-time positions at future retail businesses are expected to have work periods later in the day than the critical morning peak commute periods that the City's TDM regulations are focused on. • Urban form, land use and site -design policies should include requirements for safe and convenient non -motorized transportation including the development of bicycle and pedestrian friendly environments near transit. As discussed above, bus turnouts and a bus shelter would be provided as part of the Specific Plan project. Section 2.60.2 of the proposed Specific Plan Amendment #1 indicates that sidewalk and bike path improvements will be constructed along the Adams Street and Highway 111 site frontages, as part of the project's road improvements. These improvements will provide important linkages for pedestrians and bicyclists to reach future transit facilities that may be developed on-site or nearby. • Support the use of market incentives as a mechanism to affect and modify behavior toward the use of alternative modes for both commute and non -commute travel. Market incentives designed to affect travel behavior are typically applied on a much broader scale than an individual development project, such as toll roads which charge higher fees for peak period travel. There are no active market incentive programs in the La Quints area which would apply to this project. This Specific Plan would not conflict with this RME policy, however, because market incentives could be developed at some future time which could be implemented at the Specific Plan site. • Expanded transportation system management by local jurisdictions will be encouraged. The City of La Quinta employs the transportation system management technique of traffic signal synchronization on selected segments of Washington Street and Highway 111. Expansion of this system to other segments is anticipated, as funding is available. 4-6 The Centre at Ia Quinta Draft SEIR September 1998 r: t: , 4.0 Environmental Setting Improve the Regional Standard of Living • Encourage local jurisdictions' efforts to achieve a balance between the types of jobs they seek to attract and housing prices. • Encourage patterns of urban development and land use which reduce costs of infrastructure construction and make better use of existing facilities. Both of these policies are among the key goals of the City of La Quinta General Plan, which was recently updated. The Specific Plan site is designated for Mixed/Regional Commercial land uses, thus this project would be located in an appropriate place that has been planned for such activities. All infrastructure facilities that would be required to support the proposed development concept are currently available along adjacent street segments, or within a short distance of the project site. • Encourage subregions to define an economic strategy to maintain the economic vitality of t h e subregion, including the development and use of marketing programs, and other economic incentives, which support attainment of subregional goals and policies. This policy is directed toward subregional entities such as the Coachella Valley Association of Governments, and does not apply to this Specific Plan project. Improve the Regional Quality of Life Ten policies are identified which relate to regional goals to attain mobility and clean air, to develop urban forms that enhance the quality of life, that accommodate a diversity of life styles, that preserve open space and natural resources, that are aesthetically pleasing and preserve the character of communities, and which enhance the strategic goal of maintaining the regional quality of life. The City of La Quinta General Plan addresses all of these goals, with objectives, policies and programs that provide guidance for the City's decision -makers with respect to individual development projects as well as city-wide issues. Provide Social, Political and Cultural Equity • Encourage efforts of local jurisdictions in the implementation of programs that increase the supply and quality of housing and provide affordable housing as evaluated in the Regional Housing Needs Assessment. 4-7 The Centre at la Quinta Draft SEIR September 1998 4.0 Environmental Setting The Specific Plan project does not include any housing, would not affect any existing housing and would not conflict with any City policies, objectives or programs related to housing supply or affordability. Support local jurisdictions and other service providers in their efforts to develop sustainable communities and provide, equally to all members of society, accessible and effective services such as: public education, housing, health care, social services, recreational facilities, law enforcement and fire protection. This policy is oriented to programs that benefit public and, presumably, other non-profit agencies that provide various services to the residents of the region. As discussed in the Initial Study to the certified EIR, no significant impacts cn education, housing, health care, social services or recreational facilities are anticipated as a result of this commercial development project. In fact, sales taxes generated by the project would help fund a variety of government services, and impact fees would also be paid to the Desert Sands Unified School District to offset potential impacts related to school age children of future employees. Section 5.10 of this SEIR evaluates potential impacts on law enforcement and fire protection services. LOCAL SETTING City of La Quinta La Quints is a golf resort oriented community located approximately 20 miles from Palm Springs and about a two-hour drive from the Los Angeles/Orange County area. The city currently covers approximately 31.2 square miles of both mountainous and desert terrain. Nearly 13 square miles are protected mountain open space, parkland or golf course open space designations. It is bordered by the cities of Indian Wells on the west, Indio to the east, the unincorporated community of Bermuda Dunes to the north and other unincorporated areas to the south. Roughly 70 percent of the land within the city is undeveloped, and much of this consists of steep, rocky slopes of the Santa Rosa Mountains. Existing development is concentrated in four general areas: mainly single family homes north of the Coachella Valley Stormwater Channel; golf course and gated single family residential neighborhoods near the La Quinta Hotel; a mix of medium density single-family homes and office and retail uses in the Cove and Village areas; and a mix of attached and detached single family homes and a world-renowned golf course in the resort community of PGA West, located south of Avenue 54. At the time the La Quinta General Plan was completed (October, 1992), it was 4-8 The Centre at la Quinta Draft SEIR September 1998 4.0 Environmental Setting estimated that approximately 6,000 acres of vacant land suitable for development remained in the city. La Quinta was incorporated in 1982, with a population of under 3,000. Between 1985 and 1998, La Quinta was one of the fastest growing cities in Riverside County and in the state, with a population growth during that period of 289 percent. Total permanent population for 1998 is estimated to be 20,444. In addition to its permanent residents, it has been estimated that another 9,500 persons are seasonal residents who live in La Quinta for three -to-six months of the year. Between 1991 and 1998, 2,733 new homes were built in the city. The housing stock, at the beginning of 1998, included 9,448 single family homes, 697 multi -family units and 247 mobile homes. The median home price in La Quinta has been much lower than the rest of southern California, and, at roughly $110,000 has been slightly lower than the median value throughout the Coachella Valley ($110,630).1 According to the City's Commercial Development Status Report (July 1, 1998), 3,006,760 sq. ft. of retail and 431,583 thousand sq. ft. of office space have been approved for development in the City, but are not yet under construction. In addition the City's Residential Development Status Report (July 1, 1998) indicates that 21,860 housing units have been approved for development, but construction has not yet begun. These totals represent all projects which have been approved since the City's incorporation, and it is not known how many of the approved/not built projects are still considered likely to be completed. The City's existing circulation system is in the early stages of development and consists of a modified grid system of two- and four -lane roadways, mainly following a north -south orientation. Most roads are two -lanes, without curbs and gutters. Four -lane sections and associated improvements are found on major arterials, where most development has occurred. Of the five key roadways in the City's circulation network, two provide primary access to the Specific Plan site. Washington Street, a two -to four -lane major arterial provides north -south access to the Interstate 10 Freeway, located a few miles north of the Specific Plan site. It also provides the connection from I-10 to State Highway 111, which leads to the Specific Plan site. The signalized intersection of Washington Street and Highway 111 has the highest traffic volumes of any location in La Quinta, with a current Level of Service "D" in both the morning and late afternoon peak traffic periods. Intersection improvements are currently under construction. The intersection of Washington Street and Avenue 48 received a traffic signal in 1997 and is currently experiencing a Level of Service "C" or better during both peak periods. 1 City of La Quinta, Community Development Department. La Quinta California Economic Overview, 1997 Edition. 4-9 The Centre at La Quinta Draft SEIR September 1998 4.0 Environmental Setting State Highway 111, a four -lane east -west state highway, provides the primary regional access to La Quinta and is a major intra -regional and inter -regional route for the Coachella Valley. The segment between Washington and Jefferson Streets has been the focus of an expanding mixture of commercial development. Adjacent to the Specific Plan site, current traffic volumes have been measured at approximately 18,000 vehicles per day. Higher volumes have been recorded west of Washington Street and east of Jefferson Street. Law enforcement services are provided to the City through a contractual arrangement with the Riverside County Sheriff's Department. Services are provided from the Sheriff's Indio station. Fire protection services are provided by the Riverside County Fire Department. The Department maintains two stations in the City; Station No. 32 on Avenue 52, west of Washington Street, and Station N. 70, a t the intersection of Madison Street and Avenue 54. Please review Section 5.10 of this SEIR for an assessment of this project's potential impacts on Sheriff and Fire Department services. Public school services are provided in La Quinta by both the Desert Sands Unified School District (DSUSD) and the Coachella Valley Unified School District, however, the elementary, junior high and high schools found in the city are within the jurisdiction of the DSUSD only. The College of the Desert Community College District also encompasses the City of La Quinta. Library services are provided by the Riverside County Library System, with a branch library located in the Village area. Local health care providers include the JFK Memorial Hospital in Indio and the Eisenhower Immediate Care Facility located in the "One Eleven La Quinta" shopping center. The Riverside County Health Department also administers a variety of health care programs for area residents, from their Indio office. Paramedic service is provided in La Quinta by Springs Ambulance Service. Local government services are provided by the City of La Quinta, including general administration, planning, building and safety, public works/engineering, recreation programs, parks maintenance, animal control, and a senior center. Electrical service in La Quinta is provided by the Imperial Irrigation District (IID), and natural gas service is provided by the Southern California Gas Company. IID has four substations in La Quinta, with a steam plant located in El Centro and hydroelectric power generated by the All American Canal. Telephone services is provided by GTE Incorporated and Colony Cablevision provides cable television service. 4-10 The Centre at LA Quinta Draft SEIR September 1998 4.0 Environmental Setting Domestic water service is provided by the Coachella Valley Water District (CVWD). CVWD obtains water from underground aquifers and from an allocation of Colorado River water. Potable water is pumped from 13 wells located throughout the city, at depths ranging from 500 to 900 feet. CVWD stores water in five reservoirs located in various parts of the city. CVWD also maintains a stormwater drainage system to collect and transport storm flows through the city. Trash pick-up service is provided by Palm Desert Waste Management. Non -hazardous, mixed - municipal solid waste is currently hauled to the Riverside County -operated Edom Hill Landfill, which is located northwest of Cathedral City. A proposal to expand the capacity of the Edom Hill landfill is currently under review, as this facility is scheduled to close in the year 2002, while investigations are underway to develop a new, subregional approach to solid waste management. Section 5.9 of this SEIR provides a more detailed discussion of the current solid waste disposal issues confronting La Quinta, and evaluates the project's solid waste generation with respect to potential impacts on the City's solid waste reduction programs. Project Site Figure 9 illustrates the present land uses and other notable environmental features on and in the vicinity of the Specific Plan site. Figure 10 presents photographs of the project site, as viewed from the northeast corner looking west and southwest. The 87 -acre Specific Plan site has nearly 2,300 feet of frontage along the south side of SR 111 and approximately 1,366 feet of frontage along Adams Street, which forms the western site boundary. Dune Palms Road lies approximately 300 feet east of the eastern site boundary. Portions of the site were previously used for irrigated crop production, which apparently had ceased by the early 1970's.2 Isolated fragments of the irrigation system are all that remain from the past agricultural activities. The land is currently vacant, covered by a meandering pattern of sand dunes and sparse dune vegetation, with scattered piles of debris and vehicle tracks evident in several places. Three billboard signs have been posted along the Highway 111 frontage. The site slopes from north to south, with a total average relief of approximately 25 feet. Vacant land and a small lot formerly used for used car sales lie directly north, along SR 111. Remains of a small agricultural ranch and a single family home are located to the east. Immediately to the south is vacant land. The Rancho La Quinta golf/residential community is located roughly 1,000 feet south of 2 CRM Tech, Cultural Resources Evaluation Report, Stantko Development Co. Project Site at The Intersection of SR 111 and Adams Street in the City of La Quinta, Riverside County, California. January 24, 1997. i 4-11 The Centre at La Quinta Draft SEIR September 1998 4.0 Environmental Setting the project site, south of 48th Avenue. A water tank and the Lake La Quinta residential development are found to the west of the Specific Plan site. The City of La Quinta General Plan designates the Specific Plan site and land to the north, east and immediate south for Mixed/Regional Commercial land uses. High density and low density residential development is planned for land west of Adams Street. On-site soils are generally silty sand, classified by the U.S.D.A. Soil Conservation Services within the Coachella and Myoma series. These soils are characterized as being non -plastic, with slow to very slow runoff rates, well drained to excessively drained, and subject to a high erosion hazard. These soils generally have a low corrosivity to concrete and a high corrosivity to steel. No established water sources or surface drainage courses occur on-site and no U.S.G.S. "blueline" streams have been mapped on-site. No active earthquake faults have been found in La Quinta, however, the State Geologist has identified a northwest -southeast trending "inferred fault" near the western edge of this site. Inferred faults have shown no signs of activity within the last 11,000 years and are not considered active. Section 5.2 of this SEIR provides further information concerning the site's geological characteristics and potential constraints to site development. This property lies within the known habitat of the endangered Coachella Valley fringe -toed lizard, a portion of which occurs in the sand dunes north of Avenue 50, within the City of La Quinta. This habitat is also considered suitable for the rare flat -tailed homed lizard, a species which is a candidate for listing as endangered by the California Department of Fish and Game. The City of La Quinta conducted on-site field surveys for the presence of the flat -tailed horned lizard during the Spring of 1997 and determined that this species does not exist in the Specific Plan site. All of the fringe -toed lizard habitat in La Quinta, including the Specific Plan site, is subject to a development fee of $600 per acre, which is paid into a fund to acquire and maintain habitat in a special lizard preserve area established in the Thousand Palms area. Under the terms of the habitat conservation plan for the fringe -toed lizard, land within the development fee area may be developed without setting aside land on-site, or otherwise providing on-site mitigation for loss of lizard habitat. Please review Section 5.4 of this SEIR for additional information concerning the Specific Plan site's biological resources and the significance of project -related impacts to those resources. Air quality in the vicinity of the Specific Plan site is affected by automobile exhaust emissions along Highway 111 and by wind patterns that occasionally carry smog from the Los Angeles basin into the Coachella Valley and which also produce heavy concentrations of particulate emissions on windy 4-12 The Centre at La Quinta Draft SEIR September 1998 �a 11 r Retail Development Retail 0 ievo'.pm evelopment\ + L I J11 r —Storage Facil*,----,_. 100 0 Channel Vacant (Sand Dunes) XAM, Ware 1va'; 1,Bus lop Remains of WIlf Former Biffiwal.y Single-Farrrky Residence Residential, IR1111, Aft,0A. Vacant 41 Vacant 2 A I and Dunes) Lake 110,10 closest lot eUlm-ard 3jiy \ i�imdscape �E. ge Solid Perinpher W 1 11 Appw, 1200' Vacant Single Family (Sand Dunes) Residential, f t7l 11 223-02.8/98 I Trailer Vacant Park Retail Development Vaca ....... .... . ... I DesertSands . .... ............ Educational Services Center and City of La Quinta,\, Yard 1� ' FIGURE? Environmental Setting THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR `n.,,�. - cam•--'�- P i 'RL k i . _. _ v .sem �.,� .o ��'yR•� * a, y,�i ryr� View across the project site, from east to west. SOURCE: Impact Sciences, February 1997. .{ 223-02.6/98 f � v r 4� it -41 r • - 9 _ . Y of N /• ,�..-`�Iw F{ r ,� .a _.1e�"j��1r=y.. �, r'flr,i.+'' i . i _` :., Y X74 i" + 1 4 a r ` � Y"'' •ate.. .Y_ dr 7A s � .�. -. . a� ••. , _ � � ..,w•P � � � " � _ ¢ kz. � r � _ s��;f Ski FIGURE1.0 Photograph of Existing Project Site Conditions THE CENTRE AT LA GIUINTA DRAFT SUPPLEMENTAL EIR 4.0 Environmental Setting days. Please review Section 5.6 of this SEIR for more information concerning the ambient air quality in this area and an analysis of how this Specific Plan Amendment would affect local air quality. The local noise environment is primarily affected by traffic along Highway 111 and Adams Street. Except for minor and occasional noise from residential activities within the nearby Lake ,La Quinta residential development to the west, there are no other notable noise sources currently affecting the project site. Section 5.7 of this SEIR provides additional information concerning the ambient noise environment in this area, along with an assessment of how this Specific Plan Amendment would change local noise levels. Long-range views of the Coral Reef and Santa Rosa Mountains are briefly visible to motorists traveling along Highway 111, looking across the site to the south and southwest. Highway 111 and Adams Street are each designated for special street design treatments as part of the City's urban design policies to create an outstanding public image as viewed from the City's major arterials. Highway 111 is currently a four lane, divided arterial, with an unimproved shoulder along both sides of the highway, adjacent to the project site. Adams Street is currently a partially improved two-lane street adjacent to the site. It has an unimproved shoulder along the entire project site frontage, while the western side is fully improved with curb and gutter, a meandering sidewalk, landscaping and a perimeter wall along the boundary of the Lake La Quinta project, from 47th Avenue south to 48th Avenue. Please refer to Section 5.11 of this SEIR for a more detailed description of the current visual setting of the project site and for an analysis of this project's development characteristics with respect to the City's urban design policies. All utilities required to serve a large-scale commercial project at the Specific Plan site are already available along one or both of the site's street frontages, or within a short distance from a property boundary. Section 5.8 of this SEIR discusses water delivery and storage issues associated with this project and Section 5.3 discusses the proposed storm drainage concept and water quality concerns. 4-15 The Centre at La Quinta Draft SEIR September 1998 5.0 ENVIRONMENTAL IMPACT ANALYSES C.: 5.1 POTENTIAL SECONDARY LAND USE EFFECTS INTRODUCTION As indicated in the CEQA Guidelines, the primary objective of an EIR is to disclose the environmental impacts that would occur as a result of a project. The focus of the impact analysis is on the potential for a project to cause "...a substantial adverse change in the physical conditions which exist in the area affected by the proposed project."1 Economic or social effects related to a proposed project "...shall not be treated as significant effects on the environment. An EIR may trace a chain of cause and effect from a proposed decision on a project through anticipated economic or social changes resulting from the project to physical changes caused in turn by the economic or social changes. The intermediate economic or social changes need not be analyzed in any detail greater than necessary to trace the chain of cause and effect. The focus of the analysis shall be on the physical changes. "2 In addition, Section 15163(b) of the CEQA Guidelines states that the supplement to an EIR need contain only the information necessary to make the previous EIR adequate for the project as revised. The certified EIR examined the potential for the proposed auto sales/service and retail commercial uses to cause secondary land use effects in the City of Indio. At the time that the certified EIR was prepared, it was anticipated that up to four existing auto dealerships in the City of Indio might relocate to the Specific Plan site. A potential issue was whether the vacated sites might be subject to long-term deterioration resulting in physical blight. For this reason, the analysis in the certified EIR evaluated the current and future demand for alternative retail commercial to be developed and operated at these auto dealership sites. In addition, the study looked at the ability of the local market to support the proposed retail commercial uses without resulting in secondary land use effects on existing retail areas. The market area retail demand analysis and analysis of reuse potential was prepared by The Natelson Company, Inc. and included in Appendix I of the certified EIR. ENVIRONMENTAL SETTING Indio Market Areas To determine the potential secondary land use effects that could occur as a result of commercial uses from Indio relocating to the Specific Plan site, it is necessary to understand the characteristics of the 1 CEQA: The California Environmental Quality Act: Statutes and Guidelines (Sacramento, California: Office of Planning and Research, Office of Permit Assistance, January 1, 1998), §15002(g). 2 Ibid. 5.1-1 The Centre at La Quinta Draft SEIR September 1998 5.1 Potential Secondary Land Use Effects Indio market area that would be affected. A "market area" is a term that refers to the geographic extent of the population that comprises the consumer market for a particular type of business category, such as a retail "sector." Auto dealers and the sale of auto parts is only one of many types of retail sector. Market areas are further delineated into primary and secondary market areas, as well as regional markets. The Natelson Company, Inc. has defined the primary, secondary and regional market areas for Indio as shown in Figure 11. Population and income characteristics are the primary determinants of the potential dollars available for purchase of goods and services in a market area. The total projected retail demand for the Indio trade areas from a 1995 baseline are approximately $743 million to a year 2010 projection of $1.2 billion. These totals represent approximately 35 percent of the total income available in the various market areas. Typically, the actual proportion of income available for purchase of retail goods and services ranges from 32 to 38 percent, depending on the relative affluence of the particular community. Based on historical retail expenditure patterns throughout California, spending at auto dealers typically comprises approximately 15 percent of all retail expenditures. The majority of retail sales are related to purchases of shoppers goods and convenience goods. Capture Rates Another important feature of a given market area is the amount of retail purchases that can be "captured" in that area. In this sense, the term capture means the ability to attract consumers to one area rather than another. Businesses located in primary market areas typically capture most, if not all, of their customers from the local area, as local residents seek the convenience of a nearby shopping location. Capture rates for businesses tend to diminish with distance from their primary market area, due to increased travel times and due to competition by other similar businesses located closer to residents in outlying areas. Tourist -destination places such as San Francisco or Las Vegas represent exceptions to this general rule, as visitors from great distances comprise a significant portion of the consumer base in such tourist -oriented cities. Estimated capture rates for the Indio market areas are projected to be high due to the tendency of residents to shop within close proximity to their homes. Capture rates for the secondary market area are projected to be lower because of distance and due to availability of competitive retail facilities in closer proximity to residents in that market area. Capture rates for regional market area #1 are estimated to be at low levels because of the distance involved to travel to Indio, even though this area does not have a substantial base of retail facilities. Capture rates for regional market area #2 are 5.1-2 The Centre at La Quinta Draft SEIR September 1998 1 I i 1 i I S; ;foot Prongs Bernardino LEGEND Primary Market Area 14 CSecondary Market Area I CRegional Market Area #1 North I Regional Market Area #2 Palm Springs W. Palm ' .. i Springs a Cdhod City 1f Rancho Mirage Bernardino Y LL- L mi. 2.5 mi. 0 mi. 5 mi. I!4, ni 1 a I wan 8crnardino i. rr v Riverside Coun1Y ` J Joshua Tree Natio al Monument >1L I � r Hidden Springs drKYlen 1 _ Wells \ _ i 1D� � ar6� 4 r6r?t!d all Mecem .rte FIGURE1l Indio Market Are 223-02.6/98 THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EI'R LEGEND Primary Market Area CSecondary Market Area CRegional Market Area #1 s I Regional Market Area #2 Y LL- L mi. 2.5 mi. 0 mi. 5 mi. I!4, ni 1 a I wan 8crnardino i. rr v Riverside Coun1Y ` J Joshua Tree Natio al Monument >1L I � r Hidden Springs drKYlen 1 _ Wells \ _ i 1D� � ar6� 4 r6r?t!d all Mecem .rte FIGURE1l Indio Market Are 223-02.6/98 THE CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EI'R 5.1 Potential Secondary Land Use Effects projected to be even lower, due to the fact that there are more retail facilities available in this area than in market area #1. Based on the existing characteristics in the Indio market areas, Indio is well positioned to capture a significant percentage of the demand for auto dealers and parts, from all four market areas. Potential capture rates for this retail category range from 100 percent in the primary market area to 50 percent in the other three. Based on a comparison of the potential amount of retail demand within the combined Indio market areas that could be captured by Indio businesses, versus the amount of actual sales, for the year 1995, Indio's current auto dealers did, in fact, capture all of the potential demand for such purchases from the four combined market areas (estimated total demand of $71.9 million in sales and actual sales of $72.3 million). In February 1998, one of the dealerships in the City of Indio moved to the City of La Quinta. Therefore, some of the demand for auto purchases is now being met in the City of La Quinta. In addition, there was some "leakage" of retail expenditures in several categories, where actual sales in Indio fell well below the potential demand based on estimated capture rates for those categories. Retail categories where such leakage occurred included Apparel, Furniture/Appliances, and Specialty. Examples of "specialty" retail businesses include: gift stores, sporting goods stores, florists, bookstores, office supply stores, mobile home dealers and boat/motorcycle dealers. These categories represent opportunities for development of new businesses within Indio that could capture some of the sales that are currently "leaking" to other market areas. IMPACT ANALYSIS Impact Significance Criteria As noted in the introduction to this section, CEQA does not consider economic effects to be significant, with respect to the purpose of an EIR. Economic effects may be evaluated to help determine the significance of physical changes related to those economic effects. Therefore, for the purpose of the certified EIR and this SEIR, project impacts would be considered significant if up to four existing dealers move to the Specific Plan site from their current locations within the City of Indio and the sites could not be redeveloped or re -occupied for an economically viable or otherwise socially productive use, thus leading to potential physical deterioration of those sites and possibly neighboring properties. In addition, project impacts would be considered significant if the local market could not support the 5.1-4 The Centre at La Quinta Draft SEIR September 1998 5.1 Potential Secondary Land Use Effects proposed retail commercial uses without resulting in adverse secondary land use effects on existing retail uses in the area. Project Impacts Summary of Project Impacts from Certified EIR Retail demand analysis conducted by The Natelson Company, Inc., and presented in the certified EIR indicates that there is sufficient retail demand to support the development of up to 130,000 square feet of new retail space in the City of Indio. Each of the four affected Indio dealer sites currently enjoys excellent accessibility and visibility. All four sites are located on major streets in the City of Indio and are readily accessible to local residents and people from surrounding communities. All four sites are situated near the interchange of State Highway 111 and Indio Boulevard, which is highly visible to many motorists traveling through Indio via either of these roadways. In terms of locational advantages, all of these sites are well positioned as a potential place for a new business that targets the apparel, furniture/ appliances and special retail sectors that have been "leaking" to other communities, as discussed earlier. The secondary land use impact on the City of Indio would, therefore, not be considered significant. Impacts of Proposed Specific Plan Amendment Only three of the existing auto dealerships located in Indio may now move to the Specific Plan site. The fourth dealership, Desert Chevrolet, was bought -out by General Motors and Fred Simon and moved to La Quinta in February, 1998. The Natelson Company, Inc. has reviewed the four development scenarios proposed in the Specific Plan Amendment and has concluded that none of these scenarios would result in significant secondary land use impacts in the City of Indio or other secondary communities.3 The demand for additional retail commercial uses in Indio identified in the certified EIR was entirely derived from existing and future projected market growth in Indio's primary and secondary market areas. These areas do not include the City of La Quinta and other communities (identified as market area #4 in the Natelson Study), which were treated as a separate sub -market. Any retail commercial development in the City of La Quinta would, therefore, most likely draw from market area #4, and not Indio's primary and secondary market areas. New retail uses in La Quinta would also provide a different range and mix of uses in response to 3 Jay W. Natelson, The Natelson Company, Inc., Encino, California. Correspondence to Impact Sciences, Inc., April 20, 1998, 5.1-5 The Centre at La Quinta Draft SEIR It September 1998 5.1 Potential Secondary Land Use Effects unique local demographics. Therefore, secondary land use impacts cn the City of Indio would not be considered significant for any of the four development scenarios, including Development Scenario 4, which consists of developing the entire site with retail commercial uses. The above conclusion is based on the assumption that the City of Indio responds to existing market demand within a reasonable time period. Should that not occur, local Indio residents will still make purchases, and if they can't meet their requirements in Indio, they might have to travel to greater distances to meet those needs outside the City. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the Specific Plan would add to the growth of commercial development along the Highway 111 corridor and would increase competition among auto dealers and other retail uses within the Coachella Valley. Given the many dynamics present in any economy, and the high probability of continuing changes in the business climate throughout the Coachella Valley, the likelihood of adverse land use impacts related to cumulative economic effects associated with competition for auto sales and services or any other retail goods, cannot be quantified or accurately determined. Private market efforts, together with public-private partnerships, non -profits and community-based organizations can and do develop solutions to problems that result from economic competition. These efforts could, therefore, prevent any significant, long-term cumulative land use impacts associated with the kinds of economic impacts discussed in this section. I' Cumulative Impacts of Proposed Specific Plan Amendment 1 As with the approved Specific Plan, the proposed Specific Plan Amendment would add to the growth - of commercial development along the Highway 111 corridor and would increase competition among auto dealers and/or other retail uses within the Coachella Valley. It must be reiterated that private market efforts, together with public-private partnerships, non -profits and community-based organizations can and do develop solutions to problems that result from economic competition. For example, the City of Indio, Riverside County, and several auto dealers have entered into such a public/private partnership to facilitate the development of a new auto mall in Indio adjacent to the I- 10 freeway. However, because the Specific Plan project would most likely draw from market area #4, and not Indio's primary and secondary market areas, neither the approved project nor the proposed 5.1-6 The Centre at la Quinta Draft SEIR September 1998 5.1 Potential Secondary Land Use Effects Specific Plan Amendment would have a significant cumulative impact with respect to secondary land use effects in Indio. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR No significant land use impacts related to the project's economic effects identified in the certified EIR. Therefore, no mitigation measures are required or recommended. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new secondary land use impacts have been identified, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS None anticipated. 5.1-7 The Centre at La Quinta Draft SEIR F, September 1998 5.2 GEOTECHNICAL CONSIDERATIONS INTRODUCTION A preliminary evaluation of seismic and other geological constraints potentially affecting development of the Specific Plan site was conducted as part of the Initial Study prepared for this project (see Appendix B of the certified EIR). Based on previous research conducted as part of the La Quinta General Plan 1992 program, the Initial Study determined that significant constraints are not present with respect to seiches, tsunami or volcanic eruptions; landslides or mudslides; or unique geologic or physical features. Additional study was recommended, however, with respect to typical seismic safety issues (fault rupture, ground shaking, liquefaction) and ground instability (erosion, subsidence, expansion). Both the certified EIR and this section discuss these issues. ENVIRONMENTAL SETTING The Specific Plan site is located in the Coachella Valley, which is part of the Colorado Desert geomorphic province of California. The Coachella Valley forms the northerly portion of the Salton Trough, and is underlain by a thick sequence of sedimentary rocks that are Miocene to Recent in age. The San Andreas fault zone is located along the northeastern margin of the Coachella Valley, aligned generally parallel to the long -axis of the Salton Trough. The Specific Plan site is located approximately 5 1/2 miles southwest of the San Andreas fault. The Specific Plan site is not within an Alquist-Priolo Special Studies Zone, nor are any "active" faults known to exist within the immediate vicinity of the site, or anywhere else in La Quinta. An "inferred fault" is shown traversing the western edge of the Specific Plan site, in a northwest to southeast direction, on Figure 4.2-4 of the La Quinta General Plan Final EIR. This feature was identified during studies by the California Division of Mines and Geology several years ago, as part of Alquist-Priolo Special Studies to map known earthquake faults throughout the state. The Final EIR notes that "These fault traces do not exhibit any evidence of Holocene movement (i.e., within the last 11,000 years) and are not considered active." Seismically induced ground rupture, or earth cracking, is not considered a significant hazard on-site or in surrounding areas. Additionally, ground rupture produced through ground -shaking of regionally active faults is not considered likely, although the possibility cannot be entirely discounted. 5.2-1 The Centre at La Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations Strong ground motions generated by nearby earthquakes can be expected to occur during the design life of the proposed development. The level of ground shaking potential is typical of northern La Quinta and most of Indio, and of many other areas of the Coachella Valley where development has occurred. Site topography consists of undeveloped desert. Remains of previous irrigation system improvements in the form of concrete risers and at least two wells were observed during field investigations. No bedrock was observed at the ground surface or within exploratory borings. Site soils consist predominately of silty Sand (SM), very fine to fine grained with silt layers. Moisture conditions of the soils range from dry in the upper soils to slightly moist to the depths explored. The native surface soils on the site were mapped by the Soil Conservation Service as belonging to the Coachella Series and the Myoma Series. These soils series are described as a very fine to fine-grained sand. This soil type is characterized as being non -plastic, slow to very slow runoff rates, well drained to excessively drained soil, and a high erosion hazard. These soils are nearly level terraces or alluvial fans with a hummocky surface (sand dunes) due to wind. These soils are classified as having a low corrosivity to concrete and a high corrosivity to steel. No free flowing subsurface water was encountered in exploratory borings drilled to depths exceeding 40 feet. Fluctuations in the level of subsurface water can occur due to variations in rainfall, temperature, and other factors not evident at the time that the observations were made. Previous studies of local groundwater conditions indicated that depth to groundwater has historically averaged more than 100 feet. IMPACT ANALYSIS Impact Significance Criteria Appendix G of the CEQA Guidelines indicates that a project will have a significant impact with respect to geotechnical concerns if it will expose people or structures to major geologic hazards. Project impacts are analyzed with respect to the seismic and soils constraints discussed previously in this section to determine whether the proposed development plan would expose people or structures to major geologic hazards. 5.2-2 The Centre at In Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations Project Impacts Summary of Project Impacts from Certified EIR The certified EIR concluded that project development would expose new structures to severe ground shaking during an earthquake along the San Andreas fault, and possibly during earthquakes along other regional faults. No threat of ground rupture is expected at the Specific Plan site although a trace of an inferred fault, believed to be active has been identified in the western edge of the site, should be investigated more closely to determine whether it presents any special constraints or design considerations. Preliminary studies have indicated that liquefaction potential is very low, expansive soils are not present, and ground lurching is not expected. Settlement potential is significant and would require special consideration for grading and foundation design. Wind erosion potential is very high; construction and post construction control measures are needed. The site is considered geotechnically suitable for development of the proposed uses. Impacts of Proposed Specific Plan Amendment Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan and would allow the same type of uses. Therefore, the proposed Specific Plan Amendment would have the same impacts to geotechnical considerations as discussed on pages 5.2-4 through 5.2-7 of the certified EIR. No new impacts would be expected as a result of changes to the existing geotechnical environment or the development scenarios of the proposed Specific Plan Amendment. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the project would not contribute to cumulative impacts involving geological hazards or features on any other sites. Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan, the proposed Specific Plan Amendment would expose additional persons and structures to seismic hazards and soils constraints that are typical for the area. Neither 5.2-3 The Centre at 1a Quinfa Draft SEIR September 1998 5.2 Geotechnical Considerations the approved project nor the proposed Specific Plan Amendment would have a significant cumulative impact with respect to geotechnical considerations. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that the site's geotechnical considerations be properly addressed during the design and construction phases of project development. Because each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. The proper implementation of these mitigation measures would reduce potential impacts to geotechnical considerations to less than significant levels. Soils Engineering Studies and Engineering Oversight G1. Once the location, size and loading conditions for the proposed buildings have been determined, conduct design level soil engineering studies on a lot by lot basis, if necessary. Those studies will include drilled test borings, laboratory testing program and a design level report. The report will provide criteria for design of foundations, slab -on -grade construction, site grading specifications and utility trench backfill recommendations. G2. The project soil engineer will review the grading plans and project improvement plans for the projects prior to construction. The review is intended to determine compliance with the intent of the recommendations contained in the soils engineering report. G3. Site grading and construction will be observed by the project soil engineer and tested, as necessary, to determine general compliance with the recommendations contained in the soils engineering report. In addition, the soil engineer will observe conditions exposed by the grading and record significant features and/or changes that may be exposed. Various aspects of grading will be covered in a pre -construction conference with representatives of the owner, grading contractor, civil engineer and geotechnical engineer. 5.2-4 The Centre at La Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations Seismic Hazard Reduction G4. Structural design will take into account the anticipated ground shaking characteristics in the design of the proposed buildings for earthquake loading. Project plans and specifications shall satisfy the seismic design parameters set forth in the latest addition of the Uniform Building Code, as administered by the City of La Quinta. These criteria are considered minimum guidelines for project structural design. G5. The inferred fault trace in the western edge of the project site is not considered active and is not recognized as a major geologic hazard. Pursuant to La Quinta General Plan Policy 8-1.1.1, however, further investigation of this part of the site shall be conducted prior to any grading in that area, to more closely analyze this feature to determine whether it contains any significant geological constraints that would require special design or construction measures. If such constraints are found, incorporate appropriate design and construction control measures into grading, foundation and/or structural plans, as recommended by the geotechnical engineer. Site Development and Grading G6. Prior to any grading operations, areas which are to receive select structural fill, foundations, pavement sections, or concrete slabs -on -grade must be cleared of pavements, abandoned utilities and old foundations. The depth of the materials to be removed will be observed by a qualified ptp soils engineer when clearing and stripping operations are in progress. 1 G7. The bottom of depressions created by the removal of existing structures or pavement should be scarified and cross scarified at least 8 -inches and recompacted to at least 90 percent of maximum dry density. The depressions should then be backfilled with approved, compacted select structural fill, as specified by the project soils engineer. Clearing and backfill operations will be conducted under the field observation of the soil engineer. G8. Select structural fill material may be placed in thin lifts, moisture conditioned to near optimum moisture content, and compacted to 90 percent of maximum dry density until finished grade h a s been obtained. Compaction criteria will be based on the laboratory test procedure ASTM D f 1557-91. G9. The soil engineer will be notified at least 48 hours prior to commencement of any grading operations, so he may coordinate the work in the field with the contractors. 5.2-5 The Centre at la Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations Foundations/Settlement Prevention G10. The support of a proposed structure may be provided by conventional, strip and spread footings bearing firm reworked native soil or select structural fill, but not on a combination of both. The design criteria for foundations, including detailed reinforcing requirements, will be determined by a site specific soil engineering study, and the design engineer performing the structural analysis of the proposed building and supporting foundations. G11. Perimeter and interior footings should be founded a minimum 12 to 18 inches into the lowest adjacent, compacted soil pads. Interior footing under concrete slab -on -grade should be founded a minimum of 12 to 15 inches into the compacted soil building pad. Select structural fill should be compacted to at least 90 percent of maximum dry density. For the above conditions, the foundations for a proposed structure may be designed for an allowable bearing pressure range of 2000 to 3000 pounds per square foot for dead plus reasonable live loads. These values may be increased by 1/3 to include short term seismic and wind effects. G12. The soils engineer will observe foundation excavations prior to placing form boards or placement of reinforcing steel. The purpose of this is to verify the soil density within the bearing soils. Concrete Slab -on -Grade Construction G13. Concrete slabs -on -grade associated with high point loads, such as those associated with fork lifts, and those that will be subjected to heavy construction loads, such as those created by a crane lifting concrete panel, should be sufficiently thick and reinforced to accommodate these loads. G14. For concrete slab -on -grade floor construction in warehouse or maintenance areas where no floor covering will be used (and not subjected to high point loads), a minimum 4 inch layer of 3/4" baserock should be placed and compacted to a minimum of 95 percent of maximum dry density. If a moisture vapor barrier is used, the barrier should be overlaid by 2 inches of commercial quality sand. The sand should be lightly moistened prior to placing concrete. G15. Exterior concrete slabs -on -grade, such as driveways, should be founded on at least 6" of approved import baserock, or as specified by the City of La Quinta, which ever is more stringent. The use of reinforcing steel in exterior concrete flatwork is recommended and a l l 5.2-6 The Centre at la Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations construction joints should be held together by steel dowels. It is recommended that exterior concrete flatwork soil areas be premoistened before concrete is placed. G16. Interior concrete slabs -on -grade should contain reinforcement with the slabs structurally connected to adjacent perimeter foundations. Reinforcing of interior slabs -on -grade will be provided by the structural engineer, based on the proposed usage. G17. Concrete slabs should be divided into essentially equi-dimensional segments during construction to help control cracking during the curing period. Reinforcing of the concrete slab -on -grade is recommended and the slab should be structurally connected to the perimeter foundations at a 11 door openings. Construction joints should be adequately doweled. If interior slabs are designed as free floating, adequate expansion joint of felt should be placed between the concrete slab and foundation. G18. Exterior slabs -on -grade, which will experience vehicular traffic, including fork lift traffic, such as driveway aprons and trash bin aprons, should have at least 8 inches of compacted Class II aggregate base rock (R= 78 min.) under the concrete slab; actual thickness is dependent upon the slab thickness and actual traffic loads and volume. The baserock should be compacted to a t least 95 percent of maximum dry density. Utility Trench Backfill G19. Backfill of utilities within road right-of-way will be placed in strict conformance with the requirements of the governing agency (City of La Quinta, CN.W.D., Caltrans, etc.). G20. Utility trench backfill within private property will be placed in strict conformance with the provisions of this report relating to minimum compaction standards. In general, service lines extending inside of the subject property may be backfilled with native soils compacted to a minimum of 90 percent of maximum dry density. G21. Backfill operations will be observed and tested by the project engineer, to monitor compliance with these recommendations. 5.2-7 The Centre at La Quinta Draft SEIR September 1998 5.2 Geotechnical Considerations Wind Erosion G22. To control erosion during construction, keep the soil moist by frequent watering. After construction, when frequent watering is no longer feasible, install wind -breaks and plant native grasses and brush on areas reserved for future phases of development, to minimize the contact of the wind against the ground. Drainage G23. Where no exterior pavement section abuts the buildings, soil should be backfilled against the exterior footings and the final grade should result in a positive gradient away from the buildings, in order to provide rapid removal of rain and irrigation water away from the foundations. G24. To help minimize increased moisture into fill material under new foundations and pavements, good site drainage is important. Site drainage should be in the form of roof gutters, catch basin and other drainage facilities. Down -spouts from the roof of the buildings should discharge collected rainwater onto splashblocks, adjacent paved areas, or be tied into a water -tight drainage pipe, which would carry the collected water away from the building areas. Design landscaping and irrigation to prevent excess irrigation and ponding. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new impacts to geotechnical considerations have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS With proper implementation of the mitigation measures identified above, no significant impacts related to geotechnical considerations are anticipated. 5.2-8 The Centre at la Quinta Draft SEIR September 1998 5.3 HYDROLOGY AND WATER QUALITY ENVIRONMENTAL SETTING Surface Hydrology The Specific Plan site lies at the upper end of a watershed that generally and gradually slopes to the southeast. As such, no significant upstream flows affect this site. No portion of the site is within a flood hazard zone; the nearest flood prone areas are flood control channels, including the La Quinta Evacuation Channel (LEC), located approximately one-quarter of a mile from the site, and the Whitewater River Channel (WRC), located approximately 1,100 feet to the north of the site. The LEC is part of the system of regional flood control facilities maintained by the Coachella Valley Water District (CVWD), throughout La Quinta. The southern end of the LEC receives outflow from the Oleander Reservoir, which stores runoff from the Bear Creek Channel system that captures runoff from the northern slopes of the Santa Rosa Mountains to protect the Cove area. Storm flows in the LEC are conveyed to the Whitewater River Channel, northeast of Jefferson Street and Highway 111. The Whitewater Channel is CVWD's major drainage facility utilized to convey stormwater from La Quinta to the Salton Sea, which is presently used for fishing, boating and as a stopover for a large variety of migratory bird species. Existing topography on the project site can be described as "hummocky," with the ground surface covered by sparsely vegetated sand dunes. Much of the ground surface has been previously disturbed by row crop farming, recreational vehicle activities and construction of a single family home, which was demolished some time ago. The land slopes generally toward the southeast, with a total relief across the 87 -acre site of approximately 25 feet. Existing soil conditions yield an estimated percolation rate of approximately two inches per hours. Existing runoff volumes for a 100 -year storm are estimated at 0.2 inches per acre and runoff intensities during such a storm are estimated at 0.17 cubic feet per second (cfs) per acre. This translates into approximately 1.45 acre-feet of volume and a rate of 14.79 cfs for the entire site. Existing runoff tends to concentrate and flow toward the middle of the southern property line, where it ponds during most rainstorms and continues to flow to the southeast, in larger storms. There are no existing surface drainage facilities on or adjacent to this site, and none are currently planned or programmed for installation. Curb and gutter improvements along the western side of Adams Street, adjacent to the Lake La Quinta community, control surface drainage along that side of Adams Street. Recent roadway improvements to Adams Street south of the Specific Plan site provide 5.3-1 The Centre at La Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality street surface drainage control; there are no subsurface storm water collection facilities in this roadway segment. New development projects in La Quinta are required to incorporate on-site drainage facilities to retain all storm flows up to the 100 -year event, on-site. Stormwater may not be conveyed to CVWD's regional facilities at this time. Water Quality Surface water quality is regulated through the federal Clean Water Act (CWA), which requires all communities to develop methods to comply with standards for protecting the quality of water discharged into streams, including stormwater runoff. Nationwide implementation of the CWA is the responsibility of the federal Environmental Protection Agency (EPA), which has established the National Pollutant Discharge Elimination System (NPDES) as the primary implementation program. In California, the State Water Quality Control Board has been authorized to administer the NPDES for the EPA, through its various regional boards. The Colorado River Basin Regional Water Quality Control Board administers NPDES requirements in the Coachella Valley area, which is part of the Colorado River Basin that reaches from Blythe on the east to Riverside on the west. For new development projects, these requirements consist of preparation of Stormwater Pollution Prevention Plans (SWPPPs) in conjunction with applications for construction permits, for projects affecting five acres or more. No specific requirements have been established to -date for developed sites, however, all private and public land and storm drain facilities are subject to discharge restrictions established under the Municipal NPDES permit that covers the cities and unincorporated territory throughout the Coachella Valley. Generally, (with some exemptions) these restrictions prohibit non-stormwater discharges into surface water bodies, which include flood control channels such as the La Quinta Evacuation Channel, Whitewater River Channel and the Salton Sea. In accordance with the Municipal NPDES permit program, CVWD conducts regular tests of the quality of water at selected outflows along the Whitewater Channel. There have been no recent water quality problems identified at any of the sampling locations. Highway 111 Design Theme In September, 1997, the La Quinta City Council adopted the Highway 111 Design Theme. This document establishes design objectives, landscape guidelines, and architectural standards for new land uses along the Highway 111 corridor. Of particular interest to this SEIR section, the Highway 111 Design Theme states that setback areas shall not be used for storm water retention for storm water falling on the project site, but may be used for some storm water retention for storm water falling within 5.3-2 The Centre at La Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality the setback area itself and the adjacent street right of way provided the retention areas are designed to the following guidelines.l a. The maximum depth of the depressed areas for storm water retention shall not exceed 2.0 feet below the adjacent street curb. b. The depressed area to mounding comparison ratio shall not exceed a 3:1 ratio (3 units of depression capacity to 1 unit of mounded earth volume), where mounding and depression are relative to the adjacent curb. c. The maximum slope for at least 50 percent of a depressed area shall not exceed a steepness ratio of 8:1 (8 horizontal units to 1 vertical unit). d. The maximum slope for up to 50 percent of the perimeter of a depressed area shall not exceed a steepness ratio of 3:1 (3 horizontal units to 1 vertical unit). e. The sidewalk shall not enter any retention area where the sidewalk may be subject to inundation for any 50 -year storm. City of La Quinta Municipal Code The City of La Quinta City Council recently amended a number of sections of the City's zoning code. Ordinance No. 325, which amended Title 9 of the La Quinta Municipal Code, has been reviewed by the City's Planning Commission and adopted by the City Council with an effective date of September 4, 1998. Section 9.100-040.C. of Ordinance 325 incorporates the landscape area retention standards for land uses along Highway 111 contained in the Highway 111 Design Theme discussed above. IMPACT ANALYSIS Impact Significance Criteria Appendix G of the CEQA Guidelines indicates that a project will normally have a significant effect on the environment if it will: 1 Ray Lopez Associates, Highway 111 Design Theme (La Quinta, California: City of La Quinta, October 6, 1997), P. 2 5.3-3 The Centre at fa Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality • Substantially degrade water quality • Cause substantial flooding, erosion, or siltation Impacts from a development project can affect water quality during the construction period and following completion of site development. Standards for minimizing impacts on water quality have been developed in accordance with the federal Clean Water Act, through the NPDES permit program. During the construction period, the proposed project's impacts would be considered significant if grading and site development activities are not controlled in accordance with the NPDES construction permit requirements established by the Colorado River Regional Water Quality Control Board (RWQCB). These criteria are general, and are intended to minimize the amount of contaminants that could be captured by site runoff and flow to receiving waters, for both project -level and cumulative impacts. For the developed site condition, there are no water quality control standards at the present time that apply to site-specific development projects. With respect to flood hazards, the project's impacts would be considered significant if the storm drainage plan does not meet the flood control standards established by the City of La Quinta. The principal criteria is to retain all 100 -year storm flows on-site. In addition, parameters are identified for 3 -hour, 8 -hour and 24-hour duration storms to be analyzed to determine which storm provides the worst case scenario. The City's criteria also provides protection from the 100 -year storm for all on-site structures. Project Impacts Summary of Project Impacts from Certified EIR The certified EIR concluded that uncontrolled grading and site preparation activities could result in erosion and runoff of loose soils and other contaminants that could adversely affect downstream water quality. Development of the site would substantially increase the amount of impervious surface coverage which, in turn, would increase the amount and rate of runoff. This would also change the composition of the runoff to include more urban pollutants. However, the Specific Plan's drainage system will retain all runoff on-site up to 100 -year storm conditions and will filter the runoff materials in on-site retention areas. The basic concept is to retain runoff from streets and developed sites within retention areas located in the landscape setbacks along the interior street system, and in the landscape setbacks along Adams Street and Highway 111. Retention areas have been preliminary sized to store the amount of runoff predicted to occur during a 100 -year storm. The retention area along Highway 111 will accept runoff from a portion of the highway and from the northerly portion of the lots that abut 5.3-4 The Centre at La Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality the highway. The retention area along Adams Street would accept runoff from Adams Street and the westerly portion of the lots that abut Adams Street. The interior landscape retention areas would accept runoff from the adjacent lots. Drywells are proposed within the lower spots of the retention areas to accelerate the percolation (draw down) of retention areas and to eliminate standing water conditions. Sizing of retention areas in the preliminary runoff management plan did not assume any specific level of performance by the drywells, therefore, the drywells would improve retention capacity beyond what is identified in the preliminary plan. Regular cleaning of the upper chambers of the drywells would be necessary, however, to maintain their full effectiveness for water storage and filtration. Therefore, the developed site would not result in any flood hazards or significant water quality impacts. Impacts of Proposed Specific Plan Amendment Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan. The Specific Plan Amendment also proposes to retain runoff from streets and the developed site in the same manner as the approved Specific Plan. This proposed plan includes substantial drainage of the northerly portions of Pads 1 through 3 under Development Scenarios 1 through 3 into the setback along Highway 111. Therefore, the proposed Specific Plan Amendment would have the same impacts to hydrology and water quality as discussed on pages 5.3-3 through 5.3-7 of the certified EIR. However, the drainage of Pads 1 through 3 into the setback along Highway 111 would now be inconsistent with the Highway 111 Design Theme adopted by the City Council after the original Specific Plan was approved, and Ordinance No. 325 which amends the City's zoning code. It is anticipated that this ordinance will be adopted by the City Council in September. Six retention areas are proposed along Highway 111 under Development Scenarios 1 through 3. Two retention areas are located in front of Pads 1, 2, and 3 along Hwy. 111. The easternmost retention area located in front of Pad 3 at the intersection of Highway 111 and La Quinta Drive would have a maximum depth of 2 feet below the adjacent street curb. This would comply with the guidelines of the Highway 111 Design Theme and Ordinance No. 325. The five other retention areas are progressively deeper as Highway 111 gains in elevation from east to west with the westernmost basin having a maximum depth that is approximately 8.5 feet lower than the adjacent Hwy. 111 curb. These five basins would exceed the 2 - foot maximum depth standard and are not consistent with the Hwy. 111 design Theme and Ordinance �. No. 325. 5.3-5 The Centre at In Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality The retention area located on the western corner of Pad 3 would have a depth of 3.5 feet below the adjacent street curb. The next retention area located to the west on Pad 2 and would have a depth of 4.5 feet below the adjacent street curb. The second retention area in front of Pad 2 at the southeast corner of Highway 111 and Auto Centre Way North would have a depth of 7 feet below the adjacent street curb. The eastern retention area in front of Pad 1 would also have a depth of 7 feet. The westernmost retention area located in front of Pad 1 would have a depth of 8.5 feet below the adjacent street curb. The proposed depths of these five retention areas represent a substantial deviation from the Highway 111 Design Theme and Ordinance No. 325. The City Council may; approve these deviations as features of the proposed Specific Plan Amendment. However, for the purpose of this SEIR, these substantial deviations are considered a significant impact. The City of La Quinta recently conditioned one developer to redesign a project (the Lapis/Self Storage project) to eliminate retention areas in the landscape setback area of that site. Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that uncontrolled grading and site preparation activities could add to cumulative impacts on downstream water quality from erosion and runoff of loose soils and other surface contaminants. Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan, any uncontrolled grading and site preparation activities could add to cumulative impacts cn downstream water quality from erosion and runoff of loose soils and other surface contaminants. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR HW1, Prior to the issuance of any grading permits, a stormwater pollution prevention plan (SWPPP) shall be completed, to the satisfaction of the Colorado Regional Water Quality Control Board and the City of La Quinta. The SWPPP shall include measures to minimize the generation of fugitive dust, prevent erosion and prevent and contain hazardous materials spills. Specific elements of the SWPPP may include, but are not limited to: 5.3-6 The Centre at la Quinta Draft SEIR September 1998 5.3 Hydrology and Water Quality • Dust controls as specified in project PM,, plan (see Section 5.6, Air Quality, for further description). • Installation of sand lags at existing and proposed storm drain inlets • Soil stabilizing of future phase areas after rough grading • Covering construction access roads with gravel • Watering site throughout grading • Minimize the number of separate construction and vehicle storage and staging areas, to simplify the collection and disposal of contaminants. • Identifying the location of fuel storage areas. • Erect barriers around vehicle storage and staging areas and around fuel storage areas, to prevent intrusion by unauthorized persons after construction hours • An ongoing monitoring plan, to ensure that water quality controls are repeated and properly implemented in subsequent construction phases. The monitoring plan should include objectives, parameters for monitoring, schedules, evaluation and actions required. Provide regular monitoring reports, throughout each construction phase. HW2. Final grading and drainage plans for each phase of development shall incorporate retention facilities, and shall prove to the satisfaction of the City of La Quinta that there will be no site runoff for rainstorms up to and including the 100 -year event. HW3. To ensure the continued effectiveness of the storm drainage and retention facilities, property owner maintenance associations shall be established to regularly clean and maintain landscaping, storm drainage facilities and retention areas, including drywells, which support those properties. Mitigation Measures Recommended as Part of this Supplemental EIR HW4. The on-site setback areas along Highway 111 shall be redesigned so that their storm water retention areas do not accommodate on-site drainage from the northerly portions of Pads 1, 2, and 3 under Development Scenarios 1 through 3. Other on-site retention areas shall be either expanded or new ones identified to accommodate on-site storm water flows. UNAVOIDABLE SIGNIFICANT IMPACTS With proper implementation of the mitigation measures identified above, no significant impacts related to hydrology and water quality are anticipated. 5.3-7 The Centre at La Quinta Draft SEIR September 1998 5.4 BIOLOGICAL RESOURCES EXISTING BIOLOGICAL ENVIRONMENT General Site Conditions The Specific Plan site is characterized by desert scrub vegetation and scattered sand hummocks which rise approximately seven to twenty feet above their base. The hummocks have been formed by mesquite shrubs which interrupt the flow of sand -carrying wind coming from the west. The shrubs sufficiently reduce wind velocity to result in sand deposits or "hummocks." There are no naturally occurring springs, permanent aquatic habitats or drainages on the Specific Plan site. In addition, no blue -line streams, as depicted on USGS topographical maps, exist within the site boundaries. The entire site exhibits disturbance due to off-road vehicle use and human intrusion. The western third of the site has been used for illegal dumping activities in the past. The north -central portion of the site was previously graded to create a vineyard, which has been abandoned for at least fifteen years. The foundation of a former home remains atop a large hummock in the northeast corner of the site. Vegetation Communities The project site is dominated by a single vegetation community, Sonoran Creosote Bush Scrub. Scattered mesquite hummocks also occur on the site, primarily in the northeastern and eastern portions of the site. Approximately 30 percent of the project site has been disturbed by road shoulder clearing, grading for agriculture and dirt access roads, a home site, and illegal off -road -vehicle use. The vegetation of these areas are dominated by weed species that germinate and grow following the damage or removal of native vegetation. Common Wildlife The fauna of the project site and surrounding vicinity is composed of species typical of the Colorado Desert subdivision of the Sonoran Desert. 5.4-1 The Centre at La Quinta Draft SEIR September 1998 5.4 Biological Resources Sensitive Biological Resources The following discussion describes the plant and wildlife species present or potentially occurring on the Specific Plan site that have been afforded special recognition by Federal and/or State resource agencies, or recognized conservation organizations. Sensitive habitats (habitats or plant communities considered rare or unique or that support special -status species) and wildlife movement corridors are also identified. Special -Status Plants Special -status plant species include those that are State- and Federally -listed as Rare, Threatened, or Endangered; are Federal Candidates for listing; are proposed for State or Federal listing; or that are Federal or State Species of Special Concern. In addition, plants included on Lists 1, 2, 3, or 4 of the California Native Plant Society (CNPS) inventory and those of local interest are also considered of special status. A total of five special -status plant species were determined to potentially occur on the Specific Plan site based on habitat suitability, known ranges of the species, and historical occurrences of the species in the region in similar habitat. These are listed below: • Glandular ditaxis (Ditaxis clariana); CNPS List 2. • Ribbed cryptantha (Cryptantha costata); CNPS List 4. • Flat -seeded spurge (Chamaesyce platysperma); Federal Species of Concern. • Slender wooly -heads (Nemacaulis denudata var. gracilis); CNPS List 2. • Coachella Valley milk vetch (Astragalus lentiginosus coachellae); Federally Proposed Endangered. Because of the highly disturbed nature of the site, the potential of each of these species occurring on the site is considered low and none of these plant species were observed on the site during recent surveys conducted during the preparation of the certified EIR. Special -Status Wildlife Special -status wildlife species include those that have been listed as State or Federally Endangered or Threatened, have been proposed for listing as Endangered or Threatened, have been designated as candidate species for listing by Federal or State resource agencies, or are considered Federal Species of 5.4-2 The Centre at la Quinta Draft SEIR September 1998 5.4 Biological Resources Concern. In addition, wildlife considered Species of Special Concern, Special Animals, and Fully Protected in the State of California are also considered of special status. Two special -status wildlife species (loggerhead shrike and Coachella Valley round -tailed ground squirrel) were observed on the Specific Plan site during 1996 field surveys. Two additional species (Coachella Valley fringe -toed lizard and flat -tailed homed lizard) are known to occur in the region and may potentially occur on site. However, because of the highly disturbed nature of the site, the potential of these two lizard species occurring on the site is considered relatively low. In fact, no special -status wildlife species were observed during 1997 field surveys. The focused field survey for the two lizard species was conducted in the Spring of 1997; the best time for conducting such field surveys. The desert tortoise (Gopherus agassizii), a State- and Federally -listed Threatened reptile species does not currently occur within the Specific Plan site or in the immediate vicinity. Coachella Valley fringe -toed lizard (Uma inornata); Federally Threatened, State Threatened. This lizard species is limited to the windblown sand hummocks and deposits of the Coachella Valley. Although no individuals of the Coachella Valley fringe -toed lizard were observed during the surveys, portions of the habitat on the site, particularly the mesquite hummock areas, are considered suitable for this species. In addition, this lizard has been found in relatively disturbed areas of suitable habitat elsewhere in the Coachella Valley. The site is within an area considered as suitable habitat by the Coachella Valley Fringe -toed Lizard Habitat Conservation Plan and is also within a fee area as described in this plan. Flat -tailed horned lizard (Phrynosoma mcalli); California Species of Special Concern. This lizard occurs in similar habitat as the Coachella Valley fringe -toed lizard; however, this species has a much larger range and is also found in sandy desert washes and desert flats. Although no individuals of the flat -tailed homed lizard were observed during the site surveys, and no washes occur on the site, the loose, windblown alluvium associated with the mesquite hummocks and other areas of the project site is suitable habitat for this species. However, this lizard generally prefers undisturbed habitat areas and is not usually found in disturbed habitat areas. No homed lizards were observed during the 1997 focused surveys conducted on the project site. The surveys were conducted during the prime time, and under the optimal conditions, for such surveys. In i addition, no scat or other sign diagnostic of homed lizards was detected during the surveys. In general, the number of other lizard observations were low and included only desert iguana (Dipsosaurus dorsalis) and side -blotched lizard (Uta stansburiana). The lack of horned lizards and the low level of reptilian life on the site in general may be due to the high level of human activity and disturbance on 5.4-3 The Centre at La Quinta Draft SEIR September 1998 5.4 Biological Resources the site, including off-road vehicles and roads, abandoned structures (e.g., house, fences), and extensive debris dumping on portions of the site. The site is also surrounded by urban development, highly disturbed open areas, and roads, making it difficult for horned lizards and other species to access the site. As a result of the surveys and the high level of disturbance and habitat fragmentation, the flat - tailed horned lizard is not expected to occur on the site. Loggerhead shrike (Lanius ludovicianus); California Species of Special Concern. One observation of the loggerhead shrike was recorded during the 1996 site surveys. Although no nests were found, this species can be expected to nest on or near the project site since it nests in similar habitat elsewhere in the Sonoran Desert and Coachella Valley. This species was once common in the Coachella Valley but has become uncommon due to habitat loss. Coachella Valley round -tailed ground squirrel (Spermophilus tereticaudus chlorus))California Species of Special Concern. This species was observed once on the Specific Plan during the 1996 field surveys. Many of its burrows were also found. The Coachella Valley round -tailed ground squirrel is only found in the Coachella Valley and has lost much habitat due to development. No individuals of this species were observed during the 1997 field surveys. Special -Status Vegetation Communities Special -status vegetation communities include those habitats that support rare, threatened, or endangered plant or wildlife species; are rare or diminishing on a regional basis and are therefore of special concern to resource agencies; are of particular value to wildlife or native plant species; or come under the jurisdiction of the California Department of Fish and Game (CDFG) pursuant to Section 1600 of the California Fish and Game Code, or the U.S. Army Corps of Engineers (ACOE), pursuant to Section 404 of the Clean Water Act. Some habitat types are classified as special -status by the California Natural Diversity Database (CNDDB), which ranks the natural communities of California according to priority for preservation. Those communities that have few occurrences and small coverages are of highest priority. Mesquite hummocks, classified by CDFG as "partially stabilized desert sand fields," are a sensitive habitat type because of their declining status due to development and groundwater depletion. This vegetation community is ranked S3.2 by CDFG, which is described as "threatened," and is of high priority for preservation. However, the patches of mesquite hummocks on the site are considered to be highly disturbed, of relatively poor quality, and of low biological value as a result of their isolation 5.4-4 The Centre at La Quinta Draft SEIR September 1998 5.4 Biological Resources due to grading and development on surrounding properties, illegal dumping, and off-road use on the site, and in the case of one hummock, construction of a house on its summit. Wildlife Movement Corridors The Specific Plan site is surrounded by urban land of which much has already been developed. It does not occur within any regional movement corridor that links large open space areas and does not serve as a major corridor or linkage to any large open space areas. IMPACT ANALYSIS Impact Significance Criteria Appendix G of the CEQA Guidelines states that a project will normally have a significant impact on biological resources if it will: • substantially affect a rare or endangered species of plant or animal or the habitat of such species; • interfere substantially with the movement of any resident or migratory fish or wildlife species; • substantially diminish habitat for fish, wildlife, or plants; • conflict with adopted environmental plans and goals in the community where it is located; or • involve the use, production or disposal of materials which pose a hazard to animal or plant populations in the area affected. Section 15065(a) of the CEQA Guidelines also states that a project may have a significant effect on the environment when the project has the potential to: • substantially degrade the quality of the environment, • substantially reduce the habitat of a fish or wildlife species, • cause a fish or wildlife population to drop below self-sustaining levels, • threaten to eliminate a plant or animal community, or • reduce the number or restrict the range of a rare or endangered plant or animal. An evaluation of whether an impact on biological resources would be significant must consider both the resource itself and how that resource fits into a regional or local context. Significant impacts would be those that would diminish, or result in the loss of, an important biological resource, or those that would obviously conflict with local, state, or federal resource conservation plans, goals, or regulations. 5.4-5 The Centre at Ia Quinta Draft SEIR September 1998 5.4 Biological Resources Impacts are sometimes locally important but not significant according to CEQA, because although they would result in an adverse alteration of existing conditions, they would not substantially diminish, or result in the permanent loss of, an important resource on a population -wide, or region -wide, basis. For the purposes of this analysis, "rare or endangered," as defined by CEQA, refers to the following: any plant or animal species listed by CDFG or the U.S. Fish and Wildlife Service (USFWS) as a Threatened or Endangered species, proposed for listing as Threatened or Endangered, or considered as a candidate for listing as Threatened or Endangered; those species listed by the USFWS as a federal Species of Concern; those species considered by CDFG as a state Species of Special Concern or as a Fully Protected species; any plants listed by the CNPS as a List 1 or List 2 species; or any species otherwise considered rare or endangered as defined by Section 15380 of the CEQA Guidelines. Project Impacts (Direct and Indirect Impacts) Summary of Project Impacts from Certified EIR The certified EIR concluded that project grading would remove all existing vegetation and would displace much of the on-site wildlife. This would result in loss of potential habitat for one endangered species (Coachella Valley fringe -toed lizard). The constructed project would attract urban -adapted wildlife that would compete with native species in nearby open areas, an adverse, but not significant impact. As discussed earlier in this report, the biological survey determined that the project site constituted suitable habitat for the Coachella Valley fringe -toed lizard and marginally suitable habitat for the flat -tailed horned lizard. Implementation of the proposed project will eliminate essentially all habitat for these Coachella Valley fringe -toed lizard species on the site and would likely destroy any lizards inhabiting the site prior to grading and construction -related activities. In addition, the project site is within the habitat fee area pursuant to the Coachella Valley Fringe -toed Lizard Habitat Conservation Plan. Because of the high sensitivity status of the fringe -toed lizard (state- and federally -listed Threatened), the loss of this habitat and any of these lizards would reduce the number or restrict the range of these animals and would be considered a substantial impact on a rare or endangered species. This would be a significant impact of the project. Because no flat -tailed homed lizards or their sign were observed on the site during focused surveys conducted for this species in 1997, and because the habitat on-site is only considered marginally suitable to support this species, implementation of the proposed project is not expected to substantially 5.4-6 The Centre at La Quinta Draft SEIR September 1998 5.4 Biological Resources affect this species or its habitat. Therefore, no significant impacts on flat -tailed homed lizard are expected to occur. Both the loggerhead shrike and Coachella Valley round -tailed ground squirrel were observed on or adjacent to the site. Both of these species are known to occur in similar habitats throughout the region and are only expected to occur on the site in very low numbers. Because of the relatively low sensitivity status of these species, and because only low numbers of these animals would be potentially affected by the project, the loss of suitable habitat for these species will not substantially reduce the number or restrict the range of these animals. Therefore, no significant impacts on these species will occur. Bird nests with eggs or young are protected under the Migratory Bird Treaty Act and the California Fish and Game Code. The loggerhead shrike, which potentially occurs on the site, is protected under these laws. The loss of an active nest of this species as a result of construction or other site -preparation activities would be considered a violation of these laws. Impacts of Proposed Specific Plan Amendment Development of the site under each of the four development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same impacts to biological resources as discussed on pages 5.4-11 through 5.4-16 of the certified EIR. No new impacts would be expected as a result of changes to the existing biological environment or the development scenarios of the proposed Specific Plan Amendment. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the loss of potential habitat for the Coachella Valley fringe -toed lizard would contribute to net cumulative loss of habitat for this rare and endangered species. This impact is considered significant. l 5.4-7 The Centre at Ca Quinta Draft SEIR September 1998 5.4 Biological Resources Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan project, development of the proposed Specific Plan Amendment would contribute to the net cumulative loss of habitat for the Coachella Valley fringe -toed lizard. This impact is considered cumulatively significant. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to avoid, minimize, or reduce potentially significant impacts on biological resources. Because each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan, these measures are applicable to the proposed Specific Plan Amendment. These measures, if successfully implemented, would reduce the degree of impacts attributable to the proposed project to a level that is less than significant. In addition, these measures will minimize the potential to violate state and federal laws and regulations protecting certain plant and animal species. BICIL Common and Special -Status Bird Nests. If project site grading and/or construction will occur during the nesting/breeding season (typically February through July) of native bird species potentially nesting on the site, then the following measure shall be implemented: Prior to construction or site preparation activities, a field survey shall be conducted by a qualified biologist to determine if active nests of special -status birds (e.g., loggerhead shrike) or common bird species protected by the Migratory Bird Treaty Act and/or the California Fish and Game Code, are present in the construction zone or within 50 feet of the construction zone. I f active nests are found, a minimum 50 -foot (this distance may be greater depending cn the bird species and construction activity, as determined by the biologist) fenced buffer shall be established around the nest site. No construction activities will be permitted within this nest zone until the young birds have fledged; as determined by the project biologist. BI02. Coachella Valley Fringe -toed Lizard. The project applicant shall pay $600 per acre developed to the City of La Quinta as part of the Coachella Valley fringe -toed lizard mitigation plan. 5.4-8 The Centre at La Quinta Draft SEIR September 1998 5.4 Biological Resources This mitigation structure has been established by the USFWS and CDFG. The fee is applied when lands within known or historical fringe -toed lizard habitat are developed. The project lies within the fee area. The mitigation fee is used to purchase fringe -toed lizard habitat in special preserves, such as the Coachella Valley Preserve area, for the purpose of maintaining suitable habitat for the fringe - toed lizard. In addition, even though there is only a low potential for the flat -tailed horned lizard to occur on the site due to the disturbed nature of the habitat, and even though none were found on the site during a two-day, focused survey for the flat -tailed homed lizard in 1997, the payment of the mitigation fee to preserve and enhance fringe -toed lizard habitat will also benefit flat -tailed horned lizard. Therefore, the mitigation fee paid for the loss of fringe -toed lizard habitat on the site will also help mitigate the non-significant loss of this same habitat for flat -tailed homed lizard. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new impacts to biological resources have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to a level that is less than significant, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS Implementation of the measures described above will reduce the Specific Plan Amendment's direct impact on common and special -status bird nests, and on Coachella Valley fringe -toed lizard habitat to a less than significant level. Implementation of these measures will also mitigate the cumulative loss of Coachella Valley fringe -toed lizard habitat to a less than significant level. Therefore, no unavoidable significant impacts on biological resources will remain. 5.4-9 The Centre at La Quinta Draft SEIR September 1998 5.5 TRANSPORTATION AND CIRCULATION INTRODUCTION This section summarizes the information contained in the Supplemental Traffic Impact Analysis prepared for the proposed Specific Plan Amendment by Robert Kahn, John Kain & Associates, Inc. (RKJK) in April, 1998. The traffic impact analysis is presented in its entirety in Appendix A of this SEIR. The objectives for the traffic study, in general, were to evaluate traffic condition for the year 2000 a t the completion of a portion of the proposed Specific Plan Amendment project, evaluate the traffic conditions for the year 2005 with full occupancy of the proposed Specific Plan Amendment project, and determine on- and off-site improvements and system management actions needed to achieve City of La Quinta level of service (LOS) requirements. The analysis was based on morning and afternoon peak hour traffic volumes on the intersections in the project vicinity. The study area from the certified EIR and this SEIR includes the following intersections: • Washington Street (north -south) at: - Fred Waring Drive - Miles Avenue - State Route 111 (SR -111) - 47th Avenue - 48th Avenue • Adams Street (north -south) at: - SR -111 - 47th Avenue - 48th Avenue • Project Entrance (north -south) at: - SR -111 • Dune Palms Road (north -south) at: SR -111 5.5-1 The Centre at La Quinia Draft SEIR September 1998 - 48th Avenue • Jefferson Street (north -south) at: - Fred Waring Drive - Miles Avenue - SR -111 - 48th Avenue 5.5-1 The Centre at La Quinia Draft SEIR September 1998 5.5 Transportation and Circulation The proposed Specific Plan Amendment also includes a new access point within Planning Area 1. Under Development Scenarios 1 through 3, this access would be a private roadway referred to as Auto Centre Way North. It would provide two travel lanes in each direction and be 40 feet wide, consistent with the City's General Plan standards for collector streets. Turning movements at the intersection of this new roadway and Highway 111 would be restricted to right turns in and out only. As such, it is not an intersection that has the potential to impact through traffic on Highway 111 with conflicting left turn movements. For this reason, no analysis of the level of service at this limited movement intersection is needed as there is no potential for impacts to through traffic on Hwy. 111. ENVIRONMENTAL SETTING Existing Roadway Network The existing roadway network within the City of La Quinta is in the early stages of development and consists of a modified grid system of two and four lane roadways with primarily a north -south orientation. This network consists of State Route 111, which runs east -west and divides the northern and southern portions of La Quinta, and major, primary, and secondary arterial streets as well as a system of local and collector streets. Existing Traffic Volumes and Conditions Average daily traffic volumes (ADT) on arterial highways throughout the study area were counted and redistributed as part of the certified EIR analysis in 1997. These are shown in Figure 12. These volumes include traffic on the paved segments of Dune Palms Road between SR -111 and the Whitewater River, and 48th Street between Adams Street and Jefferson Street which were recently completed by the City. Existing peak hour traffic operations have been evaluated for study area intersections. The results of this analysis indicate that a traffic signal is currently warranted at the intersection of Jefferson Street at Miles Avenue. Traffic signals were recently installed by the City of La Quinta at the intersections of Washington Street/48th Avenue, Adams Street/48th Avenue, Dune Palms Road/48th Avenue, Highway 111/Dune Palms Road, and Jefferson Street/48th Avenue, to correct existing level of service problems at those locations. 5.5-2 The Centre at La Quinta Draft SEIR September 1998 10.0 - VEMK2M PER DAY (1000'5) SOURCE: RKJK—Robert Kahn • John Kain 8 Associates FIGURER 1997 Average Daily Traffic (ADT) Volumes 223-02.8/98 THE CENTRE AT LA OUINTA DRAFT SUPPLEMENTAL EIR 5.5 Transportation and Circulation Existing Transit Service Transit service (bus) is provided in the City of La Quinta by the Sunline Transit Agency. There are currently transit routes on SR -111 and Washington Street in the study area. Existing Relevant Transportation System Management Programs The City of La Quinta has adopted a Transportation Demand Management (TDM) Ordinance (Chapter 9.180 which applies to any new development project or change of use, and which is estimated to employ a total of 100 or more persons. These regulations are intended to reduce air pollution, traffic congestion and energy consumption attributable to vehicle trips and vehicle miles traveled. Projects subject to the ordinance are required to submit a TDM plan which is reasonably calculated to achieve an average vehicle occupancy rate of 1.3 persons per vehicle for employees. With a potential employment of several hundred, the proposed project will be required to implement one or more TDM plans, as approved by the City. Future Baseline Traffic Conditions Areawide Growth To account for areawide growth on study area roadways, future traffic volumes were forecast assuming a 4.1 percent annual growth rate applied to existing traffic volumes. This is the rate of growth along SR 111, between 1986 and 1995, as measured by Caltrans. The rate of growth along this regional arterial is considered an excellent indicator of growth rates throughout the arterial system surrounding the project site. Year 2000 Traffic Forecasts Figure 13 shows the average daily traffic volumes which can be expected for Year 2000 traffic conditions without the project. Year 2005 Traffic Forecasts Figure 14 shows the average daily traffic volumes which can be expected for Year 2005 traffic conditions without the project. 5.5-4 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Coachella Valley Regional Arterial Program The Regional Arterial Program (RAP) administered by the Coachella Valley Association of Governments (CVAG) is the State -approved Congestion Management Plan (CMP) for the Coachella Valley, prepared in response to the voter -approved Proposition 111. The CMP and RAP are the adopted planning framework and implementation method, respectively, for mitigating traffic impacts to the regional arterial network at remote locations resulting from land development in general. All jurisdictions in the Coachella Valley, including all of the cities and the County of Riverside, rely upon the RAP as the agreed upon mitigation plan for development -related traffic impacts that lie beyond the immediate vicinity of any given development. Each year the Riverside County Transportation Commission reviews CMP activities in the Coachella Valley for compliance and issues a conformance finding to the State if it finds the activities to be in compliance with the plan. The RAP has two funding sources. The first source is 40 percent of the revenue generated by the h a 1 f percent sales tax increase authorized by Measure A in 1988. The second source is the Transportation Uniform Mitigation Fee (TUMF) collected from land developments. These two funding sources are intended to provide equal portions of funding to the program. It should be noted, however, that the RAP is not intended to be the complete funding mechanism for all arterial system improvements. Developers are still required to make improvements adjacent to their site. From a macro perspective, the RAP is intended to pay for 50 percent of the improvements that are needed to complete the regional arterial street network. The program is intended to fund improvements at "hot spots" in the arterial system where the adjacent land has not yet developed or is already developed and the existing street network is undersized with no opportunity to secure development -sponsored improvements at that hot spot location. The program is also intended to fund costly improvements like bridges and freeway interchanges that clearly benefit a broad spectrum of developments. The City of La Quints is a direct participant and equal partner in the RAP, however, the procedures by which it participates is different than most cities that participate in the program. La Quinta does not collect the TUMF promulgated by CVAG, but instead provides an alternative "in -lieu" contribution to the program for its TUMF share by forfeiting its local share portion of the Measure A sales tax revenue. The local share is another 35 to 40 percent slice of the Measure A revenue stream which is not dedicated to the RAP; instead, it is distributed directly to the cities that are qualified to receive it on a population prorated basis. In addition to forfeiting its local share of the Measure A revenue to the RAP, La Quinta is also obligated to make the program 'whole' if La Quinta's local share does not equal the TUMF amount that would have been collected from developments in La Quinta under the more common TUMF collection program. La Quinta did not adopt the TUMF in 1989 like most other cities 5.5-5 The Centre at La Quinta Draft SEIR September 1998 28.0 20.8 1.1 1 4.3 6.6 -►� .. 18.3 29. `�• 19.5 7.3.7 0.6 Fk& 1124.3 LEGEMDi 1.0 = VEHICLES PER DAY (10OO-S) tn�:j SOURCE: RKJK—Robert Kahn • John Kain & Associates DR. 13.0 iii 2.5 7.1 10.5 8.8 o 5.4 WHITEWATE R11tER 1.6 21.7 9.6 24.9 SR -111 X3.4 r r r I r r 1 r 12.6 SITE 1 1.0 13.fi r + r 4M AVE. 0, 9 i.1 3.4 9.5 Fart IRF 1 3 Year 2000 Average Daily Traffic (ADT) Volumes without Pro I ME CENTRE AT LA QUINTA DRAFT SUPPLEMENTAL EIR 1. 1. Yroil rI 1.0 = VEHICLES PER DAY (1000'S) . SOURCE: RKJK—Robert Kahn • John Kain & Associates FIGURE.14 Year 2005 Average Daily Traffic (ADT) Volumes without Project 223-02.6/98 THE CENTRE AT LA QUIN'TA DRAFT SUPPLEMENTAL EIR 5.5 Transportation and Circulation that participate in the RAP because it had previously implemented its own Infrastructure Fee program in 1986 which, in most cases, collects a larger fee than the TUMF. The local share forfeiture and the Infrastructure Fee program provide La Quinta with a strong economic base to fulfill its obligation in the RAP, and, in turn, to enjoy the mitigation benefits that accrue to its sponsors. IMPACT ANALYSIS Impact Significance Criteria The CEQA Guidelines state that a project will normally have a significant effect on the transportation and circulation environment if it will cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system. However, this guideline does not define what a substantial increase in traffic is. According to the La Quinta General Plan, peak hour intersection operations of LOS "D" or better are generally acceptable. Therefore, project -related or cumulative traffic impacts which increase congestion at any intersection to LOS "E" or "F," or which add traffic to locations projected to operate at LOS E or F, will be considered significant. The CMP definition of deficiency is based on maintaining a level of service standard of LOS "E" or better, except where an existing LOS "F" condition is identified in the CMP document. Since this SEIR section focuses on attainment of Level of Service "D" conditions or better, the improvement recommendations in this section meet or exceed CMP requirements. Project Impacts Summary of Project Impacts from Certified EIR Trip Generation Trip generation represents the amount of traffic which is attracted and produced by a development. The trip generation for the approved project is based upon the specific land uses which have been planned for the development. Proposed project Phases 1 and 2 are anticipated to be completed by the end of the Year 2000, with 275,000 square feet of auto dealership facilities. Full project buildout is anticipated to occur by the Year 2005, with an approximately 400,000 square feet mixed-use regional commercial center added to the 275,000 square feet of auto dealership uses. Trip generation estimates for the approved project are shown in Table 3. The totals were calculated using trip generation rates for similar land uses collected by the Institute of Transportation Engineers 5.5-8 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation (ITE) and presented in their Fifth Edition of Trip Generation. Because the auto dealerships would be completed by the Year 2000, the project is projected to generate a total of approximately 13,180 trip - ends per day with 540 vehicles per hour during the AM peak hour and 720 vehicles per hour during the P.M. peak hour at that time. The proposed Year 2005 project development is projected to generate a total of approximately 29,990 trip -ends per day with 905 vehicles per hour during the A.M. peak hour and 2,310 vehicles per hour during the P.M. peak hour. Land Use Commercial Retail Auto Dealership Subtotal Pass-By/Diverted Trips' (25%) TOTAL Table 3 Year 2005 Approved Project Trip Generation Quantity Peak -Hour' A.M P.M. Units' In Out In Out Daily' 400.0 TSF 230 135 795 795 16,810 275.0 TSF 380 160 295 425 13,180 675.0 TSF 610 295 1,090 1,220 29,990 -155 -75 -275 -305 -7,500 455 220 815 915 22,490 1 All peak hour trips rounded to the nearest 5. 2 TSF = thousand square feet. 3 All daily trips rounded to the nearest 10. 4 A portionof the project site traffic would come from pass -by or diverted trips from adjacent roadways, trips which are currently on the roadway system. Source: Robert Icahn • John Kain & Associates, Inc. The Centre at La Quinta Traffic Impact Analysis, April 10, 1997. It should be noted that for the proposed project land uses, a portion of the traffic would come from pass - by trips from adjacent roadways, trips which are currently on the roadway system. According to ITE studies of pass -by trips, with the traffic volumes that occur along the adjacent segment of SR -111 and the type and size of mixed-use commercial center proposed, approximately 33 percent of all project trip ends could be considered pass -by trips. For this EIR, however, a more conservative assumption of 25 percent pass -by trips was made. In addition, no allowance for potential private vehicle trip -reducing effects of public transit was made in the project trip generation estimates. Capacity, Level of Service, and Improvements To assess Year 2000 and Year 2005 traffic conditions, project traffic was distributed and combined with the existing traffic and areawide growth traffic volumes discussed previously. 5.5-9 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Year 2000 Forecast, With Project Traffic Year 2000 intersection levels of service for the existing network with the proposed project are shown in Table 4. Using the analytical methods specified in the 1994 Highway Capacity Manual (HCM), this table shows HCM calculations based on the geometrics existing at the study area intersections in early 1997 without any of the City's programmed or expected improvements that have now been completed. Although the project entrance at SR -111 is forecast to operate at LOS B during both peak periods, based on a signal warrant analysis, a traffic signal is warranted there. In addition, four other intersections are projected to be operating at deficient levels of service: • Washington Street at SR 111 (LOS E in AM peak period, LOS F in PM peak period) • Washington Street at 48th Avenue (LOS F in AM and PM peak periods) • Dune Palms Road at SR 111 (LOS F in PM peak period) • Jefferson Street at Miles Avenue (LOS F in AM and PM) Table 4 Intersection Analysis for Year 2000 With Approved Project Intersection Washington Street (NS) at: Level of Service (LOS) AM PM • Fred Waring Drive (EW) D D • Miles Avenue (EW) C D • SR -111 (EW) E F • 47th Avenue (EW) C C • 48th Avenue (EM F F Adams Street (NS) at: • SR -111 (EW) C C • 47th Avenue (EW) A A • 48th Avenue (EW) vProject A A Entrance (NS) at: • SR _111 (EWA B B Dune Palms Road (NS) at: • SR -111 (EW) A F • 48th Avenue (EW) A A Jefferson Street (NS) at: • Fred Waring Drive (EW) C C • Miles Avenue (EW) F F • SR -111 (EW) C D • 48th Avenue (EW) A A Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Traffic Impact Analysis, April 10, 1997. It should be noted that three of these intersections (Washington St./SR-111, Washington St./48th Ave. and Jefferson St./Miles Ave.) operated at deficient levels of service in early 1997 before the City 5.5-10 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation completed its planned roadway improvements. In the certified EIR analysis, project traffic would, therefore, worsen an already significantly congested condition at these locations. Project traffic impacts at the proposed project entrance/SR-111 and the four intersections listed above would be significant. Year 2005 Forecast, With Project Year 2005 intersection levels of service for the existing network with the proposed project are shown in Table 5. This table shows HCM calculations based on the geometrics existing in early 1997 at the study area intersections without any of the City's programmed or expected improvements that have now been completed. Although the project entrance at Adams Street is forecast to operate at LOS A during both peak periods, based on a signal warrant analysis, a traffic signal is warranted there. In addition, five intersections are projected to operate at deficient levels of service: • Washington Street at Fred Waring Drive (LOS F in AM and PM peak periods) • Washington Street at SR -111 (LOS F in AM and PM peak periods) ■ Washington Street at 48th Avenue (LOS F in AM and PM peak periods) • Dune Palms Road at SR -111 (LOS F in PM peak period) • Jefferson Street at Miles Avenue (LOS F in AM and PM peak periods) Table 5 Intersection Analysis for Year 2005 With Approved Project Intersection Washington Street (NS) at: Level of Service (LOS) AM PM • Fred Waring Drive (EW) F F • Miles Avenue (EW) D D • SR -111 (EW) F F • 47th Avenue (EW) C C • 48th Avenue (EW) F F Adams Street (NS) at: • SR -111 (EW) C D • 47th Avenue (EW) A A • 48th Avenue (EW) A A Project Entrance (NS) at: • SR -111 EW B C Dune Palms Road (NS) at: • SR -111 (EW) C F • 48th Avenue (EW) A A Jefferson Street (NS) at: • Fred Waring Drive (EW) D C • Miles Avenue (EW) F F • SR -111 (EW) D D • 48th Avenue (EW) A A Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Traffic Impact Analysis, April 10, 1997. 5.5-11 The Centre at U Quinta Draft SEIR September 1998 ;; 5.5 Transportation and Circulation It should be noted that each of these intersections was projected to operate at these same deficient levels of service, before the addition of project traffic, as previously discussed. Since project traffic would worsen conditions at already seriously congested intersections, the project's traffic impact would be considered significant. Proposed Project Roadway Improvements Full street improvements along the Adams Street and SR -111 frontages would be constructed as part of the proposed project, in accordance with the ultimate street configuration specifications for these roadways as set forth in the City's Circulation Element. Adams Street improvements would be constructed concurrently with the development of Planning Areas I and II, along the entire western site frontage. SR -111 would be improved from Adams Street to the proposed project entrance, concurrently with the development of Planning Area I, with the remaining frontage to be improved at the time of development of Planning Area III. Impacts of Proposed Specific Plan Amendment Trip Generation Trip generation estimates for the four development scenarios of the proposed Specific Plan Amendment are shown in Table 6. The totals were calculated using updated trip generation rates presented by ITE in their recently -published Sixth Edition of Trip Generation. Development Scenario 1 includes the same mix of land uses as the approved Specific Plan project. As shown in Table 6, the highest trip generating or "worse case" scenario is the development of approximately 850,000 square feet of mixed retail commercial as envisioned in Development Scenario 4. For this reason, this EIR section assesses the potential traffic impacts of Development Scenario 4, including the assumptions for year 2000 trip generation shown in Table 7. All other development scenarios would generate fewer trips and, therefore, fewer traffic and circulation impacts. Capacity, Level of Service, and Improvements To assess Year 2000 and Year 2005 traffic conditions, project traffic is distributed and combined with the existing traffic and areawide growth traffic volumes discussed previously. 5.5-12 The Centre at la Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Development Scenario 4 Commercial Retail 850.1 TSF 349 221 1,241 1,343 26,991 Pass-By/Diverted Trips' (25%) -87 -55 -310 -336 -6,748 TOTAL 262 166 931 1,007 20,243 1 TSF = thousand square feet. 2 A portion of the project site traffic would come from pass -by or diverted trips from adjacent roadways, trips which are currently on the roadway system. Source: Robert Kahn e John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. 5.5-13 The Centre at La Quinta Draft SEIR September 1998 Table 6 Trip Generation Comparison Peak -Hour AM PM Land Use Quantity Units' In Out In� Out Daily Development Scenario 1 Commercial Retail 400.0 TSF 224 144 752 816 16,624 Auto Dealership 275.0 TSF 443 165 308 462 10,313 Subtotal 667 309 1,060 1,278 26,937 Pass-By/Diverted Trips' (25%) -167 -77 -265 -320 -6,734 TOTAL 500 232 795 958 20,203 Development Scenario 2 Commercial Retail 610.1 TSF 287 183 994 1,080 21,805 Auto Dealership 126.1 TSF 203 76 141 212 4,729 Subtotal 490 259 1,135 1,292 26,534 Pass-By/Diverted Trips' (25%) -123 -65 -284 -323 -6,634 TOTAL 367 194 851 969 19,900 Development Scenario 3 Commercial Retail 695.2 TSF 313 195 1,085 1,175 23,713 Auto Dealership 75.0 TSF 121 45 84 126 2,813 Subtotal 434 240 1,169 1,301 26,526 Pass-By/Diverted Trips' (25%) -109 -60 -292 -325 -6,632 TOTAL 325 180 897 976 19,894 Development Scenario 4 Commercial Retail 850.1 TSF 349 221 1,241 1,343 26,991 Pass-By/Diverted Trips' (25%) -87 -55 -310 -336 -6,748 TOTAL 262 166 931 1,007 20,243 1 TSF = thousand square feet. 2 A portion of the project site traffic would come from pass -by or diverted trips from adjacent roadways, trips which are currently on the roadway system. Source: Robert Kahn e John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. 5.5-13 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Table 7 Development Scenario 4 Year 2000 Trip Generation Land Use Commercial Retail Pass-By/Diverted Trips2 (25%) TOTAL Peak -Hour AM PM Quantity Units' In Out In Out Dail 240.0 TSF 163 -41 122 106 538 581 11,969 -27 -135 -145 -2,992 79 403 436 8,977 1 TSF = thousand square feet. 2 A portion o� the project site traffic would come from pass -by or diverted trips from adjacent roadways, trips which are current y on the roadway system. Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. Year 2000 Forecast, With Project Traffic Year 2000 intersection levels of service for the existing network with the proposed Specific Plan Amendment project are shown in Table 8 with and without roadway improvements. Without roadway improvements, the following study intersections are projected to operate at worse than LOS D during the peak traffic hours: • Washington Street at SR 111 (LOS F in P.M. peak period) • Jefferson Street at Miles Avenue (LOS F in P.M. peak period) With roadway improvements, all study area intersections are projected to operate at LOS D or better during the peak traffic hours. For Year 2000 with project traffic conditions, a traffic signal is projected to be warranted at the intersection of the project entrance (La Quinta Drive) at SR -111. 5.5-14 The Centre at la Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Table 8 Intersection Analysis for Year 2000 With Proposed Specific Plan Amendment Level of Service (LOS) Without Improvements With Improvements Intersection A.M. P.M. A.M. P.M. Washington Street (NS) at: ■ Fred Waring Drive (EW) D • Miles Avenue (EW) B • SR -111 (EW) D • 47th Avenue (EW) C • 48th Avenue (EW) B Adams Street (NS) at: • SR -111 (EW) C • 47th Avenue (EW) A • 48th Avenue (EW) B Project Entrance (NS) at: • SR -111 (EW) _ F Dune Palms Road (NS) at: • SR -111 (EW) B • 48th Avenue (EW) B Jefferson Street (NS) at: • Fred Waring Drive (EW) C • Miles Avenue (EW) D • SR -111 (EW) C • 48th Avenue (EW) A D D D D B D F C C C C C B B B C C C A A A B B B C B C B B B B B B C C C F B C D C D B A B Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. Year 2005 Forecast, With Project Year 2005 intersection levels of service for the existing network with the proposed Specific Plan Amendment project are shown in Table 9 with and without roadway improvements. Without roadway improvements, the following study intersections are projected to operate at worse than LOS D during the peak traffic hours: • Washington Street at Fred Waring Drive (LOS F in A.M. and P.M. peak periods) • Washington Street at SR 111 (LOS F in A.M. and P.M. peak periods) • Adams Street at 47th Avenue (LOS F in P.M. peak period) • Jefferson Street at Miles Avenue (LOS F in A.M. and P.M. peak periods) With roadway improvements, all study area intersections are projected to operate at LOS D or better during the peak traffic hours. 5.5-15 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Table 9 Intersection Analysis for Year 2005 With Proposed Specific Plan Amendment Level of Service (LOS) Without Improvements With Improvements Intersection A.M. P.M. A.M. P.M. Washington Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (EW) Adams Street (NS) at: • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (El�q Project Entrance (NS) at: • SR -111 (EW) Dune Palms Road (NS) at: • SR -111 (EW) • 48th Avenue (EW) Jefferson Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 48th Avenue (EW) F F D D D D D D F F C D C C C C B B B B C D C A F B B B B D B B B C B C C B C B B B B B D C D C F F C D D D D D B B B B Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. For Year 2005 with project traffic conditions, a traffic signal is projected to be warranted at the Intersection of Adams Street at 47th Avenue/project entry. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR Cumulative impacts associated with ambient growth throughout the study area are based on the Year 2000 and Year 2005 analyses that have been discussed previously in this EIR section. In summary, these future cumulative traffic volumes would warrant the installation of traffic signals at the project entrance/SR-111 intersection in the Year 2000 and the Adams Street/47th Avenue intersection in 2005, as well as improvements to five intersections in the study area, including: 5.5-16 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation Year 2000 Significantly Impacted IntersectjQns • Washington Street at SR 111 • Washington Street at 48th Avenue • Dune Palms Road at SR 111 • Jefferson Street at Miles Avenue Year 2005 Significantly Impacted Intersections Same four intersections listed for Year 2000, plus: • Washington Street at Fred Waring Drive Cumulative Impacts of Proposed Specific Plan Amendment As with the certified EIR analysis, the cumulative impact analysis for the proposed Specific Plan Amendment are based on the Year 2000 and Year 2005 analyses that have been discussed previously in this EIR section. Based on the Year 2000 and Year 2005 analyses presented previously, future cumulative traffic volumes would warrant improvements to the following four intersections. Year 2000 Significantly Impacted Intersections • Washington Street at SR 111 • Jefferson Street at Miles Avenue Year 2005 Significantly Imvacted Intersection Same two intersections listed for Year 2000, plus: • Washington Street at Fred Waring Drive ■ Adams Street at 47th Avenue No other transportation and circulation impacts would occur. 5.5-17 The Centre at la Quinta Draft SEIR September 1998 5.5 Transportation and Circulation MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to reduce the project's transportation and circulation impacts. Because each of the development scenarios of the proposed Specific Plan Amendment would have similar impact as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. The proper implementation of these mitigation measures would reduce potential transportation and circulation impacts to less than significant levels. On -Site Improvements TCL The proposed project shall have full access to SR -111 and Adams Street. The project developer(s) shall construct the site-specific circulation recommendations as depicted in Figure 15. TC2. Sight distance at each project entrance shall be reviewed with respect to standard Caltrans/City of La Quinta sight distance standards at the time of preparation of final grading, landscape and street improvement plans. Off -Site Roadway Improvements TC3. The project developer(s) shall provide a westbound 400 foot left tum pocket on SR -111 for vehicles desiring to turn left into the project site. TC4. The project developer(s) shall provide a southbound 300 foot left tum pocket on Adams Street for vehicles desiring to turn left into the project site. TCS. Construct intersection improvements, as identified in Table 10. The project developer(s) shall participate in the construction of traffic improvements at affected locations in the City's arterial network, through payment of required Infrastructure Development Fees. Transportation Demand Management Actions TC6. The project developer(s) shall consult with the Sunline Transit Agency to consider expanding service within the area. 5.5-18 The Centre at La Quinta Draft SEIR September 1998 5.5 Transportation and Circulation TC7. Prior to the issuance of building permits for any individual or combined site development involving at least 100 employees, prepare TDM plans for City approval, in accordance with Section 9.180 of the La Quinta Municipal Code. The TDM plans shall also satisfy the requirements of SCAQMD Rule 2202, and shall be reasonably calculated to achieve an average vehicle occupancy rate (VOR) of 1.3. The TDM plan shall also indicate specific strategies and guidelines to reduce the number of single -occupant vehicle trips and increase the amount of non- vehicular transportation. Table 10 Recommended Intersection Improvements by Project Phase Project Phase Intersection Improvement 1 Washington St./SR-111 Lane improvements currently under construction Project Entrance/SR-111 Traffic Signal 1 Jefferson St./Miles Ave. Traffic Signal 2 NB Left Turn Lane SB Left Turn Lane 2 Washington St./Fred Waring Dr. NB Through Lane' SB Through Lane" Adams St./47th Ave. Traffic Sienal 1 1 Improvement to be provided by the project developer. 2 The Jefferson StreellMiles Avenue intersection is a remote o site intersection that is owned by more than one jurisdsrttota. Seventy-five percent Of this intersection is owned by the City of Indio, The City of LZ Quinta will prey far 25°!° 01` the tra c srgnal, while the Cit of Indio and the CVAG Regional Arterial Farad are responsible for the other 75.a of the traffic signal. fine CVAGyRegiOnal Arterial Faand acts as the mitigation measure far impacts created at ren:rete loe at, 'ons Itr Other junsdietr"ons. 3 City of La Quinta, in concert with CVAG, will construct additional NB lane on Washington Street north of Fred Waring Drive. 4 Southwest Community Church will construct the SB lane on Washington Street as a condition of its development at the southwest corner of Washington Street and Fred Waring Drive. Source: Robert Kahn • John Kain & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis, April 8, 1998. TC8. To accommodate future bus service on key roadways, the project developer(s) shall plan transit stops at the far side of major intersections and at locations which would not conflict with peak hour traffic flows (see Figure 20 [of the certified EIR] for suggested locations). Pedestrian access to the bus stops shall be provided. Actual transit stop locations shall be coordinated with the Sunline Transit Agency. TC9. The project developer(s) shall provide on-site bike racks cn the commercial portion of the project to encourage the use of bicycles as an alternative means of transportation. 5.5-19 The Centre at la Quinta Draft SEIR September 1998 TRAFMTO PROVIDE AL CONSTRUCT SR-111 ADJACENT TO THE PROJECT AT ITS ULTIMATE KALF— SECTION WIDTH AS A MAJOR ARTERIAL (0 FOOT ROW) CONJUNCTION WITH PROVIDE A WESTBOUND 400 FOOT LEFT TURN POCKET ON SR-111 FOR VEHICLES DESIRING TO TURN LEFT INTO THE PROJECT SITE � 1 r _ I OOT LEFT TURN POCKET -- �- '---- —'�i ADAMS ST. FOR VEHICLES ESIRING TO TURN LEFT INTO 1 47TN A r E PROJECT SIZE I 1 k ! 1 1 I i 1 I 1 I A PROJECT TO PROVIDE I TRAFFIC SK+NAL I 1 � I I 1 I I 1 1 ! k I SITE 1 , , I C � ! I I � N IA 1 1 Q, N I I CONSTRUCT ADAMS ST. ADJACENT I i TO THE PROJECT AT ITS ULTWATE HALF—SECTION AS A PRIMARY ARTERIAL (100-110 FOOT ROW) IN CONJUNCTION WITH DEVELOPMENT L------------------------- ----..---_------------i LEQEM {5 . IOWM slowly T . SW wx an 11J aawr 47 4KXT 1104 M/OUF ONLY OFFAVAY RI SOURCE: RKJK-Robert Kahn • John Kain & Associates FIGURE 5 Recommended Transportation System Improvements I I Ftt GtN I Rt AT LA UUINTA DRAFT 5UPPLEMENTAL EIR 5.5 Transportation and Circulation TC10. The project developer(s) shall designate a portion of the commercial retail parking area to encourage employee ride sharing. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new transportation and circulation impacts have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS With the successful implementation of the recommended mitigation measures, no unavoidable significant impacts to the study area roadway network would occur as a result of the proposed project. 5.5-21 The Centre at La Quinta Draft SEIR September 1998 5.6 AIR QUALM EXISTING AIR QUALITY ENVIRONMENT Regional Air Quality The southern California area has been divided into a number of geographical air basins. The City of La Quinta is located within the Salton Sea Air Basin (herein referred to as the Basin), which includes the Coachella Valley portion of Riverside County and all of Imperial County. This area consistently generates levels of smog that exceed State and Federal air quality standards. To monitor the concentrations of six criteria pollutants, the South Coast Air Quality Management District (SCAQMD) has divided the Basin into source receptor areas (SRAs) in which 32 air quality monitoring stations are operated. The City of La Quinta is located within SRA 30, which encompasses the Coachella Valley. The stations that monitor this SRA are located in Indio and Palm Springs. The Indio station is most representative of La Quints and presently monitors emission levels of ozone (03), oxides of nitrogen (NO2), and fine particulate matter less than 10 microns in size (PMI,). The Palm Springs station monitors these two pollutants in addition to carbon monoxide (CO). These monitoring stations have consistently registered concentrations above State and Federal standards for 03 and PM1,. Concentrations of CO have not been exceeded in the Coachella Valley. Concentrations of the other three criteria pollutants—N021 SO2 and lead—have not been exceeded anywhere within the Salton Sea and South Coast Air Basins for several years. Local Vicinity Emissions The vicinity of the project site is characterized by residential and commercial uses, and open space. Emissions sources include stationary activities, such as space heating, cooking, and water heating, and mobile activities—primarily automobile and truck traffic. Motor vehicles are the primary sources of pollutants within the project vicinity. 1 Traffic -congested roadways and intersections have the potential to generate localized high levels of CO. Localized areas where ambient concentrations exceed state and/or federal standards are termed JCO "hotspots." When assessing localized concentrations of CO, the SCAQMD recommends the use of dispersion modeling for predicting CO concentrations near roadways. The SCAQMD also recommends that the CO analysis focus on "sensitive receptors." Sensitive receptors are populations that are more susceptible to the effects of air pollution than are the population at large. The SCAQMD identifies the following as sensitive receptors: long-term health care facilities, rehabilitation centers, 5.6-1 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality convalescent centers, retirement homes, residences, schools, playgrounds, child care centers, and athletic facilities. With this definition, two sensitive receptor areas are located near the project study intersections. Residential development occurs immediately west of the Specific Plan site along Adams Street, and residential/ golf course uses occur to the south, along 48th Avenue. The land uses near all of the other nearby intersections are commercial and/or open space and are not considered sensitive. Maximum CO concentrations were calculated for peak hour traffic volumes near the sensitive uses a t the intersections of Adams Street/48th Avenue and Dune Palms Road/48th Avenue. The results of these calculations indicate that, under worst case conditions, existing CO concentrations at these intersections would not exceed the State and Federal 1- and 8 -hour standards and, in fact are substantially below State and Federal Standards. Site Specific Emissions The Specific Plan site is vacant and, except for occasional fugitive dust during windy conditions, does not generate air emissions. IMPACT SIGNIFICANCE CRITERIA New and modified projects will often affect regional air quality both directly and indirectly. When determining the extent of a project's environmental impact and the significance of such impact, the project should be compared to established thresholds of significance, if they exist. The City of La Quinta has not officially adopted any thresholds of significance for determining air quality impacts. Therefore, in the absence of such local thresholds, EIRs prepared for projects in the City typically refer to the thresholds recommended by the SCAQMD in its CEQA Air Quality Handbook. The following discusses the thresholds for both construction and operational emissions generated by the Specific Plan project. Construction Emission Thresholds The SCAQMD recommends that projects with construction -related emissions that exceed any of the following emissions thresholds should be considered significant: • 550 pounds per day of CO • 75 pounds per day of VOC • 100 pounds per day of NO,, • 150 pounds per day of SO,, • 150 pounds per day of PM1, u 5.6-2 The Centre at La Quinta Draft SEIR September 1998 ti; 1, 5.6 Air Quality Operational Emissions The SCAQMD has recommended two types of air pollution thresholds to assist lead agencies in determining whether or not the operational phase of a project's development would be significant. These are identified in the following discussion under "Emission Significance Thresholds" and "Additional Indicators of Potential Air Quality Impacts." The SCAQMD recommends that a project's impacts be considered significant if either of these thresholds is exceeded. Emission Significance Thresholds The SCAQMD recommends that the following thresholds be used by lead agencies in the Coachella Valley in making a determination of operation -related project significance: • 550 pounds per day of CO • 75 pounds per day of VOC ■ 100 pounds per day of NO,( • 150 pounds per day of SOX • 150 pounds per day of PMIo Additional Indicators of Potential Air Quality Impacts The SCAQMD recommends that projects meeting any of the following criteria also be considered to have significant air quality impacts: • Project could interfere with the attainment of the Federal or State ambient air quality standards by either violating or contributing to an existing or projected air quality violation; • Project could result in population increases within an area which would be in excess of that projected by the Southern California Association of Governments (SCAG) in the Air Quality Management Plan (AQMP), or increase the population in an area where SCAG has not projected that growth for the project's build -out year; Project could generate vehicle trips that cause a CO hotspot or project could be occupied by sensitive receptors that are exposed to a CO hotspot; 5.6-3 The Centre at [a Quinta Draft SEIR September 1998 5.6 Air Quality • Project will have the potential to create, or be subjected to, an objectionable odor that could impact sensitive receptors; • Project will have hazardous materials on site and could result in an accidental release of toxic air emissions or acutely hazardous materials posing a threat to public health and safety; • Project could emit a toxic air contaminant regulated by SCAQMD rules or that is on a Federal or State air toxic list; • Project could be occupied by sensitive receptors within one quarter mile of an existing facility that emits air toxics identified in SCAQMD Rule 1401; or • Project could emit carcinogenic or toxic air contaminants that individually or cumulatively exceed the maximum individual cancer risk of one in one million. IMPACT ANALYSIS Project Impacts Summary of Project Impacts from Certified EIR Development of the proposed project would generate air emissions from a wide variety of stationary and mobile sources. Stationary source emissions would be generated by on-site construction activities and equipment, and consumption of natural gas and electricity once the proposed uses are occupied. Stationary source emissions could also result from the operation of certain types of commercial business—such as automotive paint centers and dry cleaners—within the project site. Mobile source emissions would be generated by motor vehicle travel associated with construction activities and occupancy of the proposed development. Construction Impacts Development of the proposed project would require site preparation (i.e., grading) and development of the proposed uses. During this time, emissions would be generated by on-site stationary sources, heavy- duty construction vehicles, construction worker vehicles, and energy use. In addition, fugitive dust would be generated by grading and construction activities. 5.6-4 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality Because of the extended construction time -frame, and the normal day-to-day variability in construction activities, it is difficult—if not impossible to precisely quantify the daily and quarterly emissions associated with the proposed construction activities. Table 11, however, identifies average daily emissions estimated to be generated during the construction phase based on the methodologies identified in the SCAQMD's CEQA Air Quality Handbook. As shown, recommended thresholds for CO and NO,, would likely be exceeded most of the time during the grading and construction operations due to the operation of heavy duty vehicles and earth movement over large portions of the site. PM1, emissions would be expected to exceed recommended thresholds during the grading operations. Because these emissions exceed the SCAQMD's recommended thresholds, the project's construction -related impacts are considered significant. Table 11 Estimated Construction Emissions Emissions in Pounds per Day Emissions Source CO VOC NO,, SO,, PM10 Grading and Construction Equipment' Fugitive Dust' Totals: Recommended Threshold: Exceeds Threshold?: 551.1 32.8 215.0 14.1 7.6 - - - - 1395.2 551.1 32.8 215.0 14.1 1,402.8 550.0 75.0 100.0 150.0 150.0 Yes No Yes No Yes Source: Impact Sciences, lim Includes all construction equipment, employee vehicles, truck and material transport exhaust emissions. z Assumes eight pieces of earthmoving equipment operating for eight hours per day generating 21.8 hounds of dust per earthmouer per hour. Operational Impacts Daily Emissions Operational emissions would be generated by both stationary and mobile sources as a result of normal day-to-day activity on the project site after occupation. Stationary emissions would be generated by the consumption of natural gas for space and water heating devices (including commercial use boilers), and from electric power generation sources. Electrical service is provided in the City of La Quinta by the Imperial Irrigation District which generates its power from a steam plant in El Centro and hydroelectric facilities on the All American Canal. To assume a worst-case analysis, all of the project's electricity is assumed to be generated by the steam plant since hydroelectric plants generate little, if any, air pollutants. Mobile emissions would be generated by the motor vehicles traveling to and from the project site. 5.6-5 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality The analysis of daily operational emissions has been prepared utilizing a computer model developed by Impact Sciences using the data and methodologies identified in the SCAQMD's CEQA Air Quality Handbook. The results of these calculations along with the emission reductions provided by the proposed project design features are presented in Table 12. These calculations assume complete buildout of the project in the year 2005, as currently anticipated. Table 12 Estimated Operational Emissions: Approved Specific Plan Project Emissions in Pounds per Day Emissions Source CO VOC NO, SOr PM,p Mobile Sources 3,616.3 210.0 311.0 29.1 7,768.0 Electricity Demand 4.4 0.2 25.1 2.6 0.9 Natural Gas Demand 1.3 0.3 7.8 0.0 0.0 Subtotals: 3,621.9 210.6 343.9 31.8 7,768.0 Recommended Threshold: 550.0 75.0 100.0 150.0 150.0 Exceeds Threshold? YES YES YES NO YES Source: Impact Sciences, Inc. Totals in table may not appear to add exactly due to rounding in the computer model calculations. As shown, emissions of SO,, would not exceed the SCAQMD threshold. However, the proposed project would generate total emissions of CO, VOC, NO, and PM, which would exceed SCAQMD recommended thresholds upon complete buildout and operation. In each case, the exceedance is due entirely to exhausts that would be generated by project traffic. As the amount of emissions would exceed the recommended thresholds, this impact would be considered significant. Localized emissions could also be generated by various stationary or point sources from commercial uses within the project site. Although the specific types and numbers of commercial emissions sources are not known at this time, it is conservatively assumed that such sources could include automotive paint centers within the proposed auto dealership mall in the western half of the site, and one or more dry cleaners in the future commercial center proposed in the eastern half of the site. Under SCAQMD Regulation XIII, all point source emitters must obtain construction as well as operating permits from the SCAQMD. Furthermore, should any modifications in business operations occur subsequent to permit issuance, such modifications would also be subject to permit review and approval by the SCAQMD. Regulation XIII requires the Executive Director of the SCAQMD to deny the permit to construct for any relocation or for any new or modified permit unit which results in a net increase of any non -attainment air contaminant, any halogenated hydrocarbons, or ammonia unless 1) Best 5.6-6 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality Available Control Technology (BACT) is employed for the new or relocated permit unit or for the actual modification to an existing permit unit; 2) computer modeling indicates that the new facility or modification will not cause a significant increase in air quality concentration; 3) the emissions are offset by emissions reduction; and 4) the subject facility fully complies with all applicable SCAQMD rules and regulations. Compliance with this regulation would reduce potential point source emissions to less than significant levels. Additional Indicators of Potential Air Quality Impacts • Project could interfere with the attainment of the Federal or State ambient air quality standards by either violating or contributing to an existing or projected air quality violation, and; project could result in population increases within an area which would be in excess of that projected by SLAG in the AQMP, or increase the population in an area where SCAG has not projected that growth for the project's buildout year. In order to address the first criterion identified above, the SCAQMD's CEQA Air Quality Handbook indicates that an air quality modeling analysis that identifies the project's impact on ambient air quality would need to be performed. In order for a project to be found consistent, the analysis would have to demonstrate that the project's emissions would not increase the frequency or the severity of existing air quality violations, or contribute to a new violation. However, SCAQMD staff indicate that air quality models do not exist for this kind of analysis for general development projects and that no such analysis can be undertaken. Instead, SCAQMD staff state that a project's consistency with the population number and location assumptions identified by SCAG and used in the preparation of the AQMP should be assessed. The 1997 AQMP is designed to accommodate growth, to reduce the high levels of pollutants within the areas under the jurisdiction of the SCAQMD, to return clean air to the region by 2010, and to minimize the impact on the economy. Projects which are considered to be consistent with the AQMP do not interfere with attainment and do not contribute to the exceedance of an existing air quality violation because this growth is included in the projections utilized in the formulation of the AQMP. Therefore, projects, uses, and activities that are consistent with the applicable assumptions used in the development of the AQMP would not jeopardize attainment of the air quality levels identified in the AQMP, even if they exceed the SCAQMD's recommended thresholds. The following analysis discusses the proposed project's consistency with the AQMP. 5.6-7 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality Projects that are consistent with the projections of population forecasts identified in the Growth Management Chapter of SCAG's Regional Comprehensive Plan and Guide (RCPG) are considered consistent with the AQMP growth projections. This is because the Growth Management Chapter forms the basis of the land use and transportation control portions of the AQMP. The proposed project does not include any housing units and would not, therefore, have any direct affect upon the City's resident population or number of housing units. Temporary construction jobs would be created throughout the construction phases of this project, and permanent full and part-time positions, of various sorts would also be created after development and occupancy of the project phases. Since the La Quinta General Plan has assumed development of this site with high intensity commercial uses, future employment associated with this project would be consistent with local and regional planning projections based on the City's land use designations. Since AQMP forecasts are based on local planning projections, this project would be consistent with the AQMP forecasts for this area, consistent with the air quality -related regional plans, and should not jeopardize attainment of state and federal ambient air quality standards in the Coachella Valley. Another analytical tool in determining AQMP consistency is to determine how a project accommodates the expected increase in population and employment. Generally, if a project is planned in a way that results in the minimization of vehicle miles traveled (VMT), and consequently the minimization of air pollutant emissions, that project is consistent with the AQMP. As discussed in Section 5.5, Transportation and Circulation, of this SEIR, the proposed project is subject to compliance with the standards of the City's TDM (Transportation Demand Management) ordinance and, therefore, is required to develop and implement an on-site TDM program for its employees. Projects subject to the ordinance are required to submit a TDM plan which is reasonably calculated to achieve an average vehicle occupancy rate of 1.3 persons per vehicle for employees (a reduction of 23 percent from single occupancy vehicles). This type of program is consistent with the goals of the AQMP for reducing motor vehicle trips and emissions. This SEIR section also identifies several mitigation measures that are recommended to reduce the projects potential emissions generated by stationary and mobile sources. These measures are also consistent with the goals of the AQMP for reducing the impacts associated with new development. Project could generate vehicle trips that cause a CO hotspot or project could be occupied by sensitive receptors that are exposed to a CO hotspot. 5.6-8 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality As was done to assess existing CO concentrations, the simplified CALINE4 procedure was used to predict future CO concentrations 50, 100, and 300 feet from the intersections of Adams Street/47th Avenue, Adams Street/48th Avenue, and Dune Palms Road/48th Avenue in the year 2005 with the proposed project. These calculations indicated that the State and Federal 1- and 8 -hour CO standards would not be exceeded with the proposed project's traffic volumes. The future CO concentration would, in fact, be substantially below State and Federal standards. Based on this analysis, CO hotspots are not predicted to exist near these intersections and project impacts would not be significant. • Project will have the potential to create, or be subjected to, an objectionable odor that could impact , sensitive receptors. Airborne odors associated with the project could result primarily from cooking activities within the project's retail/ commercial complex. Food -related odors would be typical of food service businesses. In each case, such odors would be controlled in accordance with Riverside County Department of Health Services policies and procedures, SCAQMD permit requirements for proper air filtration and food storage and disposal, and SCAQMD Rule 402 which prohibits persons from discharging quantities of air contaminants which cause nuisance to any considerable number of persons. Consequently, no significant impacts from such odors are anticipated. • Project will have hazardous materials on site and could result in an accidental release of toxic air emissions or acutely hazardous materials posing a threat to public health and safety; project could emit a toxic air contaminant regulated by SCAQMD rules or that is on a Federal or State air toxic list; project could be occupied by sensitive receptors within one quarter mile of an existing facility that emits air toxics identified in SCAQMD Rule 1401; or project could emit carcinogenic or toxic air contaminants that individually or cumulatively exceed the maximum individual cancer risk of one in one million. Toxic air pollutants are not expected to occur in any meaningful amounts in conjunction with operation of the proposed project. Only common forms and relatively minor volumes of hazardous or toxic substances typically used, stored, or sold in conjunction with automotive sales and services, retail, commercial services and restaurant activities would be present in small quantities. Most uses of such substances would occur indoors. Only a few uses that could be developed on the site would require emitting toxic pollutants as a by-product. These common uses, their source types, and the potential emissions are identified in Table 13. Any uses of toxic substances that could involve an air release would be subject to regulatory control under the permitting authority of the SCAQMD. The potential for toxic air pollutants would be evaluated during the permit process by the SCAQMD, which may require emission 5.6-9 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality control equipment at the site. Based on the requirement to obtain permits, and the common uses expected on the site, no significant impacts are expected to occur. Table 13 Examples of Toxic Air Emissions Which Could be Generated Within the Project Site Land Use Auto Machine Shop Brake Realignment Shop Auto Body Shop Gas Station Dry Cleaners Source Tvpe Arc Grinders Arc Grinders Spray Booth Fuel Dispensers Cleaning Equipment Air Toxic Emissions Asbestos Asbestos Hexavalent Chromium Benzene Perchloroethylene Source: South Coast Air Quality Management District., CEQA Air Quality Handbook (Diamond Bar, California: South Coast Air Quality Management District, November 1994), p. 5-13. Operational Impacts Conclusion Operational emissions generated primarily from vehicular traffic generated by the proposed uses would exceed SCAQMD recommended thresholds of significance and, for that reason, they are considered significant. The proposed project would, however, be consistent with the AQMP. Consequently, the proposed project would not jeopardize attainment of the air quality standards predicted in the AQMP. Impacts of Proposed Specific Plan Amendment Construction Impacts Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same level of site preparation impacts as discussed on pages 5.6-13 and 5.6-14 of the certified EIR. Construction of the project under Development Scenario 1 would involve the same square footage as the approved project. Construction of the other three development scenarios would involve greater building square footage. Assuming that approximately the same amount of construction work would be accomplished on any given day no matter the development scenario, the daily construction emissions would average approximately the same as discussed on page 5.6-14 of the certified EIR. However, the emissions would be generated on more days than the approved project with development scenarios 2, 3, and 4 each requiring more construction days than the previous scenario. 5.6-10 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality Operational Impacts As discussed in Section 5.5, Transportation and Circulation, of this SEIR, the trip generation rates for the Specific Plan project have been updated since the preparation of the certified EIR. The emissions associated with each development alternative have been calculated using these updated rates. The results of this effort are presented in Table 14. Table 14 Estimated Operational Emissions: Proposed Specific Plan Amendment DEVELOPMENT SCENARIO 2 Emissions in Pounds per Day Emissions Source CO VOC NOx SO, PM10 DEVELOPMENT SCENARIO 11 5,755.1 Energy Generation and Use 6.2 0.6 35.9 Mobile Sources 3,286.1 189.1 274.2 25.8 6,732.8 Energy Generation and Use 5.7 0.6 32.9 2.6 0.9 Subtotals: 3,291.8 189.6 307.1 28.4 6,733.6 Recommended Threshold: 550.0 75.0 100.0 150.0 150.0 Exceeds Threshold? YES YES YES NO YES DEVELOPMENT SCENARIO 2 Mobile Sources 3,369.7 187.7 251.5 24.2 5,755.1 Energy Generation and Use 6.2 0.6 35.9 2.9 1.0 Subtotals: 3,375.9 188.3 287.4 27.0 5,756.1 Recommended Threshold: 550.0 75.0 100.0 150.0 150.0 Exceeds Threshold? YES YES YES NO YES DEVELOPMENT SCENARIO 3 Mobile Sources 3,415.6 188.1 244.9 23.7 5,444.3 Energy Generation and Use 6.5 0.6 37.6 3.0 1.0 Subtotals: 3,422.1 188.8 282.5 26.7 5,445.3 Recommended Threshold: 550.0 75.0 100.0 150.0 150.0 Exceeds Threshold? YES YES YES NO YES DEVELOPMENT SCENARIO 4 Mobile Sources 3,545.4 192.2 239.4 23.5 5,077.4 Energy Generation and Use 7.1 0.7 41.5 3.3 1.1 Subtotals: 3,552.5 192.9 280.9 26.8 5,078.5 Recommended Threshold: 550.0 75.0 100.0 150.0 150.0 Exceeds Threshold? YES YES YES NO YES Source: Impact Sciences, Inc. Emissions calculations Totals in are provided in Appendix B. table may not appear to add exactly date to rounding in the computer model calculations. ' These are the that be by Specific Plan same emissions would generated the approved project using the updated trip generation rates. 5.6-11 The Centre at la Quinta Draft SEIR September 1998 5.6 Air Quality As shown in Table 14, each of the four development scenarios would exceed the SCAQMD's recommended thresholds for CO, VOC, NO, and PM10. Consequently, the impacts of each development scenario would be considered significant. Due to the change in trip generation for the Specific Plan project, the total emissions for each development scenario are less than the emissions identified for the approved project on page 5.6-15 of the certified EIR (Development Scenario 1 is the same building plan as the approved project). Because each development scenario would generate a different mix of vehicle trips, total CO emissions for Development Scenarios 2, 3, and 4 would increase beyond those of Development Scenario 1 and the approved project. However, in all cases emissions of NO, SO, and PM10 would be reduced with Development Scenarios 2, 3, and 4. Emissions of VOC would be reduced with Development Scenarios 2 and 3, but increased with Development Scenario 4. Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would have very similar secondary impacts as the approved project. Because the types of uses are basically the same as the approved project, the land use mix of the proposed Specific Plan Amendment would be considered consistent with the AQMP and, thus not jeopardize attainment of State and Federal air quality standards in the Coachella Valley. The additional trips generated under the Specific Plan Amendment would not be sufficient to noticeably increase the localized CO concentrations identified an page 5.6-18 of the certified EIR which are substantially below State and Federal standards. None of the development scenarios would involve uses which would generate more odors or potential toxic air emissions than those discussed on pages 5.6-18 and 5.6-19 of the certified EIR. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the project would not be considered cumulatively significant because i t would comply with the AQMP requirement of reducing emissions of CO, VOC, NO, SO., and PM10 by a minimum of one percent per year. Page 5.6-21 of the certified EIR states the mitigation measures identified for the project would reduce the project's CO emissions by 4.5 percent, VOC emissions by 4.4 percent, NO,, emissions by 6.0 percent, and PM10 emissions by 4.5 percent. Similar reduction percentages can be expected to occur on an annual basis. Although the SCAQMD's CEQA Air Quality Handbook does not identify any reduction efficiencies for emissions of SO, it was assumed that these measures would reduce emissions of SOx by a minimum of 1.0 percent, given that the minimum reduction for other mobile emissions is 4.4 percent. 5.6-12 The Centre at la Quinta Draft SEIR September 1998 5.6 Air Quality Cumulative Impacts of Proposed Specific Plan Amendment The proposed Specific Plan Amendment would be subject to the same mitigation measures as those conditioned in the certified EIR. Given that the types of uses proposed are the same, or very similar to the approved Specific Plan, similar emissions reductions can be expected for the proposed Specific Plan Amendment. These reductions would exceed the AQMP standard of one percent per year. Therefore, the proposed Specific Plan Amendment's emissions would not be considered cumulatively significant. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to reduce the project -level impacts to the extent practical and feasible. Because each of the development scenarios of the proposed Specific Plan Amendment involve similar types of commercial uses as the approved Specific Plan project, these measures are applicable to the Specific Plan Amendment. Construction Impacts AQ1. The project developer shall prepare and implement a construction management plan, as approved by the City of La Quinta, which includes the following measures recommended by the SCAQMD, or equivalently effective measures approved by the SCAQMD: a. Configure construction parking to minimize traffic interference. b. Provide temporary traffic controls during all phases of construction activities to maintain traffic flow (e.g., flag person). c. Schedule construction activities that affect traffic flow cn the arterial system to off-peak hours. d. Reroute construction trucks away from congested streets. e. Consolidate truck deliveries when possible. f. Provide dedicated turn lanes for movement of construction trucks and equipment on- and off- site. g. Prohibit truck idling in excess of two minutes. h . Maintain equipment and vehicle engines in good condition and in proper tune as per manufacturers' specifications and per SCAQMD rules, to minimize exhaust emissions. 5.6-13 The Centre at la Quinta Draft SEIR September 1998 5.6 Air Quality i . Suspend use of all construction equipment operations during second stage smog alerts. Contact the SCAQMD at 800/242-4022 for daily forecasts. j. Use electricity from power poles rather than temporary diesel- or gasoline -powered generators. k. Use methanol- or natural gas -powered mobile equipment and pile drivers instead of diesel if readily available at competitive prices. 1. Use propane- or butane -powered on-site mobile equipment instead of gasoline if readily available at competitive prices. AQ2. The developer shall prepare and implement a PM, Plan based on the measures of SCAQMD Rule 403, Fugitive Dust, which are in effect at the time of development. The following measures are currently recommended to implement Rule 403, Fugitive Dust. These measures have been quantified by the SCAQMD as being able to reduce dust generation between 30 and 85 percent depending on the source of the dust generation. a . Apply approved non-toxic chemical soil stabilizers according to manufacturer's specification to all inactive construction areas (previously graded areas inactive for four days or more). b. Replace ground cover in disturbed areas as quickly as possible. c. Enclose, cover, water twice daily, or apply approved soil binders to exposed piles (i.e., gravel, sand, dirt) according to manufacturers' specifications. d. Water active grading sites at least twice daily. e. Suspend all excavating and grading operations when wind speeds (as instantaneous gusts) exceed 25 mph. f. Provide temporary wind fencing consisting of three- to five-foot barriers with 50 percent or less porosity along the perimeter of sites that have been cleared or are being graded. g. All trucks hauling dirt, sand, soil, or other loose materials are to be covered or should maintain at least two feet of freeboard (i.e., minimum vertical distance between top of the load and the top of the trailer), in accordance with Section 23114 of the California Vehicle Code. h . Sweep streets at the end of the day if visible soil material is carried over to adjacent roads (recommend water sweepers using reclaimed water if readily available). i . Install wheel washers where vehicles enter and exit unpaved roads onto paved roads, or wash off trucks and any equipment leaving the site each trip. j. Apply water three times daily or chemical soil stabilizers according to manufacturers' specifications to all unpaved parking or staging areas or unpaved road surfaces. k. Enforce traffic speed limits of 15 mph or less on all unpaved roads. 5.6-14 The Centre at fa Quinta Draft SEIR September 1998 5.6 Air Quality AQ3. The developer shall implement all rules and regulations adopted by the Governing Board of the SCAQMD which are applicable to the development of the project (such as Rule 402, Nuisance, and Rule 1113, Architectural Coatings) and which are in effect at the time of development. Operational Impacts Stationary Sources AQ4. Where applicable, business owners and operators shall implement all rules and regulations adopted by the Governing Board of the SCAQMD which are applicable to their individual commercial use (such as Rule 402, Nuisance, Rule 1102, Petroleum Solvent Dry Cleaners, Rule 1111, NO,, Emissions from Natural Gas -Fired, Fan -Type Central Furnaces, Rule 1146, Emissions of Oxides of Nitrogen from Industrial, Institutional, and Commercial Boilers, Steam Generators, and Process Heaters) and which are in effect at the time of occupancy. AQ5. Where feasible, use solar or low emission water heaters to reduce natural gas consumption and emissions. AQ6. Use energy-efficient and automated controls for air conditioners to reduce energy consumption and emissions. AQ7. Use automatic lighting on/off controls and energy-efficient lighting to reduce electricity consumption and associated emissions. AQ8. Use light-colored roofing materials as opposed to dark roofing materials. These materials would reflect, rather than absorb, sunlight and minimize heat gains in buildings. This measure would lessen the overall demand for mechanical air conditioning systems. AQ9. Comply with Title 24 of the California Code of Regulations which are current at the time of development. Mobile Sources AQ10. If any drive-through windows are proposed at a later date cn the commercial portion of the site, traffic flow at these drive-throughs shall be improved by designing separate windows for 5.6-15 The Centre at La Quinta Draft SEIR September 1998 5.6 Air Quality different functions and by providing temporary parking for orders not immediately ready for pickup. AQ11. Provide bicycle facility improvements on the project site with access to off-site roadways. AQ12. Implement all mitigation measures identified in Section 5.5, Transportation and Circulation, for intersection improvements that would reduce traffic congestion. AQ13. Implement an on-site vehicle circulation plan to reduce vehicle queuing. AQ14. Provide on-site pedestrian facility improvements. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new air quality impacts have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to the extent practical and feasible, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS The recommended mitigation measures would reduce the magnitude of construction -related and operation -related emissions to some extent. However, no feasible mitigation exists which would reduce these emissions to below the SCAQMD's recommended thresholds of significance. As with the approved Specific Plan project, the proposed Specific Plan Amendment's construction -related and operation -related emissions would be considered unavoidably significant in this context. The proposed Specific Plan Amendment's emissions would, however, be consistent with those projected in the AQMP and the project should not jeopardize attainment of state and federal ambient air quality standards in the Coachella Valley. 5.6-16 The Centre at la Quinta Draft SEIR September 1998 J il 11 5.7 NOISE EXISTING NOISE ENVIRONMENT Vehicular traffic is the dominant source of noise on, and in the vicinity of, the Specific Plan site. Other sources of noise in the area that potentially affect noise levels cn the site include adjacent residential and nearby commercial uses. These noise sources are discussed below. Roadway Noise On -Site Roadway Noise The Specific Plan site is located adjacent to SR -111 and Adams Street. Existing average on-site noise levels identified for these roadways are shown in Table 15. These noise levels are characteristic of an urbanized environment. Table 15 Existing On -Site Noise Levels Distance from Center of Roadway ROADWAY CNEL at Noise Contour' • Segment 75 Feet 75 CNEL 70 CNEL 65 CNEL 60 CNEL STATE ROUTE 111 • east of Adams Street 71.3 - 100 312 968 P ADAMS STREET • south of SR -111 57.1 - - - 1 • south of 47th Avenue 55.9 - - - - Source: Impact Sciences, Inc. "" -" = CNEL noise contour is located within the roadway lanes or within 75 feet of the roadway centerline. Off -Site Noise Levels Noise levels resulting from vehicular traffic were calculated at various off-site noise sensitive locations along roadway segments that would be affected by traffic volumes generated by the Specific Plan project in order to characterize the existing ambient noise environment. The existing average noise levels identified through these calculations are shown in Table 16. The noise levels shown for these 5.7-1 The Centre at In Quinta Draft SEIR September 1998 L-, 5.7 Noise locations are calculated for the nearest edge of the nearest existing building to the roadway and take into consideration the existing walls between the roadways and the residential areas. Buildings located farther from the roadways would have lower noise levels. Based on the calculations, all of the locations have average noise levels that are within City of La Quinta standards for motor vehicle noise sources. Table 16 Existing Off -Site Roadway Noise Levels at Noise Sensitive Locations ROADWAY dB(A) ■ Segment Noise Sensitive Land Uses CNEL ADAMS STREET south of 47th Avenue WASHINGTON STREET • south of SR -111 • south of 47th Avenue • south of 48th Avenue 47TH AVENUE • east of Washington Street 48TH AVENUE Existing Single Family, and 49.0 Planned High Density Residential Single Family Residential 58.0 Single Family Residential 57.7 Single Family Residential 58.1 Single Family Residential 44.4 • east of Washington Avenue Single Family Residential 48.9 • east of Adam Street Single Family Residential 40.3 • east of Dune Palms Road Single Family Residential 41.2 Source: Impact Sciences, Inc. Noise levels are calculated for the nearest edge of the existing building to the roadway. Point (or Stationary) Sources of Noise The Specific Plan site is presently vacant and does not generate noise. The primary source of noise presently affecting the site is generated by the adjacent roadways. The Specific Plan site is also affected by point sources of noise generated at the adjacent residential and commercial areas. Point sources of noise generated by these uses include people talking and yelling, doors slamming, lawn care equipment operation, stereos, domestic animals, etc. These sources of noise are, however, hardly perceptible compared to the noise levels generated cn the adjacent roadways. This site generates very little noise. A community -scale commercial center is also located nearby, just northwest of the intersection of Adams Street and Highway 111. Activities at that site are normally 5.7-2 The Centre at La Quinta Draft SEIR September 1998 i 5.7 Noise imperceptible at the project site. The nearest residential uses are located in the Lake La Quinta neighborhood and are separated from the site by Adams Street and a solid masonry wall. Any noise levels generated by these uses are also hardly perceptible at the project site. IMPACT ANALYSIS Impact Significance Criteria The CEQA Guidelines state that a project will normally have a significant effect on the noise environment if it will substantially increase the ambient noise levels for adjoining areas. However, this guideline does not define what a substantial increase in ambient noise is. Appendix G of the CEQA Guidelines does not provide an impact threshold for potential on-site noise impacts. Therefore, the following thresholds of significance were developed for this noise impact analysis based on the plans and policies identified previously in the certified EIR and this SEIR section. These thresholds apply to both the project and cumulative project impacts. On -Site Thresholds of Significance The proposed project would result in a significant noise impact if on-site exterior locations would be exposed to noise levels above the City's 75 dB(A) CNEL noise standards for commercial uses. Also, if components of the proposed project were to be subject to point source noise levels originating on or off the project site which are above the La Quinta Municipal Code noise standards, a significant on-site noise impact would occur. Off -Site Thresholds Off-site noise thresholds consider both the City's noise standards and community responses to changes in noise levels. Changes in a noise level of less than three dB(A) are not typically noticed by the human ear.1 Changes from three to five dB(A) may be noticed by some individuals who are extremely sensitive to changes in noise. A five dB(A) increase is readily noticeable. Based on this information, the following thresholds have been developed for this analysis: 1 Highway Noise Fundamentals, p. 81. 5.7-3 The Centre at la Quinta Draft SEIR September 1998 5.7 Noise 1. An increase of five dB(A) or greater in noise level that occurs from project -related activities would be considered significant if with -project noise levels are 60 dB(A) CNEL or greater at noise sensitive locations. 2. An increase of three dB(A) or greater in noise level that occurs from project -related activities which results in noise levels exceeding the City's 60 dB(A) CNEL noise standard for noise sensitive locations. Project Impacts Summary of Project Impacts from Certified EIR The certified EIR concluded that the project would result in the generation of both construction -related noise during the project development phase and operational noise associated primarily with increased vehicle trips and on-site activities. The potential noise impacts associated with the project are discussed below. Construction Noise Impacts Development of the project would require site preparation (e.g., grading) and construction (e.g., infrastructure, buildings, and cleanup) of the proposed improvements. These activities typically involve the use of heavy equipment such as scrapers, tractors, loaders, and concrete mixers. Trucks would be used to deliver equipment and building materials, and to haul away waste materials. Smaller equipment such as jack hammers, pneumatic tools, saws, and hammers would also be used throughout the site during the construction phase. This equipment would generate both steady state and episodic noise that would be heard both on and off the project site. Noise levels generated by heavy equipment can range from approximately 68 dB(A) to noise levels in excess of 100 dB(A) when measured at 50 feet. However, these noise levels would diminish rapidly with distance from the construction site at a rate of approximately six dB(A) per doubling of distance. For example, a noise level of 68 dB(A) measured at 50 feet from the noise source to the receptor would be reduce to 62 dB(A) at 100 feet from the source to the receptor, and would be further reduced by another six dB(A) to 56 dB(A) at 200 feet from the source to the receptor. J Noise levels generated during the construction phase would primarily affect the occupants of nearby residential uses immediately to the west of Adams Street (Lake La Quinta community). The closest homes within this residential area are located no less than 125 feet from the construction area. This residential area, and the residential area to the south in the Rancho La Quinta development, are U 5.7-4 The Centre at La Quinta Draft SEIR September 1998 i 5.7 Noise shielded from outside noise levels by solid masonry walls. These walls, and the distance of the project site from these homes would substantially reduce construction noise levels of heavy grading equipment from approximately 95 dB(A) to approximately 79 dB(A). Construction activities would also be restricted on a daily basis in accordance with §6.08.050 of the La Quinta Municipal Code. These restrictions are considered capable of maintaining construction noise at less than significant levels. However, a person who is home during the day and noise sensitive may find the condition to be disturbing. This could lead to complaints. Operational Noise Impacts Noise impacts would also result from operation of the project. These impacts would primarily result from project -generated vehicular traffic and the increased human activity on the site. Each of these potential noise impacts are discussed separately below. On -Site Traffic Noise The long-term future (year 2005) noise levels on the project site are identified in Table 17. None of the project's structures are located within 75 dB(A) CNEL noise contours for SR -111 and Adams Street. The 75 dB(A) noise contour for SR -111 would fall within the proposed landscape setback area along SR -111. The 75 dB(A) contour for Adams Street would also fall within the proposed landscape setback along that street frontage. Therefore, on-site noise levels generated by vehicle traffic would not be considered significant. Table 17 Predicted Future On -Site Noise Levels: Approved Specific Plan Distance from Center of Roadway ROADWAY CNEL at Noise Contour' • Segment 75 Feet 75 CNEL 70 CNEL 65 CNEL 60 CNEL STATE ROUTE 111 • east of Adams Street 73.4 162 503 1,564 • east of Project Entrance 74.0 - 186 579 1,801 ADAMS STREET • south of SR -111 62.3 - - - 127 • south of 47th Avenue 60.7 - - - 87 Source: Impact Sciences, Inc. Predicted noise levels assume no attenuation front proposed barriers. When present, intervening rualls, terrain, or structures can reduce these noise levels by 5 to 10 dB(A). t"-" = CNEL noise contour is located within the roadway lanes or within 75 feet of tate roadway centerline. 5.7-5 The Centre at la Quinta Draft SEIR September 1998 5.7 Noise Off -Site Traffic Noise The project's effects on off-site noise levels are assessed using a methodology similar to that used in Section 5.5, Transportation and Circulation, in which the analysis is based on the difference between the future traffic volumes without the project, and the future -plus -project traffic volumes. The noise levels that would be generated by these traffic volumes at the anticipated first year of full project occupancy, (year 2005) are identified in Table 18. Table 18 Predicted Future Off -Site Roadway Noise Levels at Noise Sensitive Locations with Approved Specific Plan (dB(A) CNEL) With Roadway Noise Sensitive Future Project Increase • Segment Land Uses Noise Noise in Noise Impact ADAMS STREET • south of 47th Avenue Existing Single Family, and 50.7 53.2 2.5 Not Significant Planned High Density Residential WASHINGTON STREET • south of SR -111 Single Family Residential 59.4 59.6 0.2 Not Significant • south of 47th Avenue Single Family Residential 59.1 59.1 0.0 Not Significant • south of 48th Avenue Single Family Residential 59.5 59.8 0.3 Not Significant 47TH AVENUE • east of Washington Street Single Family Residential 45.8 50.5 4.7 Not Significant 48TH AVENUE • east of Washington Street Single Family Residential 50.3 52.4 2.1 Not Significant • east of Adams Street Single Family Residential 46.1 49.1 3.0 Not Significant • east of Dune Palms Road Single Family Residential 47.1 49.7 2.6 Not Significant Source: Impact Sciences, Inc. Noise levels are calculated for the nearest edge of the existing building to the roadway. As shown, the increases in noise levels at the analyzed areas would be 4.7 dB(A) CNEL or less at a 11 locations. The resulting noise levels at all locations would not exceed the City's noise standards for residential land uses. Increases less than 5.0 dB(A) CNEL would not exceed the off-site mobile source impact significance criteria for this analysis. Therefore, no significant noise impacts would occur at the noise sensitive locations in the vicinity of the project site. Operational Noise Impacts Other Than Traffic Noise Residents of the homes to the west and south of the site would also experience a change in their existing noise environment due to the increased human activity on the site as a result of daily operation. Most of 5.7-6 The Centre at La Quinta Draft SEIR September 1998 5.7 Noise this noise would come from the proposed auto dealerships. According to the approved Specific Plan, service departments typically operate between the hours of 7:00 A.M. and 6:00 P.M., up to six days per week. The change in noise levels during these hours is not readily quantifiable, but a qualitative assessment can be made and is presented below. Residents of the Lake La Quinta neighborhood could possibly detect noise associated with the operation of tools and equipment in the dealership service departments. Portions of the project site with the greatest potential to be heard by nearby residents are located on Lots 5 through 7, since these lots are closest to that neighborhood. The layout and design of the vehicle service departments will include side entrance facilities. This design requirement would contain most of the noise generated by this type of activity within the service facilities themselves. The Specific Plan states that the layout of individual dealerships shall orient the service department openings of the perimeter sites (i.e., lots 5 to 8) away from the residential areas to the south and west. The Specific Plan also requires the buildings on Pads 5, 6, and 7 to be located a minimum of 100 feet from the Adams Street property line. This increased distance would also help to reduce noise levels heard at the Lake La Quinta neighborhood. The Specific Plan also prohibits the general use of public address systems at the auto dealerships as a means of minimizing noise impacts on neighboring properties. There are a variety of communications systems available that can replace public address -type devices for most applications. These alternatives include pagers and personal telecommunications systems. Therefore, no noise impacts associated with public address systems would occur. Those residents in close proximity to the site would likely detect noise associated with human activity, such as people talking, car doors slamming, auto alarms, and tires squealing. Noise would be generated by medium and heavy trucks making approximately daily deliveries to the site. Additional noise would be generated in the parking area through the use of parking lot vacuums that typically occur before dawn, and other maintenance activities, such as trash pick-up, that usually occur in early morning hours. The frequency of such activities will be determined after the project is operational. Landscape maintenance noise is not expected to be a problem, since these activities normally occur in daylight hours when people are already awake, and the noise would tend to blend in with traffic noise. The proposed six-foot high block wall to be constructed along the western and southern site boundary, and the existing solid walls bordering the nearest residential areas, would be sufficient to break the line -of -sight between the residential uses and the activity at the project site. Consequently, the potential impacts of such noise is not considered significant. 5.7-7 The Centre at la Quinta Draft SEIR September 2998 5.7 Noise Impacts of Proposed Specific Plan Amendment Construction Impacts Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan. Construction of the project under Development Scenario 1 would involve the same square footage as the approved project. Construction of the other three development scenarios would involve greater building square footage. Assuming that approximately the same amount of construction work would be accomplished on any given day no matter the development scenario, the daily construction noise would average approximately the same as discussed on pages 5.7-11 and 5.7-12 of the certified EIR. However, the noise levels would be generated on more days than the approved project with development scenarios 2, 3, and 4 with each requiring more construction days than the previous scenario (e.g., 2 more than 1, 3 more than 2, 4 more than 3). These noise levels were not considered significant for the approved Specific Plan project, and are not considered significant for the proposed Specific Plan Amendment. Operational Noise Impacts On -Site Traffic Noise The long-term future (year 2005) noise levels on the project site are identified in Table 19 for the proposed Specific Plan Amendment. None of the proposed structures are located within 75 dB(A) CNEL noise contours for SR -111 and Adams Street. The 75 dB(A) noise contour for SR -111 would fall within the proposed landscape setback area along SR -111. The 75 dB(A) contour for Adams Street would also fall within the proposed landscape setback along that street frontage. Therefore, on-site noise levels generated by vehicle traffic would not be considered significant. Off -Site Traffic Noise The proposed Specific Plan Amendment project's effects on off-site noise levels are identified in Table 20. These noise levels are for Development Scenario 4 which would generate the greatest number of daily trips and, therefore, the highest daily noise levels from traffic. Daily traffic volumes and noise levels for the other development scenarios would be lower. 5.7-8 The Centre at La Quinta Draft SEIR r September 1998 5.7 Noise Table 19 Predicted Future On -Site Noise Levels: Proposed Specific Plan Amendment 59.5 Distance from Center of Roadway Not Significant ROADWAY CNEL at Noise Contour' 59.1 • 75 Feet 75 CNEL 70 CNEL 65 CNEL 60 CNEL _Sqpnent STATE ROUTE 111 59.8 • east of Adams Street 73.3 - 160 497 1,543 • east of Project Entrance 73.9 - 182 564 1,753 ADAMS STREET Not Significant • south of SR -111 62.1 - - - 121 • south of 47th Avenue 60.4 - - - 82 Source: Impact Sciences, Inc. Calculations are provided in Appendix C. Predicted noise levels assume no attenuation front proposed barriers. When present, intervening walls, terrain, or structures can reel uce these noise levels by 5 to 10 dB(A). 47.1 '"-" = CNEL noise contour is located within the roadway lanes or within 75 feet of the roadway centerline. 2.4 Table 20 Predicted Future Off -Site Roadway Noise Levels at Noise Sensitive Locations with Proposed Specific Plan Amendment (dB(A) CNEL) With Roadway Noise Sensitive Future Project Increase • Segment Land Uses Noise Noise in Noise Impact ADAMS STREET • south of 47th Avenue Existing Single Family, and 50.7 53.6 2.9 Not Significant Planned High Density Residential WASHINGTON STREET • south of SR -111 • south of 47th Avenue • south of 48th Avenue 47TH AVENUE • east of Washington Street 48TH AVENUE • east of Washington Street • east of Adams Street • east of Dune Palms Road Single Family Residential Single Family Residential Single Family Residential Single Family Residential Single Family Residential Single Family Residential Single Family Residential 59.4 59.5 0.1 Not Significant 59.1 59.1 0.0 Not Significant 59.5 59.8 0.3 Not Significant 45.8 50.3 4.5 Not Significant 50.3 52.3 2.0 Not Significant 46.1 48.9 2.8 Not Significant 47.1 49.5 2.4 Not Significant Source: Impact Sciences, Inc. Calculations are provided in Appendix C. Noise levels are calculated for the nearest edge of the existing building to the roadway. 5.7-9 The Centre at La Quinta Draft SEIR September 1998 5.7 Noise As shown, the increases in noise levels at the analyzed areas would be 4.5 dB(A) CNEL or less at a 11 locations. The resulting noise levels at all locations would not exceed the City's noise standards for residential land uses. Increases less than 5.0 dB(A) CNEL would not exceed the off-site mobile source impact significance criteria for this analysis. Therefore, no significant noise impacts would occur at the noise sensitive locations in the vicinity of the project site. Operational Noise Impacts Other Than Traffic Noise Residents of the homes to the west and south of the site would also experience a change in their existing noise environment due to the increased human activity on the site as a result of daily operation similar to that of the approved Specific Plan project. Most of this noise would come from the proposed auto dealerships. As with the approved Specific Plan project, residents of the Lake La Quinta neighborhood could possibly detect noise associated with the operation of tools and equipment in the dealership service departments located on Pads 5 through 7, since these lots are closest to that neighborhood. The layout and design of the vehicle service departments will incorporate side entrance facilities. This design requirement would contain most of the noise generated by this type of activity within the service facilities themselves. The proposed Specific Plan Amendment states that the layout of individual dealerships shall orient the service department openings of the perimeter sites (i.e., lots 5 to 8) away from the residential areas to the south and west. The proposed Specific plan Amendment also requires the buildings on Pads 5, 6, and 7 to be located a minimum of 100 feet from the Adams Street property line. This increase in distance would also help to reduce noise levels heard at the Lake La Quinta neighborhood. The proposed Specific Plan Amendment also prohibits the general use of public address systems at the auto dealerships as a means of minimizing noise impacts on neighboring properties. There are a variety of communications systems available that can replace public address -type devices for most applications. These alternatives include pagers and personal telecommunications systems. Therefore, no noise impacts associated with public address systems would occur. The proposed Specific Plan Amendment eliminates the requirement of a six-foot high block wall to be constructed around the frontages of the auto mall along Highway 111 and Adams Street. Vehicle storage areas would, however, continue to be screened from public view by means of a solid masonry wall up to six feet in height and/or landscape materials including mounding. The elimination of the perimeter wall could slightly increase the noise levels heard from the auto mall. Most such noise would be caused by people talking, car doors slamming, auto alarms, and tires squealing. However, these activities would normally occur in daylight and early evening hours when people are already awake, the noise would tend to blend in with traffic noise, and the existing solid walls bordering the 5.7-10 The Centre at La Quinta Draft SEIR September 1998 5.7 Noise nearest residential areas would be sufficient to break the line -of -sight between the residential uses and the activity at the project site. Consequently, the potential impacts of such noise is not considered significant. Development Scenarios 2, 3 and 4 allow for the construction and operation of mixed regional commercial uses along Adams Street. There is no requirement in the proposed Specific Plan Amendment for the construction of a perimeter wall with these uses. For the most part, the average noise levels generated by these new commercial uses would be very similar to the auto dealerships since the primary sources of noise involves human activity and automobiles. The deliveries for the auto mall would occur from the internal circulation system, thereby maximizing the distance between delivery source noise and nearby residential uses. Although no buildings have been designed for the mixed regional commercial uses, i t is possible that delivery areas for large commercial uses could be located behind the buildings along the frontage of Adams Street. It is also possible that deliveries for some commercial uses such as grocery stores could occur during nighttime hours when people are most sensitive to noise, and when roadway traffic volumes may be so low that delivery noise does not blend with the traffic noise. This could cause substantial disturbance and, therefore, a potentially significant impact. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that cumulative noise impacts would primarily occur as a result of increased traffic on local roadways due to the proposed project and other developments in the area. Therefore, cumulative traffic -generated noise impacts have been assessed based on the difference between the existing traffic volumes and the year 2005 with project traffic volumes. The results of this comparison are identified in Table 21. As shown, the increases in noise levels at the analyzed areas would be 8.8 dB(A) CNEL or less at a 11 locations. Increases of more than 5.0 dB(A) CNEL would be considered substantial. However, the resulting noise levels at all locations would not exceed the City's noise standards for residential land uses. Therefore, no significant cumulative roadway noise impacts would occur at the noise sensitive locations in the vicinity of the project site. Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan, cumulative noise impacts would primarily occur as a result of increased traffic m local roadways. The cumulative noise increases have been calculated and are identified in Table 22. 5.7-11 The Centre at La Quinta Draft SEIR September 1998 5.7 Noise Table 21 Predicted Cumulative Off -Site Roadway Noise Levels at Noise Sensitive Locations with Approved Specific Plan (dB(A) CNEL) 2005 Roadway Noise Sensitive Exist. Cum. Increase • Segment Land Uses Noise Noise in Noise IMpact ADAMS STREET • south of 47th Avenue Existing Single Family and 49.0 53.2 4.2 Not Significant Planned High Density Residential WASHINGTON STREET • south of SR -111 Single Family Residential 58.0 59.6 1.6 Not Significant • south of 47th Avenue Single Family Residential 57.7 59.1 1.4 Not Significant • south of 48th Avenue Single Family Residential 58.1 59.8 1.7 Not Significant 47TH AVENUE • east of Washington Street Single Family Residential 44.4 50.5 6.1 Not Significant 48TH AVENUE • east of Washington Street Single Family Residential 48.9 52.4 3.5 Not Significant • east of Adams Street Single Family Residential 40.3 49.1 8.8 Not Significant • east of Dune Palms Road Single Family Residential 41.2 49.7 8.5 Not Significant Source: Impact Sciences, Inc. Noise levels are calculated for the nearest edge of the existing building to the roadway. Noise levels are calculated for the nearest edge of the existing building to the roadway. Table 22 Predicted Cumulative Off -Site Roadway Noise Levels at Noise Sensitive Locations with Proposed Specific Plan Amendment (dB(A) CNEL) 2005 Roadway Noise Sensitive Exist. Cum. Increase • Segment Land Uses Noise Noise in Noise Impact ADAMS STREET • south of 47th Avenue Existing Single Family and 49.0 53.6 4.6 Not Significant Planned High Density Residential WASHINGTON STREET • south of SR -111 Single Family Residential 58.0 59.5 1.5 Not Significant • south of 47th Avenue Single Family Residential 57.7 59.1 1.4 Not Significant • south of 48th Avenue Single Family Residential 58.1 59.8 1.7 Not Significant 47TH AVENUE • east of Washington Street Single Family Residential 44.4 50.3 5.9 Not Significant 48TH AVENUE • east of Washington Street Single Family Residential 48.9 52.3 3.4 Not Significant • east of Adams Street Single Family Residential 40.3 48.9 8.6 Not Significant • east of Dune Palms Road Single Family Residential 41.2 49.5 8.3 Not Significant Source: ho pact Sciences, Inc. Calculations are provided in Appendix C. Noise levels are calculated for the nearest edge of the existing building to the roadway. 5.7-12 The Centre at La Quinta Draft SEIR September 1998 .L 0 M 5.7 Noise As shown, the increases in noise levels at the analyzed areas would be 8.6 dB(A) CNEL or less at a 11 locations. Increases of more than 5.0 dB(A) CNEL would be considered substantial. However, the resulting noise levels at all locations would not exceed the City's noise standards for residential land uses. Therefore, no significant cumulative roadway noise impacts would occur at the noise sensitive locations in the vicinity of the project site with the development of the proposed Specific Plan Amendment. MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR Construction Impacts Although construction -related impacts were not considered significant, the following measures were recommended to reduce the noise impacts associated with grading and construction activities to the greatest extent practical. Because each of the development scenarios of the proposed Specific Plan Amendment would have the same noise impact as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. N1. Between May 1 and September 30, all construction activity on the project site shall only occur between the hours of 6:00 A.M. and 7:00 P.M. Monday through Friday, and from 8:00 A.M. to 5:00 P.M. on Saturday, and shall be prohibited on Sundays and public holidays. Between October 1 and April 30, all construction activity on the project site shall only occur between the hours of 7:00 A.M. and 5:30 P.M. Monday through Friday, and from 8:00 A.M. to 5:00 P.M. cn Saturday, and shall be prohibited on Sundays and public holidays. N2. Implement appropriate additional noise reduction measures to reduce the amount of noise t at could affect the Lake La Quints neighborhood, such as changing the location of stationary construction equipment, shutting off idling equipment, equipping heavy equipment with noise muffling devices, notifying nearby residents in advance of construction work, and installing temporary acoustic barriers around stationary construction noise sources such as portable generators. Operational Impacts The proposed project's operational impacts were not considered significant. Therefore, no mitigation measures were required or recommended. 5.7-13 The Centre at La Quinta Draft SEIR September 1998 5.7 Noise Mitigation Measures Recommended as Part of this Supplemental EIR Because a potentially new noise impact has been identified in association with the possible development of commercial uses with delivery areas which face Adams Street, the following measure is recommended to reduce potential disturbance impacts to less than significant levels. N3. Commercial delivery areas shall be either oriented away from Adams Street, or shielded by a minimum six-foot solid masonry wall with the height determined from the elevation of the delivery platform. UNAVOIDABLE SIGNIFICANT IMPACTS No unavoidable significant noise impacts would occur as a result of the proposed Specific Plan Amendment with the proper implementation of the mitigation measures identified above. 5.7-14 The Centre at La Quinta Draft SEIR September 1998 5.8 WATER DISTRIBUTION AND STORAGE ENVIRONMENTAL SETTING Water Supply and Distribution Water for potable as well as irrigation purposes is provided throughout La Quinta and the entire Coachella Valley by the Coachella Valley Water District (CVWD). CVWD serves an area of approximately 1,000 square miles within the Counties of Riverside, Imperial and San Diego. The main source of potable water provided to La Quinta is from an underground aquifer beneath the valley. Irrigation water is supplied from this same aquifer and from the Colorado River via the Coachella Canal, and is consumed generally in the area from Indio and La Quinta south to the Salton Sea. In mid-1995, CVWD provided domestic water service to a total population of 160,725, with 64,290 active meter services and total water sales of 79,920 acre feet. The water storage and distribution system consisted of 79 active wells and 52 reservoirs, with a total storage capacity of 74.4 million gallons. Water was delivered through 1,479 miles of pipelines, with 9,866 fire hydrant connections. Average water use, per person (residential use), was 226 gallons per day. In their 1994-95 Annual Review report, CVWD estimated that 63 percent more water is being drawn from the valley's underground supplies than is being replaced annually. In the upper valley area, the overdraft is due primarily to heavy consumption by the expanding resort -recreation economy of the valley and growing permanent resident population. In the lower valley, the overdraft is primarily due to agricultural well production. If this trend continues without change, the "overdraft" condition is anticipated to increase to 80 percent by the year 2015. An overdraft rate of about 17 percent occurs in the upper basin of the valley, while the rate in the southern basin, which encompasses most of La Quinta, including the project site, has been running at 190 percent of the annual recharge. If nothing is done to change these conditions, these rates are predicted to increase to 32 percent annually in the upper basin, and to 215 percent in the lower basin, by the year 2015. Given current rates of overdraft, the total, basin -wide overdraft would reach 198,000 acre feet/year by 2015. Water shortages could occur well before the year 2015. CVWD is planning to install additional ponds that would be needed for groundwater recharge in the lower valley by 2015. 5.8-1 The Centre at La Quinta Draft SEIR September 1998 5.8 Water Distribution and Storage City of La Quinta Water System The City's 1992 General Plan identified a current city-wide water consumption at that time of approximately 8.93 million gallons per day. CVWD supplies water throughout La Quinta from 13 wells located throughout the city. To obtain high quality soft water for potable use, active wells are perforated at depths ranging from 500 to 900 feet, although water is normally encountered at 120 to 150 feet. Water quality analyses conducted at these sites have indicated that quality levels meet state standards. Potable water is stored in five reservoirs that serve the pressure zones in the city. This high quality water is distributed to end users via an underground system with lines ranging in size from six to 36 inches. CVWD Reservoir No. 5704, with a storage capacity of 150,000 gallons, and Well No. 574 are located near the project site, at the northwest corner of Highway 111 and Adams Street. An 18 -inch water main has been installed in Adams Street along the western site boundary, and a 12 -inch main has been installed within Highway 111, along the northern site boundary. Water Conservation Programs Both the CVWD and the City of La Quinta encourage water conservation through the use of xeriscaping techniques to reduce water consumption through irrigation. CVWD will provide the services of a water management specialist during the landscaping/ irrigation system plan check process, to help develop an efficient, low-water volume landscaping program for new developments. The City of La Quinta has adopted a set of stringent water efficient landscaping regulations, as Chapter 8.13 of the City of La Quinta Municipal Code. The purpose of these regulations is to establish minimum water efficient landscape requirements for newly installed and rehabilitated landscapes, and to implement the minimum requirements of the State of California Water, Conservation and Landscaping Act, Statutes of 1990, Chapter 1145. The Specific Plan project would be subject to the provisions of Chapter 8.13, pursuant to Section 8.13.030 of the Municipal Code. Numerous standards are specified in Chapter 8.13 for the preparation of landscape and irrigation plans, to ensure that minimal water waste occurs and that the landscape system is as water efficient as feasible, in terms of basic water consumption requirements and for long-term maintenance. A performance standard for irrigation efficiency is set at a minimum of 0.625. "Irrigation efficiency" means the measurement of the amount of water beneficially used divided by the amount of water applied. Irrigation efficiency is derived from measurements and estimates of irrigation system 5.8-2 The Centre at La Quinta Draft SE1R September 1998 5.8 Water Distribution and Storage characteristics and management practices. The more well designed and maintained landscape/ irrigation systems often achieve an irrigation efficiency of higher than 0.625. Section 8.13.030(C)(6)(b)(ii) states that dual water distribution systems are required to be installed in landscape areas to allow for the current and future use of recycled water, unless a written exemption is granted by the CVWD stating that recycled water meeting all health standards is not available and will not be available in the foreseeable future. CVWD staff have indicated that recycled water is not currently available in the vicinity of the project site and is not considered feasible for the Specific Plan project. They have also indicated that imported irrigation water, from the Colorado River via the Coachella Canal, is not readily available in this area and is not considered a viable alternative source of irrigation water for the Specific Plan project. To ensure that newly installed landscapes are maintained in a water efficient manner over time, Section 8.13.030(C)(9) of the Municipal Code requires that project sites be audited by certified landscape irrigation auditors at least once every five years and that proof of same must be provided to the City. ENVIRONMENTAL IMPACT ANALYSIS Impact Significance Criteria As defined in Appendix G of the CEQA Guidelines, project impacts related to water consumption are normally considered significant if they cause or contribute to: • Substantial degradation of water quality • Contamination of a public water supply M1Substantial degradation or depletion of ground water resources • Substantial interference with ground water recharge lActivities which result in the use of large amount of water J Use of water in a wasteful manner These are generalized criteria that cover a full range of potential impacts to public water supplies. For the purpose of the certified EIR and this SEIR, a more focused set of criteria has been established, which are more appropriate means of evaluating project impacts in relation to the unique features of this Specific Plan project, as well as the characteristics of the water supply and distribution system 5.8-3 The Centre at La Quinta Draft SEIR September 1998 5.8 Water Distribution and Storage that is operated by CVWD in this area. The criteria by which this project's water consumption impacts will be evaluated are defined as: a. Water demand exceeds available water supply b. Construction of new water supply or distribution facilities or capacity -enhancing improvements to existing facilities is required to meet the water demands of the project c. Water consumption practices are wasteful and/or conflict with adopted water conservation programs and policies Project Impacts Summary of Project Impacts from Certified EIR The certified EIR concluded that development of the approved Specific Plan would consume approximately 522 acre-feet of water per year. This includes both potable and irrigation water, and auto dealership use of water for car washing. The CVWD indicates that this demand would not exceed their current or projected water supplies. Specific Plan impacts, therefore, would not be significant with respect to criterion a., defined above. Based on the proposed mixture and intensity of land uses that would be allowed by the Specific Plan, and the development concepts envisioned in the Specific Plan, CVWD has indicated that it appears that no new water supply or distribution facilities and no capacity -enhancing improvements to existing facilities would be required to provide adequate water service for this project. CVWD has also indicated, however, that other land uses that normally consume a much higher volume of water, such as a hotel or golf course, could necessitate capacity upgrades of off-site facilities. Preliminary discussions between the CVWD and project engineers have determined that adequate water service can be provided from the existing 18 -inch water main along Adams Street. The existing 12 -inch water main along Highway 111 is not adequate to provide required fire flows to this project. Installation of an 18 - inch water main that connects the Adams Street main to the Highway 111 main through the Specific Plan site, and an 18 -inch main from La Quinta Drive to Dune Palms would be needed to provide the required water flow for this project. The approved Specific Plan includes an extension of the 18 -inch main from Adams Street, along Auto Centre Drive and La Quints Drive, to connect to a new 18 -inch water main to be constructed along the entire Highway 111 frontage of the Specific Plan site. Specific Plan impacts would not, therefore, be significant with respect to criterion b., defined above. J J 5.8-4 The Centre at La Quinta Draft SEIR September 1998 5.8 Water Distribution and Storage The Specific Plan also includes a 0.55 -acre water well site to be dedicated to the CVWD, in the southwestern corner of the site. This site area and location were selected on the basis of consultations between the project applicant and CVWD and will satisfy CVWD's standards for setting aside land for future well site needs. No well improvements would be constructed as part of the Specific Plan; CVWD would install well facilities in the future, when needed. A perimeter security wall around the well site by the project developer, along with a drive approach to connect the site to Adams Street. No specific water conservation program is included in the proposed project, although the landscape concept (Section 2.10.3 of the Specific Plan) would emphasize water efficient plant materials and minimize turf areas that typically require a substantial amount of irrigation to maintain. This section of the Specific Plan is consistent with the City and CVWD's water conservation programs, as described previously. As noted earlier, the Specific Plan would also be subject to the provisions of the City's Water Efficient Landscaping regulations, as specified in Chapter 8.13 of the Municipal Code. Proper compliance with these standards will ensure that the Specific Plan's irrigation system uses a minimal volume of water, with minimal waste. No elements of the Specific Plan have been identified which would be expected to use water in a wasteful or inefficient manner. It is possible, however, that future development plans may include high water consumption operations such as a large water fountain display or a car wash. Such operations can and routinely are designed to incorporate recycling mechanisms that will substantially reduce the amount of water consumed. Closed-loop water recirculation systems are often provided in auto dealer developments, to reduce total water consumption. Therefore, with respect to criterion c., defined above, the Specific Plan would not have a significant impact, provided that high volume water uses include efficient recycling mechanisms in their water systems. Impacts of Proposed Specific Plan Amendment Development of the site under each of the development scenarios of the proposed Specific Plan lAmendment would impact the same area of land as the approved Specific Plan. The CVWD's water J demand factors are based on the acreage of developed sites. Therefore, the proposed Specific Plan Amendment would have roughly the same water demand and impacts as discussed an pages 5.8-5 Jthrough 5.8-7 of the certified EIR. No new impacts would be expected as a result of changes to the existing water distribution and storage environment under any of the development scenarios of the proposed Specific Plan Amendment. 5.8-5 The Centre at La Quinta Draft SEIR September 1998 5.8 Water Distribution and Storage A 0.55 -acre water well site is still proposed to be dedicated to the CVWD. Under Development Scenario 1, the site would be located in the southwestem comer of the site just as it is in the approved Specific Plan. However, the location of the well site has not been identified for Development Scenarios 2, 3, and 4. The actual location of the well site under these scenarios would be determined in the future by the project developer and subject to the approval of the CVWD. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the cumulative growth throughout the Coachella Valley, including increases in population, employment, and resort -recreation oriented development, will place continuing pressure on the CVWD to develop new water supplies and to develop sources of replenishment for the underground water source that has historically been the primary source of domestic water for the valley. If water conservation, water supply and water replenishment efforts do not keep pace with growth in water demand, water shortages could occur at various times and in various places within the Coachella Valley. Such events would be considered significant cumulative impacts with respect to water use. CVWD's system of water storage and distribution facilities will also need to be expanded to serve new growth. Cumulative environmental and financial costs of expanding the water system are expected to be substantial, given the large scale of the CVWD service area (1,000 square miles) and the extensive network of facilities required to meet the demands of the District's water customers. Analysis of environmental impacts and development of mitigation measures for any significant impacts would be conducted by the CVWD at the time future water supply, storage or distribution facilities are being planned. No significant impacts are anticipated, therefore, relative to expansion of the CVWD water system. Cumulative Impacts of Proposed Specific Plan Amendment The proposed Specific Plan Amendment's cumulative demand for water would be the same as the approved Specific Plan's. As such, it would be considered cumulatively significant if water conservation, water supply and water replenishment efforts do not keep pace with growth in water demand. 5.8-6 The Centre at la Quinta Draft SEIR September 1998 5.8 Water Distribution and Storage MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that the Specific Plan reduces water demand to the greatest extent possible while continuing to serve site customers and maintain a pleasant site environment. Because each of the development scenarios of the proposed Specific Plan Amendment would require roughly the same area of water as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. The proper implementation of these mitigation measures would reduce potential water distribution and storage impacts to less than significant levels. Project -Level W 1. To ensure that future land uses do not include activities which unnecessarily waste water or which consume exceptional amounts of water, the City will direct contractors to consult with the CVWD to develop appropriate water conservation measures for both landscaping/ irrigation requirements and plumbing controls. Consistent with CVWD's existing and future water conservation plans, policies and standards, the City will require that the developer(s) implement the water conservation measures that are devised from the consultations with CVWD, and will require compliance with the City's water conservation programs and ordinance, to the extent applicable. Cumulative W2. The City of La Quinta will continue to cooperate with CVWD strategies to manage regional water supplies and distribution facilities. Examples of such strategies currently being implemented or under consideration as part of the CVWD's water management planning program include: • To meet the projected regional water demand for the year 2015, CVWD has estimated that another 220 acres of ponds for recharge would be needed in the lower valley. This would allow for percolation of approximately 82,000 acre feet of water per year. If such ponding areas cannot be found in the lower valley, the needed replenishment could be made up by converting current well users (farmers, fish farmers, golf courses and duck clubs) to canal water or other surface sources in the lower valldy. 5.8-7 The Centre at la Quinta Draft SEIR September 1999 5.8 Water Distribution and Storage • Additional replenishment could be achieved through importation of another 41,000 acre feet to supplement groundwater recharge efforts in the upper valley, conserving an additional 25,000 acre feet of water after initial use for fish farms, increasing reclaimed water use on golf courses by 11,000 acre feet, implementing conservation measures an golf courses to save an additional 9,000 acre feet of water and improving agricultural conservation to save another 5,000 acre feet of water. It is anticipated that most of the money required to implement and operate CVWD's water plan would come through assessments collected from pump owners for the cost of replacing the amount of water they extract from the basin. Major groundwater users in the upper valley, including the CVWD, have been paying such fees for nearly 20 years. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new water distribution and storage impacts have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS No significant project -level water use impacts have been identified. If CVWD's efforts to expand water supplies and increase replenishment of overdrafted aquifers, together with various water conservation programs administered by CVWD and local governments throughout the valley are not as successful as intended, significant cumulative water supply impacts, i.e., water shortages, could be unavoidable. 5.8-5 The Centre at La Quinta Draft SEIR September 1998 5.9 SOLID WASTE DISPOSAL INTRODUCTION Solid waste disposal is an issue of local, regional and statewide importance. In the past, solid waste was simply collected and disposed of in landfills. However, this traditional method of landfill disposal is becoming increasingly problematic, as landfills near or reach their capacity and the ability to find and develop new landfill sites is complicated by numerous environmental, regulatory and political concerns. Today, in response to diminishing landfill space and the difficulty in approving new landfills, alternative methods of collection, transfer, disposal, and source reduction and recycling are prominent methods of dealing with solid waste. The Riverside County Waste Resources Management District has the responsibility to develop plans and strategies to accommodate solid waste generated throughout the county in a safe and cost effective manner. ENVIRONMENTAL SETTING Solid Waste Generation Approximately 28,500 tons of solid waste are generated on an annual basis in the in the City of La Quinta. Of this total, approximately 33 percent is green waste (e.g., grass and landscape clippings), 20 percent is inert solids such as rocks and concrete, 12 percent is wood wastes, and 12 percent is paper products. The City of Las Quinta does not contain industries which produce or handle toxic or hazardous materials as a product or by-product of manufacturing processing. The City does have businesses and activities which utilize industrial chemicals and hazardous materials an a regular basis such as dry cleaners, automotive service and repair shops, agricultural operations, and business and households which use commercially available cleaning products. The Specific Plan site is presently vacant and does not contribute solid waste to the city or county waste stream. 5.9-1 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal Solid Waste Collection The solid waste collection services for the City of La Quinta are operated and administered by Waste Management of the Desert, a private hauler, under contract to the City. Waste Management of the Desert is responsible for the collection and disposal of non -hazardous, mixed municipal waste. Industrial chemicals and hazardous materials such as used motor oil and solvents are collected by private operators which compete for business and contract with the individual generator of the waste for its collection and disposal. The City of La Quinta is also affected by the transport of hazardous materials generated in other areas by trucks on Highway 111. Because the Specific Plan site is presently undeveloped, Waste Management of the Desert does not collect and remove refuse from the project site. Solid Waste Disposal Approximately 1.3 million tons of solid waste were expected to be generated in Riverside County in 1997. This was accommodated in the 11 active landfills within the County. All but one of these landfills are operated by the Riverside County Waste Management District. The El Sobrante Sanitary Landfill, located between Corona and Lake Elsinore, operates in accordance with agreements between the owner, Western Waste Management, and the District, which collects the user fees for the landfill. There are no active, permitted disposal facilities within any of the 24 cities in the County. There are also no facilities for disposal of hazardous materials within the County. The industrial chemicals and hazardous material waste generated in the county are transported to specialized facilities for the collection, separation and recycling and/or transfer to out -of -county and out-of-state landfills. The solid waste generated and collected within the City of La Quinta that is not recycled, reused or otherwise diverted from landfill disposal is taken to the Edom Hill Sanitary Landfill located northwest of Cathedral City. IMPACT ANALYSIS Impact Significance Criteria The CEQA Guidelines state that a project will normally have a significant affect on the environment if it will breach published national, state, or local standards relating to solid waste or litter control. 11 5.9-2 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal Appendix G of the CEQA Guidelines does not identify any specific quantitative or qualitative standards for determining the significance of a new project's solid waste generation. Solid waste collection service and landfill capacity already exist in the Specific Plan area; therefore, for the purpose of the certified EIR and this SEIR, the Specific Plan project would cause a significant solid waste (including hazardous waste) impact if it does not implement measures to reduce the amount of solid waste entering landfills in accordance with State, County, and City standards. Project Impacts Summary of Project Impacts from Certified EIR Construction Impacts The certified EIR concluded that site preparation and construction activities would generate a total of approximately 7,902 tons of construction wastes over its build -out period based on an approximate generation rate of 90 tons per acre for the 87.8 -acre site.l These waste materials are expected to be typical construction debris, including wood, paper, glass, plastic, metals, cardboard, and green wastes. Construction activities could also generate household -type hazardous waste products, such as paints, solvents, and petroleum product wastes (used oils, empty fuel can containers). The wastes generated would result in an incremental and intermittent increase in solid waste disposal at the Edom Hill Sanitary Landfill and hazardous waste recycling and transfer facilities. Using common recycling practices in effect today, this amount could be reduced by at least 50 percent to 3,955.5 tons.2 To facilitate construction recycling efforts, the City of La Quinta encourages developers to recycle the maximum amount of construction waste possible and publishes a pamphlet which identifies companies that recycle materials such as asphalt, brick, cardboard, concrete, green waste, metal, roofing, and wood waste among others. Because construction wastes would occur only once, they would have a short- term impact on the solid waste disposal system. Given this temporary effect, and that a significant portion of typical construction wastes can be readily recycled, construction period solid waste impacts would not be considered significant, unless no efforts to reduce landfill disposal are undertaken. ] 1 This rate was provided by Jim Harter of the Newhall Ranch Company, based on his firm's years of experience y developing similar types of projects in non -desert areas in Los Angeles County. Total 'green wastes' generated during construction of this project would be less than the average of Los Angeles County projects, since the project site is comprised of desert terrain, with relatively little vegetation cover, compared to non -desert land In Los Angeles County, 2 Jim Harter, Newhall Ranch Company. IN 5.9-3 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal Operational Impacts The certified EIR concluded that operation of the Specific Plan project would result in the continuous and long-term generation of solid waste. Each of the proposed uses would generate a mix of solid waste that primarily includes packaging materials and possibly food service materials. Using a generation rate of 0.0051 tons per year per square foot for auto dealers, services, and repairs, and 0.0024 tons per year per square foot for general retail, the approved Specific Plan project would generate an average of 2,362.5 tons of solid waste per year or 6.47 tons per day at buildout.3 Because most of this waste would be composed of packaging materials (cardboard and plastic), mixed papers, and scrap ferrous materials, common recycling practices in effect today could reduce this amount by approximately 80 percent, to 475 tons per year or 1.3 tons per day.4 If the Specific Plan's solid wastes are successfully recycled and reused to divert at least 50 percent of the total from landfill disposal, the Specific Plan would be complying, on an individual basis, with the goals specified in AB 939, and the annual and daily amounts of solid waste generation would not be considered significant. Pursuant to the California Integrated Waste Management Board's (CIWMB) "Model Ordinance" and the City's Zoning regulations, the Specific Plan's individual project final site plan(s) would be required to provide adequate areas for collecting and loading recyclable materials in concert with City of La Quinta efforts and programs to reduce the volume of solid waste entering landfills. The approved Specific Plan does not include any specific solid waste management plans or programs, however, the proposed master site plan could readily be refined to provide areas for collecting and loading recyclables as part of the final design process. The Specific Plan includes a "desert oasis" landscaping theme that emphasizes water efficient materials and minimizes the use of turf areas. These types of plants produce much less waste than traditional ornamental landscaping that grows quickly and requires frequent maintenance. This is considered a source reduction measure by the City of La Quinta. Industrial chemicals and hazardous materials are expected to be utilized and generated as waste materials on the project site. The auto dealerships service areas are expected to utilize and generate waste materials such as used tires, used motor oil, used automotive batteries, enamel paints, anti- freeze, and solvents in their daily operations. Each of these materials are typically collected and transported to specialized private facilities in Riverside County, other Counties in the State, and 3 These rates are derived from the Ventura County Solid Waste Management Department's Guidelines for the Preparation of Environmental Assessments for Solid Waste Impacts. 4 Ibid. 5.9-4 The Centre at la Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal other states for recycling and/or transfer to out -of -county and out-of-state landfills. The auto dealerships and commercial center would also utilize commercially available materials such as drain openers, toilet bowl cleaners, ammonia -based cleaners, floor and furniture polishes, enamel or oil-based paints, and pesticides, herbicides, and fungicides in daily cleaning and landscape maintenance activities. The improper disposal of these readily available materials would constitute a significant impact if disposed of within the County's non -hazardous sanitary landfills. Any food service establishment developed within the commercial center could also generate grease trap waste which is not permitted in most sanitary landfills. Riverside County landfills no longer accept grease trap wastes or other liquid wastes. The Specific Plan project's grease trap and liquid wastes would, therefore, need to be transported to specialized facilities for the collection, separation and recycling or transfer to out - of -county and/or out-of-state landfills, as is the case with all other "hazardous" wastes. Impacts of Proposed Specific Plan Amendment Construction Impacts Construction of any of the proposed Specific Plan Amendment's four development scenarios would generate approximately the same amount and types of construction wastes. As with the approved Specific Plan, the Specific Plan Amendment's construction period solid waste impacts would not be considered significant, unless no efforts to reduce landfill disposal are undertaken. Operational Impacts Using the generation rates identified previously, Development Scenario 1 would generate the same amount (2,362.5 tons per year and 6.47 tons per day) and types of solid waste as the approved Specific Plan project. Because the other development scenarios would include more mixed regional commercial uses which generate less solid waste than auto dealerships, each of the other three development scenarios would generate less annual solid waste than the approved Specific Plan project. Development Scenario 2 would be expected to generate an average of 2,107.1 tons per year and 5.77 tons per day of solid waste. Development Scenario 3 would be expected to generate an average of 2,050.5 tons per year and 5.62 tons per day of solid waste. And the solid waste generation of Development Scenario 4 would be an average of 2,040.0 tons per year and 5.59 tons per day. Therefore, the development flexibility provided by the proposed Specific Plan Amendment has the potential to reduce the amount of solid waste generated at the site and its associated impacts. This is considered a beneficial impact of the proposed Specific Plan Amendment. 5.9-5 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal Development Scenario 1 would also utilize the same amount and types of industrial chemicals and hazardous materials as the approved Specific Plan project. Because the majority of these materials would be utilized and disposed of by the auto dealerships, each of the other three development scenarios would reduce the amount of industrial chemicals and hazardous materials requiring disposal, with Development Scenario 4 would all but eliminate these types of materials from being used at and disposed of from the site. This is also considered a beneficial impact of the proposed Specific Plan Amendment. The proposed Specific Plan Amendment includes the same "desert oasis" landscaping theme for the site. Therefore, the types of plants used in the site's landscaping features would continue to produce less waste than traditional ornamental landscaping. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The Riverside County Waste Resources Management District has the responsibility to develop plans and strategies to accommodate solid waste generated by uses throughout the county in a safe and cost effective manner. These plans consider the cumulative impact of projected growth within the county. The Riverside Countywide Integrated Management Plan indicates that the existing landfills within the County could accommodate the volume of waste that is forecast to be generated through the year 2008. After that, additional capacity would be needed to accommodate existing as well as the future residents and businesses. Because adequate landfill space within Riverside County is forecast only three years beyond the estimated first year of full project occupancy (2005), the Specific Plan's cumulative impacts are considered significant. It is, however, reasonable to assume that the market forces that drive the waste disposal industry will put pressure cn the industry and governmental agencies to continually identify new economically feasible means of waste disposal in the future to accommodate future growth. Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan, the proposed Specific Plan Amendment would contribute to the long-term demand for waste disposal. The proposed Specific Plan Amendment, however, provides flexible design scenarios which have the potential to generate less solid waste and, therefore, less cumulative demand for waste disposal. 5.9-6 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that the Specific Plan project's solid waste generation is reduced to the maximum extent feasible and so that the project does not have a significant impact on City and County programs to satisfy the State solid waste reduction requirements (AB. 939). The proper implementation of these mitigation measures would reduce the project's individual solid waste impacts to less than significant levels. Construction Impacts SW1. Contractors shall separate recyclable construction waste materials in separate bins, and shall arrange for transport of recyclable materials to facilities which accept the materials. A list of recyclable construction materials and recycling facilities is available, and shall be obtained, from the City of La Quinta. All recyclable materials shall be recycled. SW2. Builders competing for construction contracts shall be required to include proposals for the use of building products made of recycled materials. Operational Impacts SW3. Green waste generated on the project site shall be treated in such a way as to avoid disposal in landfills. This may be accomplished, for example, by composting either on-site or at approved facilities and mulching for use on- and off-site. SW4. Prior to the issuance of building permits for each phase of the project, a solid waste management program shall be approved for that portion of the site or for larger areas if more efficient, by the City of La Quinta. These programs shall maximize the recycling potential of packaging materials (cardboard), mixed papers, and scrap ferrous materials, and shall include designated areas for trash separation bins which are accessible to waste haulers, and identification of materials that are to be recycled. The following provisions shall be considered in the preparation of the plans: 5.9-7 The Centre at La Quinta Draft SEIR September 1998 5.9 Solid Waste Disposal • Locate recycling/ separation areas in close proximity to dumpsters for non-recyclables, elevators, loading docks, and primary internal and external access points. (From CIWMB Model Ordinance) + Locations of recycling/ separation areas shall not conflict with any applicable federal, state or local laws relating to fire, building, access, transportation, circulation, or safety. • Locate recycling/ separation areas so they are convenient for those persons who deposit, collect, and load the recyclable materials. (From CIWMB Model Ordinance) • Place recycling containers/bins so that they do not block access to each other. Solid waste collection/ recycling areas are to be compatible with nearby structures, secure, protected against adverse environmental conditions, clearly marked, adequate in capacity, number and distribution, and contain a sufficient number of bins, to serve the recycling needs of the development. (From CIWMB Model Ordinance) • Design and construct collection/recycling areas to accommodate front -loader packing trucks, including maneuvering room. (From CIWMB Model Ordinance) • Design and construct driveways and/or travel aisles with adequate width and maneuverability space for unobstructed garbage collection vehicle access and clearance. (From CIWMB Model Ordinance) • Post signs at all access points of the recycling areas that clearly identify all recycling and solid waste collection and loading areas and the materials accepted therein. (From CIWMB Model Ordinance) SW5. Prior to occupancy of each phase of the project, the managers of the auto dealerships, any other businesses within the proposed auto mall area that generate hazardous wastes, and the mixed- use, regional commercial center, shall prepare programs for the proper storage, collection, identification, and disposal of industrial chemical and hazardous material wastes. Such programs may, for example, include current waste disposal practices such as contracting with State licensed, private firms for the collection of waste materials, for use by the same or other firms who produce new products from the recycled wastes and/or who transport such wastes to properly licensed and permitted disposal facilities. These hazardous waste management programs shall be prepared and implemented to the satisfaction of the Riverside County Fire Department and the City of La Quinta. Prior to the issuance of any occupancy permit by the City, the occupant shall verify, in writing, that the occupant has complied with all applicable Federal, State, County and City requirements for the handling and disposal of hazardous waste 5.9-8 The Centre at La Quinta Draft SEIR September 1998 f� 5.9 Solid Waste Disposal material, and shall file an annual report with the City Community Development Department reporting the types of hazardous waste generated and methods of waste disposal. The annual report shall include evidence of proper disposal with a California -certified hazardous waste disposal company. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new solid waste impacts have been identified, because the proposed Specific Plan includes flexible development scenarios that could result in less solid waste generation than the approved Specific Plan project, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are recommended. UNAVOIDABLE SIGNIFICANT IMPACTS If the proposed Specific Plan Amendment's construction and long-term solid wastes are recycled, reused and otherwise diverted from landfills as much as practical through implementation of the mitigation measures identified above, significant solid waste impacts would be avoided. As with the approved Specific Plan, cumulative impacts would be considered unavoidably significant until additional landfill space is identified for the County beyond the year 2008. 5.9-9 The Centre at In Quinta Draft SEIR September 1998 5.10 PUBLIC SERVICES ENVIRONMENTAL SETTING Fire Protection and Paramedic Services Fire protection services are provided to the City of La Quinta under contract with the Riverside County Fire Department. There are presently two fire stations located in the City of La Quinta: Station 32 at 78136 Avenue 52, and Station 70 at 54001 Madison Avenue. The City of La Quinta and the Riverside County Fire Department are currently discussing the development of a third fire station within the City. These discussions center m the location of the new fire station and the time frame in which it will be needed. The Fire Department also operates four additional stations in surrounding communities which results in overlapping service areas. Paramedic services are provided in La Quinta by Springs Ambulance Service, which operates from County Fire Station 70 on Madison Street. Fire Stations 32 and 70 provide first alarm and secondary response service to the vicinity of the proposed project site. These stations are both located approximately five miles from the Specific Plan site, with response times of six minutes. Station 55, located at 44900 El Dorado Drive in Indian Wells, is located three and a half miles from the Specific Plan site and has also been identified as a first response station for the project area with a response time of five minutes. Station 31, located at 78400 Avenue 42 in Bermuda Dunes, is identified as an additional secondary response station. The Riverside County Fire Department does not impose a fee on new development within the City of La Quinta. However, fees are collected for plan checks and inspections undertaken by the Department. Police Protection Services Police protection services are provided to the City of La Quinta under contract by the Riverside County Sheriff's Department. The City of Quinta and other areas of the eastern Coachella Valley are served by the Department's station located at 82-695 Dr. Carreon Boulevard, in Indio. The station serves an area of approximately 845 square miles and 40,000 people. The western Coachella Valley is served by a station in Palm Desert. 5.10-1 The Centre at La Quinta Draft SEIR September 1998 5.10 Public Services The Sheriff's patrol deputies presently provide emergency response times of approximately five minutes throughout the City. During an emergency situation, where more officers than the City has patrolling are needed, the Sheriff's Department will utilize additional personnel from its Indio station and, when necessary, its Palm Desert station. IMPACT ANALYSIS Impact Significance Criteria Appendix G of the CEQA Guidelines states that a project will normally have a significant effect on the environment if it will interfere with emergency response plans or emergency evacuation plans. In addition to this criteria, the certified EIR and this SEIR also consider the impact of the Specific Plan project on current service levels and consider the impact of the Specific Plan to be significant if the proposed uses would have a significant impact on the public service environment if the project would increase the demand for service beyond the ability of the Fire and Sheriff's Departments and local ambulance service to provide timely and adequate service to emergency calls, or if the project prevents these agencies from providing adequate service to the rest of their service areas. Project Impacts Summary of Project Impacts from Certified EIR Fire Protection and Paramedic Services During the construction phases, a large amount of wood framing would occur on the project site. In association with the framing operations, electrical, plumbing, communications, and ventilation systems would be installed in each structure. Although rare, fires do occur at construction sites, and it is expected that the electrical, plumbing, and mechanical systems for the development would be properly installed during framing operations (they would be subject to County and City codes and inspection by County and City inspectors prior to drywalling). In addition, construction sites would also be subject to ` d Coachella Valley Water District and Riverside County Fire Department standards relative to water availability and Fire Department fire fighting equipment accessibility standards. Therefore, adherence to County and City codes and requirements during construction would reduce the potential for fire hazards at the project site during construction to less than significant. III 5.10-2 The Centre at La Quinta Draft SEIR September 1998 4 5.10 Public Services According to the Fire Department, the Specific Plan project includes no unique or especially hazardous activities which could have a greater potential to cause fires or result in serious accidents than other similar developments found elsewhere in La Quinta. The proposed auto dealership and commercial uses are expected to create the typical range of fire service calls that other such uses create, including structure fires, garbage bin fires, car fires, electrical fires, etc. All such fires can be adequately suppressed with the fire equipment and equipment found at the County's fire stations, with no change to response times or service levels within the City. In addition, the La Quinta Municipal Code requires all buildings 5,000 square feet and larger to be equipped with automatic fire sprinklers to help extinguish fires before major damage might occur. Based on the master site plan and the Specific Plan development standards, most, if not all, buildings constructed as part of the project would be subject to this requirement. The auto dealerships would use substances and chemicals considered to be hazardous by the State of California. Such chemicals include, but are not limited to, gasoline in above and/or below ground storage tanks, paints, and solvents, and are expected to be typical of those commonly found at automotive uses such as gasoline stations and repair shops. These businesses would be required to comply with Federal and State standards relative to their use and disposal, and would be subject to regular inspections by the County Fire Department's hazardous materials unit. According to the Fire Department, the auto dealerships are not expected to present any unique fire protection requirements that could not be served by existing fire stations. According to the County Fire Department, no additional fire department resources would be needed to address this project's fire prevention and fire suppression needs; compliance with standard project design and construction requirements will avoid potentially significant impacts. The Specific Plan project could also increase the demand for paramedic services due to the increased human activity at the site. This increase would likely occur due to traffic accidents, medical problems, injuries to shoppers and employees, and fire -related injuries. However, paramedic response times and service are adequate in the project area and would remain so with the project. Based on this analysis and the opinions of the Fire Department, the Specific Plan project would not increase the demand for service beyond the ability of the Fire Department and Springs Ambulance Service to provide timely and adequate service to emergency calls and would not prevent the Fire Department and Ambulance Service from providing adequate service to the rest of their service areas. Therefore, the Specific Plan project's potential impacts are not considered significant. 5.10-3 The Centre at la Quinta Draft SEIR September 1998 5.10 Public Services Police Protection Services During construction and operation of the Specific Plan project, an increase in the frequency of emergency and routine calls to the Sheriff's Department is expected to occur. Anticipated crime and safety issues during project construction include theft of building materials and construction equipment, malicious mischief, graffiti and general vandalism. Potential crimes expected to occur during project operation include vehicle burglary, motor vehicle theft, commercial burglary, conflicts between vehicle and pedestrian traffic, shoplifting, and transient loitering. The Sheriff's Department would also respond to vehicle accidents at, and in the vicinity of, the site. Based on experience and calls for response to incidents at the La Quinta Town Center, the Sheriff's Department anticipates that the proposed project would increase the number of calls by 10 to 15 per week. The Department did not express any specific concerns regarding the proposed auto dealership mall or any other particular aspect of the proposed project. They also indicated that they could accommodate this increase in the number of service calls without any significant impact to their present levels of service. The Sheriff's Department reviews project designs at the plan check stage. Landscaping, lighting, doors and locks are examples of design treatments that can be utilized to reduce criminal access and improve visibility for Sheriff patrol units. The Sheriff's Department must approve the plans prior to permit issuance. Compliance with the Department's recommendations for crime prevention through project design and would increase project security to an acceptable level. Although the exact types of uses on the commercial/ retail portion of the site are not known at this time, it is possible that stores that would be open 24 -hours per day could be developed. These facilities are often the target of crimes during late evening and early morning hours when customer and vehicular traffic is very light. Without the implementation of aggressive theft deterrent systems such as surveillance cameras, frequent money drops into the store's safe, and staffing with more than one employee during nighttime hours, the potential for successful crimes at these types of businesses is considered high. Impacts of Proposed Specific Plan Amendment Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would create the same general types of land uses as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same general demand for fire, paramedic, and police protection services as discussed an pages 5.10-3 through 5.10-5 of the certified EIR. Because Development Scenarios 2, 3 and 4 would include more mixed regional commercial uses and fewer auto 5.10-4 The Centre at La Quinta Draft SEIR September 1998 5.10 Public Services dealerships than either the approved Specific Plan or Development Scenario 1, each of the other three development scenarios would utilize less hazardous substances than the approved Specific Plan project. This would incrementally reduce the risk of a fire involving hazardous materials. No new impacts would be expected as a result of changes to the existing environment or the development scenarios of the proposed Specific Plan Amendment. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR Fire Protection Services The Riverside County Fire Department has stated that it does not anticipate significant impacts to fire protection services from cumulative development in the City of La Quinta and surrounding communities within the Department's service area in the near future. Existing fire stations would meet increases in demand until the number of emergency calls begins to approach the threshold level at which local stations can effectively provide fire protection to the area. As the Highway 111 corridor becomes more developed, the need for additional fire stations will likely arise. Tentative plans are in process for a third fire station to be constructed in the City of La Quinta on the north side of Highway 111, but a site and time of development for this proposed facility have not yet been determined. Police Protection Services The Sheriff's Department anticipates that it can accommodate the increased demands for service as cumulative development occurs throughout the eastern Coachella Valley. The existing Indio Station has been designed to accommodate anticipated growth through the year 2015 and should be adequate ffor years after that. The Kohl Ranch development of approximately 10,000 homes in the thermal airport area would have the greatest effect on the Sheriff's Department's resources in the eastern Coachella Valley due to its location and large population. However, the Department has recommended that the developers of that project construct a substation for quick response to emergencies. This would reduce the potential cumulative demand for services to less than significant levels. Cumulative Impacts of Proposed Specific Plan Amendment No new cumulative impacts would result from changes associated with the four development scenarios of the proposed Specific Plan Amendment. 5.10-5 The Centre at La Quinta Draft SEIR September 1998 5.10 Public Services MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that potential impacts to fire, paramedic, and police protection services are mitigated to a level that is less than significant. Because each of the development scenarios of the proposed Specific Plan Amendment would create roughly the same impacts as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. Fire Protection Services PSL All on-site water distribution facilities shall be constructed in accordance with Coachella Valley Water District and Riverside County Fire Department standards. PS2. Fire hydrants shall be provided at the site to the satisfaction of the Riverside County Fire Department. PS3. Adequate access and turning radii for fire trucks and other fire fighting apparatus shall be incorporated into project design plans to the satisfaction of the Riverside County Fire Department. PS4. All on-site structures shall be built to conform with criteria contained within the Uniform Fire Code and in accordance with Riverside County Fire Department and City of La Quinta standards. PSS. During the construction and operations phases, activities involving the use and storage of highly flammable substances (i.e., fuels and solvents) shall be conducted in accordance with Riverside County Fire Department standards. Police Protection Services PS6. Areas such as streets, security walls and parking area shall be well lit to dissuade would-be criminals from targeting these area for illegal activities. LM 5.10-6 The Centre at La Quinla Draft SEIR September 1998 5.10 Public Services PS7. All doors shall have an industrial quality key and latch system. All exterior doors shall have deadbolt locks. PS8. All delivery doors shall be equipped with a peephole for delivery identification purposes. PS9. To avoid creating convenient hiding places for would-be criminals, shrubbery found in the site interior shall be trimmed to a height of three feet or less. In addition, product displays and vegetation shall be kept clear of exterior windows to avoid blocking the visibility into store interiors by passing patrol cars. PS10. Design parking and unloading areas to avoid creating traffic problems. PS11. To reduce the response times of emergency vehicles, addresses shall beat least eight inches tall and contrast with the background. PS12. Install closed circuit, remote video surveillance systems to monitor the security of auto dealership sites. PS13. Any future proposal to develop a personal goods or vehicle storage business shall include a closed circuit, remote video surveillance system to monitor site security. PS14. Any future proposal to develop a business that would be open for 24 hours shall include the following security measures: a. Installation of a closed circuit video monitoring system. Security cameras shall be located above cash register areas, entrances and exits and walk-in coolers. Signs shall be posted to advise patrons that the premises are being monitored by 24-hour surveillance cameras. b. Staff the operation with more than one employee during nighttime hours. c. Employees shall conduct frequent money drops into the building's safe. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new impacts to fire, paramedic, and police protection services have been identified, and i i I because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are Irecommended. n 5.10-7 The Centre at La Quinta Draft SEIR September 1998 UNAVOIDABLE SIGNIFICANT IMPACTS None are anticipated. 5.10 Public Services 5.10-8 The Centre at La Quinta Draft SEIR September 1998 GI 5.11 AESTHETICS ENVIRONMENTAL SETTING Visual Character of Project Vicinity The Specific Plan site is located along the Highway 111 corridor, which bisects the City from east to west. This corridor contains a mixture of vacant parcels and commercial development, on both sides of the highway. Development that has occurred is low -scale, with buildings generally of one-story construction or larger "big box" retail structures, such as the commercial center located across Highway 111 from the Specific Plan site and the recently constructed Eagle Hardware store located west of the Specific Plan site. Immediately west of the Specific Plan site on Adams Street, a well maintained landscape setback covers a short slope that rises to a solid perimeter wall along the eastern edge of the Lake La Quinta residential community. Palm trees and scattered citrus trees, remains of a former small-scale citrus ranch, comprise the visual landscape immediately east of the project site. Vacant, sand -dune covered land dominates the visual foreground immediately north of the site, along Highway 111. Vacant, sand dune -covered land is immediately south, separating the project site from the unimproved extension of 48th Avenue and the landscaped/ walled northern edge of the Rancho La Quinta golf/residential community. Existing Views of Project Site From Highway 111 View From Westbound Highway 111 The Santa Rosa Mountains form a prominent and dramatic backdrop to this view. The Specific Plan site appears in the middle of the view as a relatively narrow horizontal element that separates views of the mountains from the roadway surface. A small mounded area in the left edge of the view, t at rises above adjoining ground, is the most prominent landscape feature on-site. If the viewer is traveling in a car at 50 miles per hour, this view would be very brief, lasting for several seconds. The motorist would pass by the entire site in approximately 30 seconds at this speed, unless it is necessary to slow or stop at the Adams Street intersection. 5.11-1 The Centre at La Quinta Draft SEIR September 1998 5.11 Aesthetics View From Eastbound Highway 111 This is the view that greets motorists as they approach the project site at Adams Street. If a motorist is stopped at the intersection of Adams/Highway 111 while waiting for a signal change, this view could last for perhaps 30 seconds to a minute. If the signal is at the green phase for traffic along Highway 111, and the motorist does not have to slow down approaching Adams Street, then the motorist would pass by the entire site frontage in about 30 seconds. At a speed of 50 miles per hour, this first view of the site would be very brief, lasting for several seconds. Views along this segment of the highway are framed by vacant, sand dune covered land comprising the ground plane on both sides, with a row of power poles along the left (north) side and power poles, billboards and palm trees as distinct vertical elements along the right (south) side. Faintly visible in the distant background are outlines of the Indio Hills. If the viewer continues to scan across the project site from left to right, towards Adams Street, the hummocky, sand dune covered project site dominates the view. Distant views of the Coral Reef and Santa Rosa Mountains come into the right edge of the view. ENVIRONMENTAL IMPACT ANALYSIS Impact Significance Criteria Appendix G of the CEQA Guidelines states that a project will normally have a significant effect on the environment if it will "...have a substantial, demonstrable negative aesthetic effect." This is a general criteria that is often clarified and more specifically defined with respect to local plans and policies that focus cn locally significant scenic views and scenic features. Pursuant to the La Quinta General Plan policies and zoning development standards, the following criteria have been utilized in the certified EIR and this SEIR to assess the significance of the proposed Specific Plan's aesthetic impacts. • Substantial, negative alteration of scenic vistas of the Coral Reef or Santa Rosa Mountains • Substantial conflict with or deviation from the urban design policies and development standards established for primary and secondary image corridors 5.11-2 The Center at La Quinta Draft SEIR September 1998 u 5.11 Aesthetics Project Impacts Summary of Project Impacts from Certified EIR Substantial, Negative Alteration of Scenic Vistas of the Coral Reef or Santa Rosa Mountains Because the northeastern part of the Specific Plan site is within the direct line -of -sight from the westbound lanes of the highway toward the mountains, virtually any development plan with buildings located near the northern edge of the site would substantially obstruct the mountain view, particularly if the buildings are more than one-story in height. The northern -most row of buildings proposed in Phase 3 of the project (future retail shopping center) would obstruct a substantial amount of the currently available scenic vista of the distant Santa Rosa Mountains. The long, rectangular building proposed in the northeastern corner of the site would completely block views of the mountains. This building was assumed to be 50 feet high, since that is the maximum height allowed under the Specific Plan. As one of the larger free-standing commercial buildings in the project, it is more likely that it would be higher than the smaller outparcel buildings, which were assumed to be 30 feet high for this analysis. Narrow glimpses of the mountains would remain between the buildings along the highway frontage. As the motorists continues westward, the amount of view obstruction would diminish, since the larger buildings in the project are sited several hundred feet south of the highway and would appear lower in profile than the smaller buildings located closer to the road and which dominate the viewer's frame of reference. Although the view of the developed site would last for only a few seconds as the motorists travels past the site, the extensive obstruction of the presently expansive scenic view of the Santa Rosa Mountains would be considered a significant impact. This could be reduced to an acceptable level by limiting the height of buildings in the front half of the site, with greater spacing between buildings that are sited along the edge of the landscape setback. This would allow for preservation of views of the most prominent upper elevation features of the mountains, including the horizon -defining ridgeline. In response, the City of La Quinta Planning Commission and City Council added a mitigation measure to the certified EIR which limits buildings along Highway 111 in the retail shopping center portion of the project to a maximum height of 25 feet, with a minimum 50 -foot setback from the property line along Highway 111, and a minimum space between buildings of 65 feet with each building staggered. This measure reduced the potential impact to less than significant levels. 5.11-3 The Center at [a Quinta Draft SEIR September 1998 5.11 Aesthetics As for the view from eastbound Highway 111 at Adams Street, scenic vistas of the mountains would be preserved along the Adams Street corridor and no significant impact would occur as a result of the proposed building heights, locations and massing in the western half of the project site. Substantial conflict with or deviation from the urban design policies and development standards established for primary and secondary image corridors Landscape Setbacks The landscape setbacks for the Highway 111 frontage would be 50 feet from the road right-of-way, which satisfies the minimum requirement established for this primary image corridor. The landscape setback along Adams Street is proposed at 20 feet from the street right-of-way, which satisfies the minimum requirement for this secondary image corridor. Landscape palettes for these highly visible frontages are in a desert oasis theme, with low -profile, monument -style business identification signs to provide an image that is consistent with the design policies established for these corridors in the La Quinta General Plan Circulation Element (policies 3-4.1.2 and 3-4-1.4). The landscape setbacks along Highway 111 and Adams street would not conflict with the design policies and standards established by the City's General Plan and zoning regulations. A continuous, six foot high, solid masonry wall would be constructed at the interior edge of the landscape setback, along both frontages. Along the Highway 111 setback, the wall would extend only from Adams Street to the main entrance road. The wall would provide an effective screening of the auto mall area loading, storage, parking and lower building exteriors, as viewed from Highway 111 and Adams Street. It is also noted, however, that the wall would extend in straight lines for long distances along both frontages and could, therefore, conflict with Section 9.150L.3.b. of the La Quinta Municipal Code. This code section states that screening walls should not be constructed in long, straight stretches, to prevent visual monotony. As an alternative to the proposed straight line walls, a meandering wall, use of offsets, periodic variations in materials, texture, or colors and similar measures could be employed to avoid a monotonous visual effect. Building Height and Intensity The Specific Plan indicates that building heights will conform to the standards of the CR (Commercial Recreation) zone district. As stated earlier in this section, these standards permit building heights of up to four stories/50 feet. This provision of the Specific Plan is, therefore, consistent with the height limits of the CR district. As discussed under item A., above, however, buildings greater than one- story/25 feet in height in the northeastern quadrant of the site would have a significant view - obstructing impact on scenic vistas of the distant Santa Rosa Mountains, unless mitigated. 5.11-4 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics Total proposed building area is limited to 675,000 square feet over the entire site, pursuant to the land use standards set forth in the Specific Plan. This equates to an F.A.R. of 0.18, well below the maximum F.A.R. of 0.35 permitted by the La Quinta General Plan for properties within the Mixed/Regional commercial designation. Given this intensity limitation, the proposed project would not have a significant aesthetic impact in terms of the building intensity standards established by the La Quinta General Plan and zoning regulations. Impacts of Proposed Specific Plan Amendment Substantial, Negative Alteration of Scenic Vistas of the Coral Reef or Santa Rosa Mountains Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would be similar to that allowed by the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same general aesthetic impacts as discussed an pages 5.11-7 through 5.11-12 of the certified EIR. It would have the same impacts to views of the Coral Reef and Santa Rosa Mountains, landscape setbacks, building heights and intensity. As discussed previously, one mitigation measure for the approved Specific Plan limits buildings along Highway 111 in the retail shopping center portion of the project to a maximum height of 25 feet, with a minimum 50 -foot setback from the property line along Highway 111, and a minimum space between buildings of 65 feet with each building staggered. This measure reduced the potential impact to less than significant levels. The proposed Specific Plan Amendment incorporates these building requirements for all retail commercial center buildings constructed along Highway 111, including a 11 uses east of La Quinta Drive under each development scenario and the retail commercial uses constructed west of La Quinta Drive under Development Scenario 4. Substantial conflict with or deviation from the urban design policies and development standards established for primary and secondary image corridors The proposed Specific Plan Amendment includes similar landscaped setbacks and distances from Highway 111 and Adams Street (50 feet and 20 feet from the street rights-of-way, respectively), and building heights and intensity as allowed by the approved Specific Plan. Therefore, the impacts associated with these two elements would be largely the same as those of the approved Specific Plan. 5.11-5 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics The proposed Specific Plan Amendment, however, would eliminate the six-foot high solid masonry wall included in the approved Specific Plan to screen views of the auto dealerships from Highway 111 and Adams Street. This six-foot high wall was to be built at the rear of the 50 -foot landscape setback on Highway 111 and the 20 -foot landscape setback on Adams Street. In the approved Specific Plan, this wall was proposed to provide effective screening of the auto mall loading, storage, parking, and parking areas, and lower building exteriors, as viewed from Highway 111 and Adams Street. The Specific Plan Amendment includes a revised landscape design along Highway 111 and Adams Street which provides special display pads for the auto mall dealers that can be viewed by motorists on Highway 111 and Adams Street and accessed by employees and customers from the dealerships. The majority of the space around the dealership buildings are parking areas devoted to the display of new vehicles. Figures 5, 6, and 7 in Section 3.0, Project Description, of this SEIR show the seven proposed special vehicle display pads along the frontage of Highway 111 just beyond the landscape setback area. As shown, three display pads are proposed on Pad 1 and two each are proposed on Pads 2 and 3. These display pads are located behind the 50 -foot landscape setback provided on the Highway 111 frontage of the project. Regular new vehicle display areas are located between these special vehicle display pads. No such special vehicle display pads are identified along Adams Street, although they would be permitted by the proposed Specific Plan Amendment. In September, 1997, after the City Council's actions to certify the EIR and approve the Specific Plan, the La Quinta City Council adopted the Highway 111 Design Theme to address the City's aesthetic vision for the Highway 111 corridor. This document establishes design objectives, landscape guidelines, and architectural standards for new land uses along the Highway 111 corridor beyond those identified in the La Quinta Municipal Code. Particular design guidelines that pertain to the proposed Specific Plan Amendment and this SEIR analysis are as follows: • Loading areas and outdoor storage/display areas exert visual and noise impacts on surrounding neighbors. To the greatest degree possible, such areas, when visible from adjoining areas and/or public streets, shall be screened, recessed, or enclosed. The landscape setback areas shall not be used for storm water retention for storm water falling on the project site, but may be used for storm water retention for storm water falling within the setback area itself and the adjacent street right-of-way, provided the retention areas are designed with 5.11-6 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics (specific) guidelines. These guidelines state that the maximum depth of any depressed areas used for storm water retention shall not exceed 2 feet below the adjacent street curb. • Light standards within parking lots, and exterior lights on buildings shall be directed downward without the light source visible and appropriately shielded to prevent light spillage and glare to adjacent properties, and shall be compatible with the architectural design of the building. All lighting shall meet the requirements of the City's "Dark Sky" Ordinance. Section 9.150 of the La Quinta Municipal Code also contains the following standards for parking areas: • Screening Required. Except for single family detached, single family attached, and duplex residential, all parking areas shall be screened by means of walls or other materials in accordance with this subsection. • Height. Screening shall be a minimum of three feet high adjacent to public streets or non- residential uses and a minimum of six feet high adjacent to residential uses, except that screening shall not exceed 30 inches high where required for motorist line of sight safety distances. The City of La Quints City Council recently amended a number of sections of the City's zoning code. Ordinance No. 325, which amended Title 9 of the La Quinta Municipal Code, has been reviewed by the City's Planning Commission and adopted by the City Council with an effective date of September 4, 1998. Section 9.100-040.C. of Ordinance 325 incorporates the landscape area retention standards for land uses along Highway 111 contained in the Highway 111 Design Theme discussed above. The proposed Specific Plan Amendment includes depressed retention areas in the 50 -foot landscape setback along Highway 111 in front of six of the special vehicle display pads. From east to west, the elevation of the curb along Highway 111 raises from approximately 65 feet at the eastern end of Pad 3 to 75 feet at the western end of Pad 1. At the eastern end of Pad 3, the bottom of the retention area is a t an elevation of 63 feet, approximately 2 feet lower than the 65 foot elevation of the adjacent street curb. At the western end of Pad 1, the low point of the retention area is at an elevation of 66 feet, approximately 8.5 feet lower than the adjacent curb elevation of 74.5 feet. Berming is provided between these retention areas in the Highway 111 landscape setback. In front of Pad 1, the berming would be approximately 1 to 2 feet higher than the Highway 111 curb and approximately 6 feet higher than the interior curb in front of the regular vehicle display area. The berm in front of the regular vehicle display area on Pad 1 has a maximum elevation of 75.5 feet in 5.11-7 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics relation to the 74 foot elevation of the Highway 111 curb and the 68.5 elevation of the regular vehicle display area. In front of Pad 2, the berm is an average of 1.5 feet higher than the Highway 111 curb and 2 to 3 feet higher than the interior curb in front of the regular vehicle display area. The berm in front of the regular vehicle display area on Pad 2 has a maximum elevation 71.5 in relation to the 69.5 elevation of the Highway 111 curb at this point and the 67 foot elevation of the regular vehicle display area. On Pad 3, the berm in front of the regular vehicle display area is an average of 2 feet higher than the Highway 111 curb and approximately 2 to 3 feet higher than the interior curb in front of the regular vehicle display area. The berm in front of the vehicle display area on this pad rises to an elevation of 70 feet in relation to the 66.5 foot elevation of the Highway 111 curb and the 67 foot elevation of the regular vehicle display area. The City of La Quinta has reviewed the proposed development scenario site plans and have determined that the special vehicle display pads are consistent with the requirements of the La Quinta Municipal Code and the Highway 111 Design Theme for the following reasons. First, the special vehicle display pads are located beyond the 50 -foot setback distance from the Highway 111 right-of-way. Second, only seven pads are proposed along Highway 111. Of the 1,300 linear feet of auto mall frontage along Highway 111, approximately 500 feet (38 percent) would be visible for the special display pads. And third, landscaping is provided to soften the views from the highway to the special display pads. Therefore, there are no significant aesthetic impacts associated with the special display pads and City requirements. On the other hand, the regular new vehicle display areas throughout the remainder of the dealership sites are considered parking areas as defined by the La Quinta Municipal Code Screening of these parking areas is required by Section 9.150 of the La Quints Municipal Code (presented above). The proposed berming provided along Highway 111 would not fully screen the views of vehicles in the regular new vehicle display areas located between the special vehicle display pads along Highway 111 or vehicles displayed on the rest of the dealership pads. For this reason, the proposed Specific Plan Amendment is not consistent with the standards in Section 9.150.L.1 of the La Quinta Municipal Code for the screening of parking areas and the Highway 111 Design Theme guidelines for screening "outdoor storage/display areas." This inconsistency is represents a significant aesthetic impact. 5.11-8 The Center at la Quinta Draft SEIR September 1998 i 5.11 Aesthetics The height of the berms in front of Pads 1, 2, and 3 is limited by the size of the storm water retention areas provided in the Highway 111 landscape setback. While the Highway 111 Design Theme and Section 9.100-040.C. of Ordinance 325 calls for the maximum depth of retention areas to be no more than 2 feet lower than the adjacent curb, the depth of the detention areas as proposed range from approximately 2 to 8.5 feet lower than the adjacent Highway 111 curb. As the Highway 111 Design Theme and Section 9.100-040.C. of Ordinance 325 also specifies the maximum slope for berms, the depth of the retention areas controls the maximum height of the berms. As discussed above, the Highway 111 Design Theme and Section 9.100-040.C. of Ordinance 325 prohibit the use of landscape setback areas for the retention of storm water falling on the project site. The proposed retention areas are designed to accept runoff from the northern half of Pads 1, 2 and 3. The use of the setback area for on-site runoff is inconsistent with the Highway 111 Design Theme and Section 9.100-040.C. of Ordinance 325. This is considered a significant impact, as discussed in Section 5.3, Hydrology, of this SEIR, because the large retention areas do not allow for adequate berming to be provided in the landscape setback to screen views of the regular vehicle display areas. Accordingly, the City may require that the amount of stormwater retention in the setback area be reduced to allow for adequate berming to be provided to screen views of the regular vehicle display areas. The proposed Specific Plan Amendment also indicates that vehicle storage areas will be screened from view by walls and or landscaping. This was easily accomplished in the approved Specific Plan with the construction of the six-foot perimeter wall. The figures provided in the proposed Specific Plan Amendment identify vehicle storage areas and screening wall locations. These areas would be surrounded by walls. However, these figures indicate that the entrances in and out of the dealership/repair buildings on Pads 1, 2, and 3 would not be screened from view from Highway 111. The proposed berming and landscaping features along Highway 111 would not fully screen the views into the service areas of the dealership buildings through these entrances. Therefore, motorists and pedestrians may have views into these areas of the project. This would be inconsistent with City screening standards and is a significant aesthetic impact. The proposed Specific Plan Amendment also includes new lighting plans for the auto dealerships. Because the areas along Highway 111 and Adams Street are proposed for the parking of new automobiles for sale, the Specific Plan Amendment proposes to increase the amount of lighting along these roadways. The approved Specific Plan assumed that the areas along Highway 111 and Adams Street would provide storage space behind the dealership buildings that were screened from view by the six-foot high wall. Lighting features for these storage areas were planned to be spaced approximately 80 to 100 feet apart. The proposed Specific Plan Amendment would allow the front line display areas along Highway 111 and Adams Street to be spaced approximately 40 feet apart. The 5.11-9 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics special display pads location along Highway 111 and Adams Street would receive additional lighting from bollards located approximately 42 inches above the finished grade. The lights within the bollards would swivel horizontally to highlight the displayed vehicles, but not vertically. Similar to the approved Specific Plan, lighting features within the proposed screened storage areas would continue to be 80 to 100 feet apart and, in all remaining areas, lighting features would be spaced approximately 60 feet apart. The display area lighting along Highway 111 and Adams Street represents a substantial increase in lighting along the site's frontages with these roadways. However, with the exception of the display pad bollards, the increased lighting would be directed downward. All of the Specific Plan's lighting is required to be directed onto the site only, and to comply with the City's "Dark Sky" ordinance and the Highway 111 Design Theme. The lighting features would also be separated from traffic on Highway 111 and Adams Street by the 50- and 20 -foot bermed and landscaped setback areas. The Specific Plan's lighting would also be similar to the lighting on the mixed retail portions of the site and similar commercial centers in the immediate vicinity of the site. In addition, the City will require future lighting plans to be submitted in conjunction with building plans for each pad development that demonstrate that the lighting features do not illuminate off-site areas and that the plans comply with the City's "Dark Sky" ordinance. Consequently, the increased lighting is not considered significant. Cumulative Impacts Summary of Cumulative Impacts from Certified EIR The Specific Plan project would represent a further expansion of modem commercial development along the Highway 111 corridor, with a corresponding reduction of sand dune covered open space. The entire highway corridor through La Quinta has been planned for intensive commercial development in the L a Quinta General Plan. Provided that this project and future projects are developed in conformance with the City's goals, policies and standards for preservation of scenic mountain vistas and well designed image corridors, no significant cumulative impacts an the community's image along the Highway 111 corridor are expected. Cumulative Impacts of Proposed Specific Plan Amendment No new cumulative impacts would result from changes associated with the four development scenarios of the proposed Specific Plan Amendment. 5.11-10 The Center at La Quinta Draft SEIR September 1998 5.11 Aesthetics MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that the view -obstructing impact of building massing that could occur in the northeastern quadrant of the project site is mitigated to a level that is less than significant. Because each of the development scenarios of the proposed Specific Plan Amendment would create roughly the same impacts as the approved Specific Plan, these measures are applicable to the Specific Plan Amendment. AES1. Building heights in the northeastern quadrant of the project site, i.e., the northern half of the mixed-use, regional commercial center, shall be limited to 25 feet. Spacing between buildings shall be a minimum of 65 feet. Buildings located closest to Highway 111 shall have "staggered" setbacks. Each staggered building shall be set back a minimum of 50 feet from the adjacent building. Mitigation Measures Carried Forward, but Modified, from Certified EIR The following measure was recommended in the certified EIR to reduce potential visual impacts associated with perimeter walls along the frontages of Highway 111 and Adams Street. AES2. Final plans for landscape improvements along the Highway 111 and Adams Street frontages shall incorporate a screen wall design that avoids a monotonous visual effect, through a meandering alignment, use of offsets, periodic variations in materials, texture, or colors or other measures which achieve the desired effect. This measure is revised as follows: AES2. Any screening walls constructed along the Highway 111 and Adams Street frontages shall incorporate a design that avoids a monotonous visual effect, through a meandering alignment, use of offsets, periodic variations in materials, texture, or colors or other measures which achieve the desired effect. 5.11-11 The Center at la Quinta Draft SEIR September 1998 5.11 Aesthetics Mitigation Measures Recommended as Part of this Supplemental EIR Because a potentially new aesthetic impacts have been identified in association with the view of auto dealership parking areas and service areas entrances along Highway 111 and Adams Street, the following measure is recommended to reduce potential disturbance impacts to less than significant levels. This measure would further help to reduce lighting levels seen from Highway 111 and Adams Street associated with the auto dealership parking and display areas. AES3. All auto dealership regular vehicle display areas and service area entrances shall be fully screened from view from Highway 111 and Adams Street by landscaping, walls and/or berms in accordance with Section 9.150.L.1 of the La Quinta Municipal Code and the Highway 111 Design Theme. UNAVOIDABLE SIGNIFICANT IMPACTS With proper implementation of the mitigation measure listed above, no unavoidable significant aesthetic impacts are expected to occur as a result of this project. 5.11-12 The Center at La Quinta Draft SEIR September 1998 1^. � 5.12 CULTURAL RESOURCES ENVIRONMENTAL SETTING The Specific Plan area is located within the Coachella Valley, known to be associated with numerous Native American villages and/or settlements (rancherias) of the Desert Cahuilla. The Desert Cahuilla are one of three distinct Cahuilla populations that are specifically associated with the Coachella Valley. The Cahuilla had a relatively complex social organization based cal lineages or clans. Individual clans occupied village sites and exploited individualized territories. Interactions with other clans provided exchange in the forms of trade, marriage alliances, and social/ ceremonial contact. Population estimates for the prehistoric Cahuilla range from 3,600 to 10,000 individuals. These individuals maintained extensive networks for trade including contacts along the Colorado River and the Pacific Coast. Trails, small camp sites, and other limited use areas have been recorded throughout the Valley and attest to the wide -spread use of the Valley by prehistoric man. Additional evidence of long-term occupation has been identified along the various shorelines of prehistoric Lake Cahuilla. Trade routes (e.g., the Cocomaricopa Trail) and encampments in areas providing fresh water have been identified throughout the Valley and some are known to have been used in historic times by various explorers and settlers of the 1700s and 1800s. With the shifting of sand dunes in the Colorado Desert, archaeological resources associated with the Desert Cahuilla may be found on the desert surface or buried at various depths throughout the area. Non -Native American settlement of the La Quinta area began after 1900. Early homesteads were filed with the U.S. General Land Office, Township 5 South, Range 7 East, Section 29 (which includes the current project area) was granted to the Southern Pacific Railroad in 1905. Between 1905 and approximately 1950, Section 29, which contains the project site, was left undisturbed while surrounding areas were impacted. The La Quinta Hotel, for example, was constructed in 1926 as a resort location and in the 1930s numerous "weekend homes" appear in the La Quinta area, emphasizing the use of the area for recreational purposes. The 1920s are also associated with the abandonment of the prehistoric/historic Cocomaricopa Trail alignment after the County of Riverside constructed the alignment now known as State Route 111. The 1950s were associated with unprecedented growth in the Coachella Valley. This growth is credited to the completion of the Coachella Canal which provided a stable fresh water source for 115.12-1 The Centre at Ca Quinta Draft SEIR September 1998 5.12 Cultural Resources irrigation and agriculture. Such improvements are first noted in the project area in 1952, when assessor records note the initiation of agricultural improvements. Over one half of the project area was covered by date and citrus orchards by 1955-59. A residential site is present within the eastern portion of the property. Maintenance of the orchards ceased in the late 1970s and the residential site was demolished prior to 1987. Over the last ten years, the majority of the property has been reclaimed by the desert sand dunes. Previous research for this project area identified a minimum of seven cultural resources within the Specific Plan boundaries and a substantial number of resources on surrounding properties. Surveys of the property in 1992 recorded prehistoric remains, historic remains, and areas exhibiting a combination of prehistoric and historic elements. Recent research has redefined four of the resources modem resources found to post-date 1952. All resources identified within the four other sites were determined to be insignificant. None of the sites yielded evidence of significant remains and none exhibited stratigraphic integrity. However, the area of La Quinta is still sensitive for prehistoric cultural remains because such remains are often found in deeply buried contexts, as evidenced during the archaeological excavations of sites located just west of Adams Street. IMPACT ANALYSIS Impact Significance Criteria The approach to the recent research was all designed to address the potential significance of each site or concentration of sites in accordance with criteria presented in the California Public Resources Code (PRC §5202.10) and Appendix K of the CEQA Guidelines. CEQA specifies that a significant resource is "...a resource listed in, or determined to be eligible for listing in, the California Register of Historic Resources" (PRC §21084.1). Criteria for eligibility to the California Register of Historic Places follow the basic criteria for listing presented in federal Code of Federal Regulations 36 CRF 60.4, as follows: The quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites., buildings, structure, and objects that possess integrity of locations, design, setting, materials, workmanship, feeling, and association, and: (a) That are associated with events that have made a significant contribution to the broad patterns of our history; or (b) That are associated with the lives of persons significant in our past; or 5.12-2 The Centre at La Quinta Draft SEIR September 1998 5.12 Cultural Resources (c) That embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may lack individual distinction; or (d) That have yielded, or may be likely to yield, information important in prehistory or history. Appendix K of the CEQA Guidelines presents additional criteria for archaeological resources evaluated for determination as "important archaeological resources." These criteria include: (a) Is associated with an event or person of: 1. Recognized significance in California or American history, or 2. Recognized scientific importance in prehistory; (b) Can provide information which is both of demonstrable public interest and useful in addressing scientifically consequential and reasonable or archaeological research questions; (c) Has a special or particular quality such as oldest, best example, largest, or last surviving example of its kind; (d) Is at least 100 years old and possesses substantial stratigraphic integrity; or (e) Involves important research questions that historical research has shown can be answered only with archaeological methods. Project Impacts Summary of Project Impacts from Certified EIR Development of the Specific Plan project is planned to be completed in three major phases. Grading and site preparation would occur in two phases. The first one involves complete alteration of the western half of the site, including site clearance, installation of utilities, and preparation of roads and building pads. The second grading and site preparation phase will include the eastern half of the property. No archaeological resources meeting any of the aforementioned criteria for significance have been identified within the project area. Therefore, the Specific Plan's improvements will not have any foreseeable significant impact on important archaeological resources. 5.12-3 The Centre at La Quinta Drafl SEIR September 1998 5.12 Cultural Resources Despite negative archaeological findings, the western half of the project site has been identified as a sensitive area for buried cultural remains. Therefore, the proposed grading, trenching, compaction, etc., may still result in an adverse impacts to cultural remains. Impacts of Proposed Specific Plan Amendment Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would impact the same area of land as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would not have any foreseeable significant impact an important archaeological resources as discussed on pages 5.12-5 through 5.12-6 of the certified EIR. No new impacts would be expected as a result of changes to the existing cultural resource environment or the development scenarios of the proposed Specific Plan Amendment. CUMULATIVE IMPACTS Summary of Cumulative Impacts from Certified EIR The certified EIR concluded that the project may impact as yet unidentified important prehistoric cultural remains, as surrounding developments have impacted such resources. The loss of archaeological resources throughout the La Quinta area has resulted in a compounded loss of scientific data needed to understand the prehistory of this area. However, scientific data compiled as a result of this project and other projects in the general vicinity have the potential to yield information important to our understanding of the area's prehistory, as required by CEQA for a determination of significance. Each project yielding scientific data from archaeological projects will add to the growing data base for understanding the prehistoric occupation of the La Quinta area. No significant impacts to cultural resources are anticipated, as long as surveys are conducted by qualified archaeologists in conjunction with future development and public works projects to occur within archaeologically sensitive areas. Cumulative Impacts of Proposed Specific Plan Amendment As with the approved Specific Plan, the proposed Specific Plan Amendment may impact unidentified important prehistoric cultural remains. However, no significant impacts to cultural resources are anticipated, as long as surveys are conducted by qualified archaeologists in conjunction with future development and public works projects to occur within archaeologically sensitive areas. 5.12-4 The Centre at La Quinta Draft SEIR September 1998 5.12 Cultural Resources MITIGATION MEASURES Mitigation Measures Carried Forward from Certified EIR The following measures were identified in the certified EIR to ensure that any unidentified cultural resources buried within the project site are adequately protected during the project's grading phases. The extent of monitoring would be determined by the overall development plan for the property. At this time, two major grading/site preparation phases are planned, consisting of separate work on the western and eastern halves of the site. All identified prehistoric remains were located in the western portion of the property. Therefore, sensitivity is greater in this area and intensive archaeological monitoring is recommended throughout the grading phase in this area. CR1. A qualified, professional archaeologist will conduct intensive archaeological monitoring of the entire first grading phase. Based on the results of this monitoring program, recommendations for the extent of subsequent grading/site preparation phases will be reassessed. Less intensive monitoring will be conducted throughout the project area, during subsequent grading activity. The archaeological monitor have the authority to halt any activities causing adverse impacts to potentially significant buried archaeological resources. Once identified, the archaeological consultant will evaluate the find(s) in accordance with criteria presented in Appendix K of CEQA. It is also recommended, but not required, that the archaeological monitoring program involve Native American input, either as observers or consultants. The presence of a Native American monitor will be coordinated with the monitoring schedule. Mitigation Measures Recommended as Part of this Supplemental EIR Because no new impacts to cultural resources have been identified, and because the mitigation measures identified above would reduce the degree of impacts attributable to the proposed Specific Plan Amendment to less than significant levels, no new mitigation measures are recommended. LEVEL OF SIGNIFICANCE AFTER MITIGATION Completion of the recommended archaeological monitoring program will lessen any potentially significant impacts to cultural resources to a less than significant level and no otherwise unavoidable significant impacts are expected. 5.12-5 The Centre at Ca Quinta Draft SEIR September 1998 6.0 IMPACTS FOUND TO BE NOT SIGNIFICANT J ul 6.0 IMPACTS FOUND TO BE NOT SIGNIFICANT INTRODUCTION Section 15128 of the CEQA Guidelines requires that EIRs contain a brief statement of the reasons that various possible significant effects of a project have been determined not to be significant and are not addressed in the EIR. This section provides that statement for this project. PRELIMINARY ENVIRONMENTAL ASSESSMENT A preliminary evaluation of the project's environmental effects was prepared at the beginning of the environmental review process for the approved Specific Plan, in an effort to determine whether an EIR needed to be prepared and if so, what topics the EIR should focus on. This evaluation was based on the description of the proposed project as presented in an early draft of the Specific Plan, a review of previous environmental studies that contained information of direct relevance to this project's environmental effects, and responses to the Notice of Preparation of an EIR that were distributed to various state, county and local agencies. The results of this preliminary assessment were presented in an Initial Study, which is contained in Appendix B of the certified EIR. The certified EIR presented the initial findings concerning the Specific Plan's environmental effects with respect to a wide variety of issues. Such findings included a number of issues for which it was determined that the Specific Plan project could have a significant environmental impact; those topics were examined in Sections 5.1 to 5.12 of the certified EIR and were reexamined in Sections 5.1 to 5.12 of this SEIR. In addition, the Initial Study provides an explanation of why a number of potential effects were determined not to be significant, and, therefore, not evaluated in either the certified EIR or this SEIR. Effects were found not significant on the basis that the Specific Plan project would not result in particular effects, or would result in certain effects, but with minor consequences, or that potentially significant impacts can be readily mitigated through compliance with existing regulations established by federal, state, county agencies or the City of La Quinta. The changes associated with the proposed Specific Plan Amendment do not change this assessment at all. Those impacts found to be not significant are listed below. IMPACTS FOUND NOT SIGNIFICANT Land Use and Planning • Project would not conflict with the La Quints General Plan or Zoning regulations. • Project would not have an impact on agricultural resources or operations. • Project would not disrupt or divide the physical arrangement of an established community. 6-1 The Centre at la Quinla Draft SEIR September 1998 6.0 Impacts Found to be Not Significant Population and Housing • Project would not contribute to an exceedance of an official or local population projection. • Project would not displace any existing housing, especially affordable housing. Earth and Geology • Project would not be affected by seiche, tsunami or volcanic eruption. • Project would not be affected by and would not contribute to landslides or mudslides. • Project would not affect unique geologic or physical features. Water • Project would not be located in a known flood hazard area. • Project would not have a significant impact on the amount of surface water in any water body. • Project would not have a significant impact cn currents or the course or direction of water movements. • Project would not have an impact on the direction or rate of flow of groundwater. • Project would not have a significant impact on groundwater quality. Air Quality • Project would not significantly alter air movement, moisture, or temperature, or cause any change in climate. • Project would not create any significant odor problems. Transportation/Circulation • Project would not create significant safety hazards related to its design features. • Project would not create inadequate emergency access or inadequate access to nearby uses. • Project would not have insufficient parking capacity on- or off-site. • Project would not create significant hazards or barriers for pedestrians or bicyclists. • Project would not conflict with adopted policies supporting alternative transportation. • Project would not affect rail, waterborne, or air traffic. 6-2 The Centre at In Quinta Draft SEIR September 1998 tl i 6.0 Impacts Found to be Not Significant Biological Resources • Project would not affect any locally designated species. • Project would not affect any locally -designated natural communities. • Project would not affect any wetland habitat. • Project would not affect wildlife dispersal or migration corridors. Energy and Mineral Resources • Project would not conflict with adopted energy conservation plans. • Project would not have a significant impact on non-renewable resources. Risk of Upset/Human Health • Project would not have a significant risk of accidental explosion or release of hazardous substances. • Project would not result in a significant impact on an emergency response plan or an emergency evacuation plan. • Project would not create any significant health hazard or potential health hazard. • Project would not expose people to existing sources of potential health hazards. • Project would not increase the level of fire hazard in an area with flammable brush, grass, or trees. Public Services Project would not have a significant impact on public schools. • Project would not have a significant impact related to maintenance of public facilities, including roads. • Project would not have a significant impact on other governmental services. Utilities and Service Systems • Project would not have a significant impact on power or natural gas systems. • Project would not have a significant impact on communications systems. • Project would not have a significant impact on sewers or septic tanks. 6-3 The Centre at la Quinta Draft SEIR September 1998 6.0 Impacts Found to be Not Significant Aesthetics • Project would not result in significant light or glare impacts. Cultural Resources ■ Project would not disturb paleontological resources. • Project would not cause a physical change which would affect unique ethnic cultural values. • Project would not restrict existing religious or sacred uses. Recreation • Project would not significantly increase the demand for neighborhood or regional parks or other facilities. • Project would not have an adverse impact on existing recreational opportunities. 6-4 The Centre at Ia Quinta Draft SEIR September 1998 7.0 ALTERNATIVES J J 7.0 ALTERNATIVES PURPOSE To promote an understanding of ways to avoid or lessen the significant impacts of a project, the CEQA Guidelines require a discussion of alternatives to a project as proposed. A range of reasonable alternatives to a project, or the location of a project, which could feasibly attain most of the basic project objectives, need to be considered. The discussion should focus on those alternatives which would avoid or substantially lessen significant impacts of the project and provide a comparison of the merits of each alternative. The comparison of alternatives needs to provide sufficient information about each alternative to allow for meaningful evaluation, analysis, and comparison with the proposed project. ALTERNATIVES CONSIDERED IN THE CERTIFIED EIR Five alternatives to the approved Specific Plan were evaluated in the certified EIR to compare environmental advantages and disadvantages of different land uses and a different site location, as a means of reducing or avoiding the significant impacts that would occur with the Specific Plan project. Descriptions of these alternatives and conclusions regarding the comparisons of environmental impact and satisfaction of the project objectives are summarized below. Alternative 1: Reduced Density This alternative consists of the same mix of auto sales/services and retail/mixed commercial activities included in the approved Specific Plan project, in the same basic site plan configuration, but with a reduction in development intensity of 25 percent. The amount of development considered in this alternative is approximately 506,000 square feet compared to approximately 675,000 square feet in the approved Specific Plan. This alternative would reduce the level of several of the potentially significant impacts of the project, all of which can be mitigated to less than significant. These areas include biological resources, traffic, noise, geotechnical concerns, hydrology/water quality, aesthetics, water distribution/ storage, cultural resources and public services. Both this alternative and the approved Specific Plan would have unavoidable, significant impacts on air quality (project -level) and solid waste disposal (cumulative). This alternative would result in lower long-term air pollutant emissions than the approved Specific Plan, but would not reduce impacts to a less than significant 7-1 The Centre at La Quinta Draft SEIR September 1998 7.0 Alternatives level. It would also reduce the total amount of solid waste generated at the site, but would not reduce cumulative impacts to below a level of significance. This alternative would satisfy the basic project objectives established by the City, and would satisfy the applicant's objective for improving the value of this property, but would not satisfy the applicant's objective for return on investment. Alternative 2: Hotel and Conference Center/Golf/Offices This alternative is defined as including 220,000 square feet of general office space on the northern quarter of the site along Highway 111; a hotel/ conference facility with 400 guest rooms and 80,000 square feet of conference space; and a 9 -hole golf course covering approximately half of the site area, meandering through the hotel/ conference facilities. This alternative would reduce the level of several of the potentially significant impacts of the approved Specific Plan, all of which can be mitigated to less than significant. These impacts include biological resources, traffic, noise, geotechnical concerns, hydrology/water quality, aesthetics, cultural resources and public services. A hotel and conference center/golf/offices alternative may consume less, about the same, or higher amounts of water than the proposed project, depending upon building and site design, landscaping and irrigation systems, levels of hotel and office occupancy, etc. This alternative or the approved Specific Plan would have unavoidable, significant impacts on air quality (project - level) and solid waste disposal (cumulative). This alternative would result in lower long-term air pollutant emissions than the approved Specific Plan, but would not reduce impacts to a less than significant level. It would also reduce the total amount of solid waste generated at the site, but would not reduce cumulative impacts to below a level of significant. Impacts on views from Highway 111 could be greater with this alternative than with the approved Specific Plan. This alternative would satisfy the City's land use and economic base objectives, and would accomplish the applicant's objective of improving the value of this property, but would not accomplish the applicant's objective for return on investment. Alternative 3: Different Location This alternative consists of developing the approved Specific Plan project at an alternative location along the Highway 111 corridor in La Quinta. The alternative site selected for analysis was a vacant, sand dune covered, 65 acre site bordered by Highway 111, Adams Street and Washington Street, just 7-2 The Centre at La Quinta Draft SEIR September 1998 7.0 Alternatives west of the Specific Plan site. Specific Plan 87-011 was previously approved by the City of La Quinta for development of a 775,000 square feet retail/ commercial center on that site. No specific development applications had been submitted for City approval at the time that the previous EIR was certified and it was possible to consider another development concept, such as the approved Specific Plan, for this alternative site. However, a portion of this alternative site has now been developed with a 212,000 square -foot Eagle Hardware store. Therefore, it would now be possible to develop only a portion of the proposed project on the remainder of this alternative site. It would also not meet the ap'plicant's objectives for the subject property. Alternative 4: Existing Conditions Scenario Under the "No Project, Existing Conditions" alternative, the Specific Plan project would not be approved by the City of La Quinta. The Specific Plan site would remain vacant and the on- and off-site impacts associated with the Specific Plan would not occur. A "No -Project, Existing Conditions" alternative would be environmentally superior to the approved Specific Plan project and any other development alternative that may be proposed at this time. This scenario would not, however, satisfy project objectives established by the City or the applicant. Alternative 5: Mixed/Regional Commercial Scenario As discussed in Section 4.0, the Specific Plan site is designated for "Mixed/Regional Commercial" uses in the La Quinta General Plan Land Use Element. In accordance with the land use policies defined for this designation, a "Mixed/Regional Commercial" scenario, the Specific Plan site could be developed with a variety of regional commercial, recreational, institutional and residential uses, pursuant to a planning framework and development regulations set forth in a specific plan. A maximum F.A.R. of 0.35 is identified as the upper limit of permissible development intensity. An F.A.R. of 0.35 equates to approximately 1.3 million square feet of leasable commercial floor area. This maximum allowable intensity is nearly twice as much as the 675,000 square feet that would be permitted by the approved Specific Plan. A "No -Project, Mixed/Regional Commercial" alternative, at the maximum development intensity permitted by the La Quinta General Plan, would have the same kinds of on-site impact, generally of the same magnitude, but would have substantially greater off-site impacts than the approved Specific Plan. This alternative would satisfy the City's land use and economic base objectives, but, depending upon the specific mix of uses, this alternative may not satisfy all of the applicant's project objectives. 7-3 The Centre at La Quinta Draft SEIR September 1998 7.0 Alternatives Conclusions Regarding Alternatives Of the five alternatives evaluated, the "No -Project, Existing Conditions" alternative would be environmentally superior. It would avoid all of the on- and off-site impacts of the approved Specific Plan or any of the other development alternatives that were considered. This alternative would not, however, satisfy any of the project objectives and would require acquisition of the project site by an entity committed to long term preservation of the site in an undeveloped condition. Nearly any type of development project that attracts traffic to the Specific Plan site would exceed the thresholds of significance established for construction and exhaust emissions by the South Coast Air Quality Management District. Further, nearly any type of project that generates solid wastes on a recurring basis would contribute to unavoidable, significant, cumulative impacts on solid waste disposal, due to the absence of a long-term solution to projected capacity limitations in the County's landfill system. Of the alternative development scenarios that were evaluated in the certified EIR, none are clearly environmentally superior. All of the potentially significant impacts for any of these alternatives, except for air quality and solid waste impacts, can be mitigated to a level of less than significant. No residential alternatives were considered in the certified EIR, because the La Quinta General Plan prohibits development of residential uses along the Highway 111 frontage, due to excessive traffic, noise and other unsuitable environmental conditions along that heavily traveled roadway. Furthermore, the General Plan land uses policies for the Mixed/Regional Commercial designation that applies to this site are primarily intended to facilitate development of major businesses that have a regional orientation. ALTERNATIVES CONSIDERED IN THIS SUPPLEMENTAL EIR Through the approval of the Specific Plan, the City of La Quinta agreed that the approved Specific Plan provided the best opportunities for the development of the site. The proposed Specific Plan Amendment provides four flexible development scenarios for the site to be built -out and operated a depending cn the prevailing market conditions. These four development scenarios are, in essence, alternatives to the approved Specific Plan. The impacts of the four development scenarios are evaluated in Sections 5.1 to 5.12 of this SEIR. No additional alternatives analysis is required or necessary. 7-4 The Centre at La Quinta Draft SEIR September 1998 8.0 GROWTH INDUCEMENT k., 8.0 GROWTH INDUCEMENT INTRODUCTION Pursuant to Section 15126(f) of the CEQA Guidelines, as amended, an EIR must include a discussion of the ways in which a project could "foster economic or population growth, or the construction of additional housing, either directly or indirectly, in the surrounding environment." Please note that this section of the CEQA Guidelines also states that growth should not necessarily be considered beneficial, detrimental or of little significance. GROWTH INDUCEMENT ANALYSIS The certified EIR concluded that the approved Specific Plan is not expected to result in growth inducing effects, except with respect to demand for goods and services required to operate and maintain the proposed mix of land use activities. Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would create the same general types of land uses as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same growth -inducing effects as discussed on pages 8-1 through 8-6 of the certified EIR. 8-1 The Centre at La Quinta Draft SEIR September 1998 9.0 SIGNIFICANT IRREVERSIBLE ENVIRONMENTAL CHANGES L"I Li u 9.0 SIGNIFICANT IRREVERSIBLE ENVIRONMENTAL CHANGES INTRODUCTION Adoption of an amendment to a specific plan by the La Quinta City Council, as a City ordinance, is one of the required project approvals. Pursuant to Section 15127 of the CEQA Guidelines, this type of approval is among those for which an EIR is required top discuss any significant irreversible environmental changes which would be involved should it be implemented. Other types of project approvals which are subject to this requirement include resolutions by a local agency formation commission and projects which are subject to the provisions of the National Environmental Policy Act. This section evaluates irretrievable commitments of resources and whether such current consumption of resources is justified. The following topics of discussion are those that are required by Section 15126(e) of the CEQA Guidelines. IRREVERSIBLE CHANGES ANALYSIS The certified EIR concluded that the approved Specific Plan's use of nonrenewable resources during project construction and long-term operation, and its long-term commitment of the site to an auto sales mall and mixed-use commercial center is justified at this time. The certified EIR also concluded that the approved uses are not expected to involve a substantial risk of environmental damage in the event of an accident. Development of the site under each of the development scenarios of the proposed Specific Plan Amendment would create the same general types of land uses as the approved Specific Plan. Therefore, the proposed Specific Plan Amendment would have the same irreversible changes as discussed on pages 9-1 through 9-3 of the certified EIR. 9-1 The Centre at Ca Quinta Draft SEIR September 1998 10.0 ORGANIZATIONS AND PERSONS CONSULTED 10.0 ORGANIZATIONS AND PERSONS CONSULTED PREPARERS OF THIS SEIR The following firms and individuals prepared this SEIR: Impac ciences. IncIEIK Consultant to„the City of La Quinta) • Mr. Tony Locacciato, AICP, Principal (General Oversight) • Mr. Michael A. Brown, Director of Technical Services, Senior Project Manager (SEIR Project Manger, Chief Section Writer) • Mr. Carlton Workman, Arts and Communication Director (Graphics Illustrations) • Mr. Daniel Rosing, Production Coordinator (Document Preparation and Distribution) RIKIK & ciates Inc. 'Traffic Con ultan - Prepared Supplemental Traffic Impact Analysis) • Mr. John Kain, AICP, Principal • Mr. Robert Kahn, P.E., Principal • Mr. Carl Ballard, Senior Associate The-Natelson ComRany, Inc. Economic Consultant - Prepared Retail Demand Analysis) • Mr. Jay W. Natelson, Principal ORGANIZATIONS AND PERSONS CONSULTED Persons contacted for information and assistance during preparation of this SEIR are identified below. Qty-Qf 1a Quinta (Lead A,genry • Mr. Jerry Herman, Director of Community Development • Ms. Christine di Iorio, Planning Manager • Mr. Steven D. Speer, Senior Engineer • Mr. Mark Weiss, Assistant City Attorney • Ms. Dawn Honeywell, Assistant City Attorney Castro. West & Chodorow. Inc. (Legal-Consultant,to the City of La Quinta) • Mr. Richard S. Zeilenga, Attorney at Law Stamko Development Ca. {PM99t AyWicant) • Ms. Christine F. Clarke 10-1 The Centre at La Quinta Draft SEIR September 1998 11.0 REFERENCES 11.0 REFERENCES REFERENCES The following are sources of information that are referenced in this SEIR, or which provided information that assisted in the analysis of the proposed Specific Plan Amendment's environmental impacts and development of mitigation measures: Bass, Ronald E., and Albert 1. Herson. Successful CEQA Compliance: A Step -by -Step Approach, First Edition. Point Arena, California: Solano Press, 1992. CEQA: The California Environmental Quality Act: Statutes and Guidelines. Sacramento, California: Office of Planning and Research, Office of Permit Assistance, January 1, 1998. CRM Tech. Cultural Resources Evaluation Report, Stamko Development Co. Project Site at The Intersection of SR 111 and Adams Street in the City of La Quinta, Riverside County, California. January 24, 1997. Highway Noise Fundamentals. Springfield, Virginia: U.S. Department of Transportation, Federal Highway Administration, September 1980. Impact Sciences, Inc. The Centre at La Quinta Draft Environmental Impact Report. La Quinta, California: City of La Quinta, April 18, 1997. SCH No. 97011055. . The Centre at La Quinta Final Environmental Impact Report. La Quinta, California: City of La Quinta, June 30,1997. SCH No. 97011055. La Quinta, City of, Community Development Department. City of La Quinta Commercial Development Status Report. La Quinta, California, City of La Quinta, July 1, 1998. . City of La Quinta Demographic Information. La Quinta, California: City of La Quinta, May 26, 1998. City of La Quinta Residential Development Status Report. La Quinta, California: City of La Quinta, July 1, 1998. La Quinta Economic Overview, 1997 Edition. La Quinta, California: City of La Quinta, 1997. Natelson, Jay W., The Natelson Company, Inc., Encino, California. Correspondence to Impact Sciences, Inc., April 20, 1998. Ray Lopez Associates. Highway 111 Design Theme. La Quinta, California: City of La Quinta, October 6, 1997. RKJK & Associates, Inc. The Centre at La Quinta Supplemental Traffic Impact Analysis. La Quinta, California: City of La Quinta, April 87, 1998. Stamko Development Co. and Keith International, Inc. The Centre at La Quinta Specific Plan 97-029 Amendment #1. Los Angeles, California: Stamko Development Co., July, 1998. Ventura County Solid Waste Management Department. Guidelines for Preparation of Environmental Assessments for Solid Waste Impacts. Ventura, California: County of Ventura, November 1992. 11-1 The Centre at La Quinta Draft SEIR September 1998 APPENDIX A Supplemental Traffic Impact Analysis 4 , THE CENTRE AT LA QUINTA SUPPLEMENTAL TRAFFIC IMPACT ANALYSIS La Quinta, California April 8, 1998 1 FRED WARING DR. VI tY W L� W WHITEWATER RIVER _ SR -11 1 48TH AVE. !LKJ � ROBERT KAHN •)OHR!9K & ASSOCIATES INC. April 8, 1998 Mr. Tony Locacciato, AICP IMPACT SCIENCES, INC. 30343 Canwood Street, Suite 210 Agoura Hills, CA 91301 Subject: The Centre at La Quinta Supplemental Traffic Impact Analysis Dear Mr. Locacciato: RKJK & ASSOCIATES, INC. (RKJK) is pleased to submit The Centre at La Quinta supplemental traffic impact analysis. This traffic impact analysis supplements the previous study completed by RKJK (April 10, 1997). This report evaluates the highest trip generation option or "worse case" scenario of four alternative land use mixes currently requested for consideration on the project site. All of the four alternatives submitted by the applicant include some combination of auto and retail uses. Based upon this review, any of the four project alternatives and areawide growth can be accommodated within the planned circulation system, if the recommended improvements are implemented. The study recommendations are included in the "Findings" section of this report. If you have any questions regarding this study, please do not hesitate to call at (714) 474-0809. Sincerely, RKJK & ASSOCIATES, INC. ek"-. A�'CL-Z� Q) 4in n Kain, AICP Carl Ballarcioal Senior Associate JK:CB:RK:kgd/8014 JN:0655-96-01 Attachments Robin, P.E. lkz NO 0555 EXP 12/31/01 * �r� ��\ FCA'® TRANSPORTATION PLANNING • GIS * TRAFFIC/ACOUSTICAL ENGINEERING 1001 Dove Street. Suile 240 4 Newport 134-a4 h, ('1.11 474-0801) 0 Foix: 17141 474-0902 THE CENTRE AT LA QUINTA SUPPLEMENTAL TRAFFIC IMPACT ANALYSIS LA QUINTA, CALIFORNIA Prepared for: IMPACT SCIENCES, INC. 30343 Canwood Street, Suite 210 Agoura. Hills, CA 91301 Prepared by: RKJK & ASSOCIATES, INC. 1601 Dove Street, Suite 290 Newport Beach, CA 92660 John Kain, AICP Carl Ballard Robert Kahn, P.E. April 8, 1998 JN:0655-96-01 JK:CB:RK:kgd/8014 -- ei PAGE I. INTRODUCTION AND SUMMARY ........................ 1 A. Purpose of Report and Study Objectives B. Executive Summary 1. Site Location and Study Area 2. Development Description 3. Principal Findings a. Required Level of Service (LOS) b. Existing Level of Service C. Year 2000 Level of Service d. Year 2005 Level of Service 4. Conclusions 5. Recommendations II. PROPOSED DEVELOPMENT ............................ 9 A. Location B. Land Use and Intensity C. Phasing and Timing III. AREA CONDITIONS ................................. 11 A. Study Area 1. Area of Significant Traffic Impact B. Study Area Land Use 1. Existing Land Uses 2. Other Development C. Site Accessibility 1. Area Roadway System 2. Traffic Conditions 3. Transit Service 4. Existing Relevant Transportation Systems Management Programs IV. PROJECTED TRAFFIC ................................ 19 JA. Site Traffic 1. Trip Generation 2. Trip Generation Comparison 3. Trip Distribution 4. Modal Split 5. Trip Assignment L=ei B. Other Development Traffic 1. Method of Projection 2. Areawide Growth C. Total Traffic, Year 2000 D. Total Traffic, Year 2005 V. TRAFFIC ANALYSIS ................ . ................ 40 A. Capacity and Level of Service and Improvement Analysis, Year 2000 1. Level of Service at Year 2000 With Project and Roadway Improvements 2. Level of Service at Year 2000 With Additional Improvements B. Capacity and Level of Service and Improvement Analysis, Year 2005 1. Level of Service at Year 2005 With Project and Roadway Improvements 2. Level of Service at Year 2005 With Additional Improvements VI. FINDINGS AND CONCLUSIONS ................... • . . .. 51 A. Site Accessibility B. Traffic Impacts C. Need for Improvements Off -Site to Achieve Required Level of Service VII. RECOMMENDATIONS ........................... • • .. • 55 A. Roadway Improvements 1. On -Site 2. Off -Site B. Transportation Systems Management Actions 1. Off -Site 2. On -Site Operational 3. On -Site LIST OF EXHIBITS EXHIBIi A PAGE LOCATION MAP ............................... 2 B CITY OF LA QUINTA GENERAL PLAN CIRCULATION ELEMENT.................................... 13 C CITY OF LA QUINTA GENERAL PLAN ROADWAY CROSS-SECTIONS ............... • • • . • . 14 D YEAR 2000 PROJECT TRIP DISTRIBUTION ............. 28 E YEAR 2005 PROJECT TRIP DISTRIBUTION ............. 29 F YEAR 2000 PROJECT AVERAGE DAILY TRAFFIC (ADT) .... 30 G YEAR 2005 PROJECT AVERAGE DAILY TRAFFIC (ADT) .... 31 H YEAR 2000 PROJECT AM PEAK HOUR INTERSECTION VOLUMES.................................... 32 YEAR 2000 PROJECT PM PEAK HOUR INTERSECTION VOLUMES.................................... 33 J YEAR 2005 PROJECT AM PEAK HOUR INTERSECTION VOLUMES.................................... 34 K YEAR 2005 PROJECT PM PEAK HOUR INTERSECTION VOLUMES.................................... 35 L YEAR 2000 WITH PROJECT AVERAGE DAILY TRAFFIC (ADT)....................................... 38 M YEAR 2005 WITH PROJECT AVERAGE DAILY TRAFFIC (ADT)....................................... 39 N YEAR 2000 WITH PROJECT AM PEAK HOUR INTERSECTION VOLUMES.................................... 43 0 YEAR 2000 WITH PROJECT PM PEAK HOUR INTERSECTION VOLUMES.................................... 44 P YEAR 2005 WITH PROJECT AM PEAK HOUR INTERSECTION VOLUMES................................... 48 Q YEAR 2005 WITH PROJECT PM PEAK HOUR INTERSECTION VOLUMES................................... 49 R CIRCULATION RECOMMENDATIONS .................. 56 S BUS TURNOUT DESIGN PARAMETERS 59 LIST OF TABLES ..TABLE PAGE 1 TRIP GENERATION RATES ........................ 21 2 YEAR 2000 FULL RETAIL PROJECT TRIP GENERATION .... 22 3 YEAR 2005 FULL RETAIL PROJECT TRIP GENERATION .... 23 4 TRIP GENERATION COMPARISON ................... 26 5 INTERSECTION ANALYSIS FOR YEAR 2000 WITH PROJECT.................................... 41 6 INTERSECTION ANALYSIS FOR YEAR 2000 WITH PROJECT WITH IMPROVEMENTS .............. . . . .. 42 7 INTERSECTION ANALYSIS FOR YEAR 2005 WITH PROJECT.................................... 46 8 INTERSECTION ANALYSIS FOR YEAR 2005 WITH PROJECT WITH IMPROVEMENTS ................... 47 9 PROJECT TRAFFIC CONTRIBUTION .................. 53 10 INTERSECTION IMPROVEMENTS BY PROJECT PHASE 54 TRAFFIC SIGNAL WARRANTS ............................... A PASS -BY TRIPS ......................................... B CALCULATION OF INTERSECTION LEVEL OF SERVICE - YEAR 2000 WITH PROJECT ......................................... C CALCULATION OF INTERSECTION LEVEL OF SERVICE - YEAR 2005 WITH PROJECT ........ ................................. D THE CENTRE AT LA QUINTA SUPPLEMENTAL TRAFFIC IMPACT ANALYSIS LA QUINTA, CALIFORNIA 1 INTRODUCTION AND -SUMMARY The purpose of this supplemental traffic impact analysis is to evaluate the highest trip generation option or "worse case" scenario of four alternative land use mixes currently requested for consideration on the project site. All of the four alternatives submitted by the applicant include some combination of auto and retail uses. Study objectives include (1) evaluation of traffic conditions for the end of the Year 2000 at full occupancy of the second phase of the proposed project; (2) evaluation of traffic conditions for the Year 2005 with full occupancy of the proposed project; and (3) determination of on-site and off-site improvements and system management actions needed to achieve City of La Quinta level of service requirements. B. Executive Summary 1. 5ije Location and 5tudy Areja The project site is located south of SR -111 between Adams Street and Dune Palms Road in the City of La Quinta. Exhibit A illustrates the traffic analysis study area. 111 1 EXHIBIT A LOCATION MAP I N 6655-96-01:01 A k A LA QLqNTA. La Guinta. Callfarnfa ! ASSWO Es J ML J The study area includes the following intersections: Washington Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (EW) Adams Street (NS) at: • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (EW) Project Entrance (NS) at: • SR -111 (EW) Dune Palms Road (NS) at: • SR -111 (EW) • 48th Avenue (EW) Jefferson Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 48th Avenue (EW) 3 The study area limits were determined by evaluating travel distribution patterns to and from the proposed project. The traffic study area was previously reviewed and approved by the City of La Quinta engineering staff. 2. Dev 1p-rn nt Description The applicant is requesting that the City amend the adopted Specific Plan and approved Development Agreement to allow any of four alternatives to be built. As analyzed by RKJK during March and April, 1997, the project included two phases of auto uses (1998 and 2000) with the retail uses building out by 2005. The original traffic study addressed two analysis years, 2000 and 2005. All of the four alternatives submitted by the applicant include some combination of auto and retail uses (see Table 4). Alternative 1 includes the same mix of land uses as the original project with different phasing. The auto uses buildout in four phases from 1999 to 2004 and the retail component buildouts in 2002. The other 3 alternatives each replace a greater amount of the originally planned auto uses with retail uses, with Alternative 4 including all retail uses. The timing of development varies with each. The highest trip generation option or "worse case" scenario consists of 240,000 square feet of mixed retail and commercial use for Year 2000. For Year 2005 (project buildout), the full retail alternative will consist of a total of 850,100 square feet of mixed retail and commercial use. This 4 "full retail" scenario is the highest trip generation option which is analyzed as "the project" in this supplemental report. The property is delineated by the City of La Quinta General Plan as Commercial Park and Mixed/Regional Commercial and is zoned Regional Commercial (CR). 3. Principal Findings a. Required Level of Service (LOS): The definition of an intersection deficiency has been obtained from the City of La Quinta General Plan. The City of La Quinta General Plan states that peak hour intersection operations of LOS "D" or better are generally acceptable. Therefore, any intersection operating at LOS "E" or "F" will be considered deficient. The County of Riverside Congestion Management Program (CMP) definition of deficiency is based on maintaining a level of service standard of LOS "E" or better, except where an existing LOS "F" condition is identified in the CMP document. Since this traffic study focusses on attainment of Level of Service "D" conditions or better, the improvement recommendations in this report meet or exceed CMP requirements. State Route 111 is a CMP roadway. None of the other roadways within the traffic study are b. Year 2000 Level of Service: For Year 2000 with project traffic conditions, study area intersections are projected to operate at 5 Level of Service "D" or better during the peak hours, with improvements (see Table 6). C. Year 2005 Level of Service: For Year 2005 with project traffic conditions, study area intersections are projected to operate at Level of Service "D" or better during the peak hours, with improvements (see Table 8). 4. Conclusions For existing traffic conditions, a traffic signal appears to currently be warranted at the following study area intersection (see Appendix "A"): Jefferson Street (NS) at: • Miles Avenue (EW)' For Year 2000 with project traffic conditions, a traffic signal is projected to be warranted at the intersection of the project entrance/SR-111 (see Appendix "A"). ' The Jefferson Street/Miles Avenue intersection is a remote off-site intersection that is owned by more than one jurisdiction. 75% of this intersection is owned by the City of Indio. The City of La Quinta will pay for 25% of the traffic signal, while the City of Indio and the CVAG Regional Arterial Fund are responsible for the other 75% of the traffic signal. The CVAG Regional Arterial Fund acts as the mitigation measure for impacts created at remote locations in other jurisdictions. C -i For Year 2005 with project traffic conditions, a traffic signal is projected to be warranted at the intersection of Adams Street/47th Avenue (see Appendix "A"). The proposed Year 2000 "full retail" project development is projected to generate a total of approximately 8,977 trip -ends per day with 201 vehicles per hour during the AM peak hour and 839 vehicles per hour during the PM peak hour. The proposed Year 2005 "full retail" project development is projected to generate a total of approximately 26,991 trip -ends per day with 570 vehicles per hour during the AM peak hour and 2,584 vehicles per hour during the PM peak hour. 5. Recornmendatipns Construct SR -111 adjacent to the project at its ultimate half -section width as determined by Caltrans in conjunction with development. Construct Adams Street adjacent to the project at its ultimate half - section width as a Primary Arterial (110 foot right-of-way) in conjunction with development. Provide a westbound 400 foot left turn pocket on SR -111 for vehicles desiring to turn left into the project site. Provide a southbound 300 foot left turn pocket on Adams Street for vehicles desiring to turn left into the project site. 7 The proposed project will have full access to SR -111 and Adams Street. Site-specific circulation recommendations are depicted on Exhibit R. Traffic signals should be installed by the project at the following two intersections: Adams Street (NS) at: • 47th Avenue (EW) Project Entrance (NS) at: e SR -111 (EW) The project should contribute towards a citywide roadway and traffic signal improvement program, as a result of infrastructure development fees for the City of La Quinta. The project site plan included within the traffic study is not at sufficient detail to review sight distance at the project entrances. Sight distance at each project entrance should be reviewed with respect to standard Caltrans/City of La Quinta sight distance standards at the time of preparation of final grading, landscape and street improvement plans. The project applicant shall, prior to issuance of any building permits for each site development project, submit a transportation demand management plan ("TDM plan"). The TDM plan shall be in the form required by SCAQMD Regulation XV, and shall be reasonably calculated to achieve an average vehicle occupancy rate (VOR) of 1.3. The TDM plan shall also indicate specific strategies and guidelines to reduce the number of trips and single -occupant vehicles. The TDM plan must meet standards required by City of La Quinta Municipal Code Section 9.180. 0 LO .1aO126114 IJUB TA 4 SILONLA_14 ► �M- - The project site is located south of SR -111 between Adams Street and Dune Palms Road. The proposed development is located within the City of La Quinta in the County of Riverside. The applicant is requesting that the City amend the adopted Specific Plan and approved Development Agreement to allow any of four alternatives to be built. As analyzed by RKJK during March and April, 1997, the project included two phases of auto uses (1998 and 2000) with the retail uses building out by 2005. The original traffic study addressed two analysis years, 2000 and 2005. All of the four alternatives submitted by the applicant include some combination of auto and retail uses (see Table 4). Alternative 1 includes the same mix of land uses as the original project with different phasing. The auto uses buildout in four phases from 1999 to 2004 and the retail component buildouts in 2002. The other 3 alternatives each replace a greater amount of the originally planned auto uses with retail uses, with Alternative 4 including all retail uses. The timing of development varies with each. The highest trip generation option or "worse case" scenario consists of I 240,000 square feet of mixed retail and commercial use for Year 2000. For :J Year 2005 (project buildout), the full retail alternative will consist of a total of u 9 850,100 square feet of mixed retail and commercial use. This "full retail" scenario is the highest trip generation option which is analyzed as "the project" in this supplemental report. C. Phasing and Timing For traffic analysis purposes, the proposed project is assumed for opening in Year 2000. The Year 2000 traffic analysis is based upon three (3) years of background traffic growth. Project buildout has been assumed for Year 2005. The Year 2005 traffic analysis is based upon eight (8) years of background traffic growth. Ere] 1. Arrga. -of Sianifignt TrafficIr7pat The study area includes the following intersections: Washington Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (EW) Adams Street (NS) at: • SR -111 (EW) • 47th Avenue (EW) • 48th Avenue (EW) Project Entrance (NS) at: • SR -111 (EW) Dune Palms Road (NS) at: • SR -111 (EW) • 48th Avenue (EW) 11 Jefferson Street (NS) at: • Fred Waring Drive (EW) • Miles Avenue (EW) • SR -111 (EW) • 48th Avenue (EW) The study area limits were determined by evaluating travel distribution patterns to and from the proposed project. The traffic study area was previously reviewed and approved by the City of La Quinta engineering staff. B. ,$turfy Area Land Use 1. Existing Land Uses The site is currently vacant and no significant traffic is currently being generated from the project. 2. Other Qev!2lgQrnent Areawide growth calculations were added to existing volumes in the vicinity of the site for Year 2000 and Year 2005 traffic conditions. C. Site Accessitaility 1. Area Roa wav System The City of La Quinta General Plan Circulation Element is depicted on Exhibit B. Exhibit C illustrates the City of La Quinta General Plan roadway cross-sections. 12 0655-96-01:06A THE CENTRE AT LA EXHIBIT B CITY OF LA QUINTA GENERAL PLAN CIRCULATION ELEMENT Lo 13 R!5jK- &WL EXHIBIT C CITY OF LA QUINTA GENERAL PLAN ROADWAY CROSS-SECTIONS Major Arterial' 1W F Primary Arterial 1aa11tr 1 7116W i r113JIV _ I 4 Secondary Arterial W W t 114c 36 .40 ' Stale Highway 111 ticonstitutes a special Collector class or Major ARe W with a right -of -say Ws' 1 sv 1 reWirerrwnts of 172 I" established by f Cakram• ti Local Street Cul -D Sac W SOURCE: CITY OF LA QUINTA N M5 -96-01.,05A THE CMAE AT LA QUI 1. La Quints, Colifornio 1TLS 14 W 36 .40 I ti Cul -D Sac W SOURCE: CITY OF LA QUINTA N M5 -96-01.,05A THE CMAE AT LA QUI 1. La Quints, Colifornio 1TLS 14 The current technical guide to the evaluation of traffic operations is the 1$$_4 Highway CaDsIcity Manual (HCM) (Transportation Research Board Special Report 209). The 1994 HCM defines level of service as a qualitative measure which describes operational conditions within a traffic stream, generally in terms of such factors as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. The criteria used to evaluate LOS (Level of Service) conditions vary based on the type of roadway and whether the traffic flow is considered interrupted or uninterrupted. The definitions of level of service for uninterrupted flow (flow unrestrained by the existence of traffic control devices) are: • LOS "A" represents free flow. Individual users are virtually unaffected by the presence of others in the traffic stream. • LOS "B" is in the range of stable flow, but the presence of other users in the traffic stream begins to be noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight decline in the freedom to maneuver. a LOS "C" is in the range of stable flow, but marks the beginning of the range of flow in which the operation of individual users becomes significantly affected by interactions with others in the traffic stream. U, 15 LOS "D" represents high-density but stable flow. Speed and freedom to maneuver are severely restricted, and the driver experiences a generally poor level of comfort and convenience. • LOS "E" represents operating conditions at or near the capacity level. All speeds are reduced to a low, but relatively uniform value. Small increases in flow will cause breakdowns in traffic movement. • LOS "F" is used to define forced or breakdown flow. This condition exists wherever the amount of traffic approaching a point exceeds the amount which can traverse the point. Queues form behind such locations. The definitions of level of service for interrupted traffic flow (flow restrained by the existence of traffic signals and other traffic control devices) differ slightly depending on the type of traffic control. The level of service is typically dependent on the quality of traffic flow at the intersections along a roadway. The 1994 Highway Capacity Manual (HCM) methodology expresses the, level of service at an intersection in terms of delay time for the various intersection approaches. The HCM uses different procedures depending on the type of intersection control. The levels of service determined in this study are determined using the HCM methodology. For signalized intersections, average stopped delay per vehicle is used to determine level of service. Levels of service at signalized study intersections have been evaluated using the HCM intersection analysis program. 16 Study area intersections which are stop sign controlled with stop control on the minor street only have been analyzed using the unsignalized intersection methodology of the HCM. For these intersections, the calculation of level of service is dependent on the occurrence of gaps occurring in the traffic flow of the main street. Using data collected describing the intersection configuration and traffic volumes at these locations, the level of service has been calculated. The level of service criteria for this type of intersection analysis is based on average total delay per vehicle. Because some intersections are all -way stop -controlled, the ability of vehicles to enter the intersection is not controlled by the occurrence of gaps in the flow of the main street. All way stop controlled (AWSC) intersections have been evaluated using the HCM methodology for this type of multi -way stop controlled intersection configuration. The level of service criteria for this type of intersection analysis are also based on average total delay per vehicle. The level of services are defined for the various analysis methodologies as follows: LEVEL OF SERVICE AVERAGE STOPPED DELAY PER VEHICLE (SECONDS) AVERAGE TOTAL DELAY PER VEHICLE (SECONDS) -- SIGNALIZED UNSIGNALIZED A 0 to 5.00 0 to 5.00 B 5.01 to 15.00 5.01 to 10.00 C 15.01 to 25.00 10.01 to 20.00 D 25.01 to 40.00 20.01 to 30.00 E 40.01 to 60.00 30.01 to 45.00 F 60.01 and up 45.01 and up 17 The LOS analysis for signalized intersections has been performed using optimized signal timing. This analysis has included an assumed lost time of three seconds per phase in accordance with 1994 HCM recommended default values. Signal timing optimization has considered pedestrian safety and signal coordination requirements. Appropriate time for pedestrian crossings have also been considered in the signalized intersection analysis. Saturation flow rates of 1,900 vehicles per hour of green (vphg) have been assumed for all capacity analysis. For existing traffic conditions, a traffic signal appears to currently be warranted at the following study area intersection (see Appendix "A"): Jefferson Street (NS) at: * Miles Avenue (EW)' 3. Transit Service Transit service is provided in the City of La Quinta by the Sunline Transit Agency. There are currently transit routes on SR -111 (Route 111) and Washington Street (Route 70) in the study area. 4. Existing Relevant Transportation System Management Proari2 A trip reduction ordinance has been adopted by the City of La Quinta. ' The Jefferson Street/Miles Avenue intersection is a remote off-site intersection that is owned by more than one jurisdiction. 75% of this intersection is owned by the City of Indio. The City of La Quinta will pay for 25% of the traffic signal, while the City of Indio and the CVAG Regional Arterial Fund are responsible for the other 75% of the traffic signal. The CVAG Regional Arterial Fund acts as the mitigation measure for impacts created at remote locations in other jurisdictions. 18 A. Site Traffic 1. TTrrip ,QjnQration The following definitions have been obtained from the Institute of Transportation Engineers (ITE), T612 Qenera ior2, Sixth Edition, 1997. For land use category 820 (Shopping Center): A shopping center is an integrated group of commercial establishments that is planned, developed, owned and managed as a unit. A shopping center's composition is related to its market area in terms of size, location, and type of store. A shopping center also provides on-site parking facilities sufficient to serve its own parking demands. Over 650 shopping centers including neighborhood centers, community centers, regional centers, and super regional centers were surveyed for this land use. Some of these centers contained non -merchandising facilities, such as office buildings, movie theaters, restaurants, post offices, banks, health clubs, and recreational facilities (e.g., ice skating rinks or indoor miniature golf courses). The centers ranged in size from 1,700 to 2,200,000 square feet of gross leasable area (GLA). The centers that were studied are located in suburban areas throughout the United States and therefore represent average U.S. suburban conditions. For land use category 841 (New Car Sales): New car sales dealerships are typically located along major arterial streets that are characterized by abundant commercial development. Automobile services, parts sales, and substantial used car sales may also be available. Some dealerships also include leasing options and truck sales and servicing. Trip generation rates for this project are shown in Table 1. The trip generation rates are based upon data collected by the Institute of Transportation Engineers (ITE). Both daily and peak -hour trip generation for the proposed project are shown in Tables 2 and 3. The proposed Year 2000 "full retail" project development is projected to generate a total of approximately 8,977 trip - ends per day with 201 vehicles per hour during the AM peak hour and 839 vehicles per hour during the PM peak hour. The proposed Year 2005 "full retail" project development is projected to generate a total of approximately 26,991 trip -ends per day with 570 vehicles per hour during the AM peak hour and 2,584 vehicles per hour during the PM peak hour. It should be noted that for the proposed project land uses, a portion of the traffic would come from pass -by trips from adjacent roadways, trips which are currently on the roadway system (see Appendix "B"). In order to analyze a "conservative" scenario in terms of the assignment of traffic, the traffic volumes from the project site have been reduced by 25% as a result of pass -by trips. As noted within the Institute of Transportation Engineers (ITE), Inkla Qeneration, Fifth Edition Update, February, 1995, pass -by trips are trips made as intermediate stops on the way from an origin to a primary trip destination. Pass -by trips are attracted from traffic passing the site on 20 TABLE 1 TRIP GENERATION RATES' LAND USE UNITS= PEAK HOUR DAILY AM PM IN OUT IN OUT Commercial Retai13 9 240.0 • 850.1 TSF TSF 0.68 0.41 0.44 0.26 2.24 1.46 2.42 1.58 49.87 31.75 Source: Institute of Transportation Engineers, Trip Generation, Sixth Edition, 1997, Land Use Category 820. TSF = thousand square feet Commercial retail trip generation rates are based upon the following ITE equations for Land Use Code 820: Cornmergial Retail Rates In 9.1.11 Ln (T) = 0.643 Ln(X) + 5.866 50 50 Ln (AMT) = 0.596 LnIX) + 2.329 61 39 Ln (PMT) = 0.660 Ln(X) + 3.403 48 52 X - building gross leasable area in TSF AMT = AM peak hour trips PMT = PM peak hour trips 21 TABLE 2 YEAR 2000 FULL RETAIL PROJECT TRIP GENERATION LAND USE QUANTITY UNITS' PEAK -HOUR DAILY AM PM IN OUT IN OUT Commercial 240.0 TSF 163 106 538 581 11,969 Pass -By Trips (25%) -41 -27 -135 -145 -2,992 TOTAL 122 79 403 436 8,977 TSF = thousand square feet A portion of the project site traffic would come from pass -by trips from adjacent roadways, trips which are currently on the roadway system (see Appendix "B") 22 TABLE 3 YEAR 2005 FULL RETAIL PROJECT TRIP GENERATION LAND USE QUANTITY UNITS' PEAK -HOUR DAILY AM PM IN OUT IN OUT Commercial Retail 850.1 TSF 349 221 1,241 1,343 26,991 Pass -By Tri (25%) -87=-5-310 -336 -6,748 TOTAL 262 166 931 1 1,007 1 20,243 TSF thousand square feet A portion of the project site traffic would come from pass -by trips from adjacent roadways, trips which are currently on the roadway system (see Appendix "B") 23 an adjacent street that contains direct access to the generator. These trips do not require a diversion from another roadway. Studies indicate that the number of pass -by trips for a shopping center are dependent on the volume of the passing traffic stream available to produce pass -by trips and multiplied by an attraction factor related to the size of the generator in gross leasable area. As noted within Appendix "D", Figure VII -IB indicates the percent of pass -by trips as a product of the ADT on an adjacent roadway. SR -111 currently carries approximately 19,000 ADT adjacent to the project site, and the estimated pass -by trip percentage is 33%. In order to analyze a "conservative" scenario in terms of the assignment of traffic, the traffic volumes from the entire project site have been reduced by 25% as a result of pass -by trips. This analysis is conservative in that no diverted trips have been taken out of the trip generation for the project site. Further studies with the ITE Trip Generation manual indicate that an equal amount of traffic could be subtracted and attributed to diverted trips in the study area. 2. Trip Generation ComDarigLn The applicant is requesting that the City amend the adopted Specific Plan and approved Development Agreement to allow any of four alternatives to be built. As analyzed by RKJK during March and April, 1997, the project included two phases of auto uses (1998 and 2000) with the retail uses building out by 2005. The original traffic study addressed two analysis years, 2000 and 2005. 24 .J U11 All of the four alternatives submitted by the applicant include some combination of auto and retail uses (see Table 4). Alternative 1 includes the same mix of land uses as the original project with different phasing. The auto uses buildout in four phases from 1999 to 2004 and the retail component buildouts in 2002. The other 3 alternatives each replace a greater amount of the originally planned auto uses with retail uses, with Alternative 4 including all retail uses. The timing of development varies with each. The highest trip generation option or "worse case" scenario consists of 240,000 square feet of mixed retail and commercial use for Year 2000. For Year 2005 (project buildout), the full retail alternative will consist of a total of 850,100 square feet of mixed retail and commercial use. This "full retail" scenario is the highest trip generation option which is analyzed as "the project" in this supplemental report. 3. Trip Di§jribution Trip distribution represents the directional orientation of traffic to and from the project site. Trip distribution is heavily influenced by the geographical location of the site, the location of residential, employment and recreational opportunities and the proximity to the regional freeway system. The directional orientation of traffic was determined by evaluating existing and proposed land uses and highways within the community and existing traffic volumes. 25 TABLE 4 TRIP GENERATION COMPARISON TSF - thousand square feet A portion of the project sit* traffic would come from pass -by trips from adjacent roadways, trips which are currently on the roadway system (see Appendix 'S'). 26 PEAK -HOUR AM PM IN OUT IN OUT ALTERNATIVE LAND USE QUANTITY UNITS' DAILY 1 Auto Dealership 276.0 TSF 443 166 308 462 10,313 Commercial Retail 400.0 TSF 224 144 762 816 16,624 Subtotal 667 309 1,060 1,278 26,937 Pans -By Trips= (26%) -167 -77 -266 -320 -6,734 TOTAL 600 232 796 1 958 20,203 2 Auto Dealership 126.1 TSF 203 76 141 212 4,729 Commercial Retail 610.1 TSF 287 183 994 1,080 21,806 Subtotal 1 490 269 1,136 1,292 26,534 Pasa-By Trips' (25%) -123 -65 -284 -323 -6,634 TOTAL 367 194 851 969 19,900 3 Auto Dealership 75.0 TSF 121 45 84 126 2,813 Commercial Retail 696.2 TSF 313 195 1,086 1,175 23,713 Subtotal 434 240 1,169 1,301 26,526 Pau -By Trips' (25%) -109 -60 -292 -325 -6,632 TOTAL 326 ISO 877 976 19,894 4 Commercial Retail 850.1 TSF 349 221 1,241 1,343 26,991 Pass -By Trips' (25%) -87 -65 -310 -336 -6,748 TOTAL 262 166 931 1,007 20,243 TSF - thousand square feet A portion of the project sit* traffic would come from pass -by trips from adjacent roadways, trips which are currently on the roadway system (see Appendix 'S'). 26 The trip distributions for this study have been based upon near-term conditions, based upon those highway facilities which are either in place or will be contemplated over the next eight (8) years, which represents the buildout time -frame for the project. The trip distribution patterns for the Year 2000 and Year 2005 project are graphically depicted on Exhibits D and E, respectively. Trip distribution patterns were reviewed by City of La Quinta staff. rr. r The traffic reducing potential of public transit has not been considered in this report. Essentially the traffic projections are "conservative" in that public transit might be able to reduce the traffic volumes. 5. Trip Assignment The assignment of traffic from the site to the adjoining roadway system has been based upon the site's trip generation, trip distributions, proposed arterial highway and local street systems. Based on the identified project traffic generation and distributions, the Year 2000 and Year 2005 project related ADT's are shown on Exhibits F and G, respectively. The Year 2000 project AM and PM peak hour intersection turning movement volumes are shown on Exhibits H and I, respectively. The Year 2005 project AM and PM peak hour intersection turning movement volumes are shown on Exhibits J and K, respectively. 27 5 15 R EXHIBIT D YEAR 2000 PROJECT TRIP DISTRIBUTION FRED WARING DR. MILES AVE. 15 m- 20 � w 5 vn to s 5 a W \�\ z 25 c 5 10 1 15 25 2 4520 H 35 0 Z SITE s 0 15 i � 3 L_ --___J toy I LEGENDo 20 = PERCENT TO/FROM PROJECT THE C —AT LA QUINTA. Lo Ginta, Caldlamio 28 ki 10 15 z 0 t^ 20 w LL - 5 5 SR— 111 SR -111 40 35 10 5 ..1 48TH AVE. EXHIBIT E YEAR 2005 PROJECT TRIP DISTRIBUTION 0 II 5 -,� f FRED WARING DR. ire. MILES AVE. 5 5 15 10 c 15 N N 10 Ln N <, a 5 N 15 5 w z u- 25 3 0 0 5 5 5 15 15 5 1 30 10 +. SR -111 50 35 30 10 z 5 10 30 15101 15 i 15 SITE 5. 48TH AVE. 5 5 10 LEGENDe 5fl 20 = PERCENT TO/FROM PROJECT N ti$�5—�6-4 t :141► ri AT id OUI k, la California AIt4oIR5jK- Ouinto,w- 29 EXHIBIT F YEAR 2000 PROJECT AVERAGE [DAILY TRAFFIC IADTI .9 1 10.9 FRED WARING DR. 0.4 _ 0.4 1.3 LEDENDs 1.3 2.2 0.9 VEHICLES PER DAY (1000'S) 0.9 N 08:55--96-01:10A 0.9 A 1.3 0.4 L----------- J 48TH AVE. M� 0.4 0.4 1 0.4 0.4 J 30 1.8 a N rn O i W W C] { 0.4 WHITEWATER RIVER _ 0.4 s e ore��-� SR -111 1, ti *• I I l I I 3.6 3.1 0.9 I I SITE I I 13 L----------- J 48TH AVE. M� 0.4 0.4 1 0.4 0.4 J 30 EXHIBIT G YEAR 2005 PROJECT AVERAGE GAILY TRAFFIC IADTI 2.0 I 11.0 FRED WARING 0R_ 1.0 1.0 3.0 'i -� 3.0 2.0 ^� 3.0 5.1 1.0 LEGENDi , 2.0 - VEHICLES PER DAY (I 000'S) 2.0 I N } I 0655-95--0115A THE CENTRE AT LA QUOTA. La Quints. Callta 2.0 .H AVC. 2.0 I ! I I I •3.o SITE I I I I LI I ----------- J 2.0 1.0 u 1.0 3.0 N z o N W U- ` � f W WHITEWATER RNER _ 1.0 SR -111 7.1 6.1 2.O pro] 48TH AVE. 1.0 1.0 11.0 qKJK i 6:55-96-01:1 1 A HE CEWMI Al 9 EXHIBIT H YEAR 2000 PROJECT AM PEAK HOUR INTERSECTION VOLUMES FRED WARING DR. AAIl� I I I I I I I SITE IIL----------- J 32 _ ............. ......_.......................... ft rte'rm uE 48TH AVE. En z a Lu w u - / w WHITEWATER RIVER SR -111 rte'rm uE 48TH AVE. EXHIBIT I YEAR 2000 PROJECT PILI PEAK HOUR INTERSECTION 'VOLUMES FRED WARING DR. MILES AVE. L-0 r—++ 0655-96-01:17A THE MMT7A DA .2 r: 33 R!5jK- OWL cn Jit. z �r L W Z ' W if O WHITEWATER RIVER 47TH AVS r•-__ i '_— SR -111 I r cn i t 0SITE L------------ 48TH AVE. L-0 r—++ 0655-96-01:17A THE MMT7A DA .2 r: 33 R!5jK- OWL v1 L - fl r--17 N 0655-96-01;1 EXHIBIT J YEAR 2005 PROJECT AM PEAK DOUR INTERSECTION VOLUMES ;A -fft �l FRED WARING DR. MILES AVE. ED TH AVE I nt I I I I SITE *` L -----------J SR -111 u� 48TH AVE. z a inw w WHITEWATER RIVER _ SR -111 u� 48TH AVE. :17A 1 L --o r-401 La EXHIBIT K YEAR 2005 PROJECT PM PEAK HOAR INTERSECTION VOLUMES FRED WARING DR. 7TH , / a TL 1 ;t!5j w- c J 1 t Ecr- nN m 1Uri O N ••�� W W YWHITEWATER RIVER111 i r i r i r SITE !=�7 I 48TH AVE. ;t!5j w- 1. Mgthod of Projection To assess Year 2000 and Year 2005 traffic conditions, project traffic is combined with existing traffic and areawide growth. 2. Areawidg QrqMh To account for areawide growth on roadways, future traffic volumes have been calculated based on a 4.1 percent annual growth rate of existing traffic volumes. Areawide growth has been derived from the Traffic Volumes on California Stajp Highways by Caltrans, as follows: Location: SR -111, west of Washington Street 1986 Volume: 18,100 vehicles per day 1995 Volume: 26,000 vehicles per day Approximate Annual Growth Rate: 4.1 % Historical traffic volume data in the study area is available using the Traffic Volumes on California State Highways by Caltrans. SR -111 is the major Caltrans highways facility serving the study area. It is an excellent indicator of growth trends on the arterial highway system surrounding the project site. Areawide growth has been added to daily and peak hour traffic volumes on surrounding roadways, in addition to traffic generated by the project. Exhibit L shows the ADT's which can be expected for Year 2000 with project traffic conditions. For Year 2000 with project traffic conditions, a traffic signal is projected to be warranted at the intersection of the project entrance/SR-111 (see. Appendix "A"). Exhibit M shows the ADT's which can be expected for Year 2005 with project traffic conditions. For Year 2005 with project traffic conditions, a traffic signal is projected to be warranted at the intersection of Adams Street/47th Avenue (see Appendix "A"). 37 26.9 YEAR AVERAGE FRED EXHIBIT L 2000 WITH PROJECT DAILY TRAFFIC IADrT1 11.6 WARING DR. 21.2 17.7 13.0 10.9 22.4 13.8 MILES AVE. 4.3 6.6 7.1 11.0 19.6 10.6 31.1 c 31.6 v, z iL % w LA- f, j w 21.7 0 -' 24.6 5.8 WHITEWATER RIVER _ 2.0 11.4 0.6 diTH A r- - j 2 1--- SR -111 24.8 1.8 ;•2"� I i 25.3 25.8 V) 22.0 E.s ITS a 1.0 14.0 z e L----------- J LEGENDS 448TH AVE. 25.2 = VEHKIM PER DAY (, aao'S) 3.8 1.3 1 1.5 3.8 25.2 9.9 C 4 N I assn -aa -o, :, sA THE CENTRE AT LA QlllN A. LO L]ufn,a, Calilamia t MWATE,Y NC. 38 EXHIBIT M YEAR 2005, WITH PROJECT AVERAGE DAILY TRAFFIC IADT1 33.7 I 114.1 5.2 21.7 8.0 25.4 FRED WARING DR. 15.9 FILES AVE. 8.7 13.8 17.3 14.0 13.8 9,4 N Z 71 a V) taJ W / 29.0 a 30.0 0.7 4 2.1 0 26.9 LEGENde r 31.7 V1cHM= PER DAY (1000.5) 31.7 I 4, N 0655-96-01:21A THE C-rCNY-r AT LA 01ANTA. Lo Wrtto,Calif* 8.6 M►I-IITEWATER RIVER _ 2.9 14.7 I -SR-1 11 .2 3�-9-1 33.6 32.6 32.4 3.1 I I i r I I 1 I SITE ; 1.2 17.6 0.2 I � L -----------J 48TH AVE. 2.1 2.4 5.1 12.6 39 !115J K- VI&I 1.?,v I of Service at Year 2000_W Project an Roadway Imrarc,verr�ant Year 2000 with project intersection levels of service for the existing network are shown in Tables 5 and 6. Table 5 shows HCM calculations based on the existing geometrics at the study area intersections without improvements. HCM calculations with improvements are shown in Table 6. Year 2000 with project HCM calculation worksheets are provided in Appendix "C". Year 2000 with project AM and PM peak hour intersection turning movement volumes are shown on Exhibits N and O, respectively. For Year 2000 with project traffic conditions, the following study area intersections are projected to operate at worse than Level of Service "D" during the peak hours: Washington Street (NS) at: S SR -111 (EW) Jefferson Street (NS) at: • Miles Avenue (EW) J M TABLE 5 INTERSECTION ANALYSIS FOR YEAR 2000 WITH PROJECT When a right tum in designated, the lana can either be striped or unstriped. To function as r right turn lane there must be sufficient width for right tuning vehicles to travel outside the through lanes. L . Left; T - Through; R - Right; > > - Free Right Turn Analysis Software: Traffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop - Delay Haigh, Intersection Unstable, Level of Service -F U, 41 �J INTERSECTION APPROACH LANES' DELAY' LEVEL OF NORTH- SOUTH- EAST- WEST- BOUND BOUND BOUND BOUND (SECS.) SERVICE L T R L T R L T R L T R =AMPM AM PM INTERSECTION TRAFFIC CONTROL' Washington Strom INS) at: o Fred Waring Drive IEW) TS 1 1 1 1 1 1 1 2 0 1 2 0 32.3 39.8 D D ■ Miles Ave --w IEW) TS 1 2 1>> 1 1 0 1 1 0 1 1 1 14.2 35.8 8 D SR -111 (EW) TS 0 2 0 0 2 0 1 2 1 1 2 0 39.8 -4 D F • 47th Avenue (EW) I�• TS 1 2 1 1 2 1 0 1 0 0 1 1 15.5 16.2 C C ■ 48th Avenue (EW) TS 0 2 1 1 2 0 0 0 0 1 0 1 5.6 5.7 B B Adams Street (NS) at: • SR -111 IEW► TS 1 1 0 1 1 1 1 2 0 1 2 0 17.0 18.0 C C • 47th Avenue (EW) CSS 1 1 0 1 1 0 1 1 0 1 1 0 1.8 3.2 A A a 48th Avenue (EW) TS 1 1 0 1 1 0 1 1 0 1 1 0 5.4 6.3 B B Project Entrance (NS) at: • SR -111 (EW) TS 1 0 1 0 0 0 0 2 1 1 2 0 8.1 15.3 B C Duna Palma Road INS) at: a SR -111 (EW TS 1 1 0 1 1 0 1 2 0 1 2 0 11.9 7.7 B B « 48th Avenue (EW) f TS 1 1 0 1 1 0 1 1 O 1 1 0 5.8 5.5 B B I Jefferson Street INS) at: �+ Fred Waring Drive (EW • Miles Avenuo (EWI TS AWS 1 0 1 1 1 0 1 0 1 1 1 0 1 0 2 1 1 0 1 0 2 1 1>> 1 18.0 25.8 18.7 C D C F • SR -111 (EW TS 1 1 0 1 1 1 1 2 1 1 2 1 21.2 29.1 C o « 48th Avenue (EWI TS 1 1 0 1 1 0 1 1 0 1 1 0 5.0 5.4 A B When a right tum in designated, the lana can either be striped or unstriped. To function as r right turn lane there must be sufficient width for right tuning vehicles to travel outside the through lanes. L . Left; T - Through; R - Right; > > - Free Right Turn Analysis Software: Traffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop - Delay Haigh, Intersection Unstable, Level of Service -F U, 41 �J TABLE 6 INTERSECTION ANALYSIS FOR YEAR 2000 WITH PROJECT WITH IMPROVEMENTS When a right turn is designated, the lame can either be striped or unstriped. To function as a right tum lane there must be sufficient width for right tumin vehicles to travel outside the through lanae. L . Left; T s Through; R w Right; > > - Free Right Tum; 3. - Improvement Analysis Softwrs: Traffix, Version 8.8.0827 (1998). TS Traffic Signal CSS Croea Street Stop AWS All Way Stop 42 INTERSECTION APPROACH LANES' DELAY' LEVEL OF NORTH- SOUTH- EAST- WEST- BOUND BOUND BOUND BOUND (SECS.) SERVICE !I 7AMEPMAM TRAFFIC INTERSECTION CONTROLa L T R L T R L T R L T R PM I 9 Washington Street (NS) at: • Fred Wring Drive (EW) TS 1 1 1 1 1 1 1 2 0 1 2 0 32.3 39.8 D D • Milee Avenue IEW) TS 1 2 1>> 1 1 0 1 1 0 1 1 1 14.2 35.8 B D • SR -111 (EW) TS j 2 0 Z 2 1 2. 3 1 a 3 0 24.4 23.9 C C • 47th Avrwe IEW) TS 1 2 1 1 2 1 0 1 0 0 1 1 15.5 18.2 C JI C • 48th Avrwa (EW) TS 0 2 1 1 2 0 0 0 0 1 0 1 5.8 5.7 B B Adam■ Street INS) at: • SR -111 (EW) TS 1 1 0 1 1 1 1 2 0 1 2 0 17.0 18.0 C C 11 • 47th Avenue (EW) CSS 1 1 0 1 1 0 1 1 0 1 1 0 1.8 3.2 A A • 48th Avrxis (EW) TS 1 1 0 i 1 1 0 1 1 0 1 1 0 5.4 8.3 8 B Project Entrance INS) at: • SR -111 (EW) TS 1 0 1 0 0 0 0 2 1 1 2 0 8.1 15.3 B C Duns Palms Road (NS) at: • SR -111 JEW) TS 1 1 0 1 1 0 1 2 0 1 2 0 11.9 7.7 B 8 • 48th Averws (EW) TS 1 1 0 1 1 0 1 1 0 1 1 0 5.81 5.5 B B J•Hreon Street INS) at: • F/ed Wring Drive (EW) TS 1 1 1 1 1 1 1 2 1 1 2 1 18.0 18.7 C C • Miles Avenue (EW) 32 1 1 0 1 1 0 0 1 0 0 1 1>> 13.0 18.0 B C it • SR -111 (EW) TS 1 1 0 1 1 1 1 2 1 1 2 1 21.2 29.1 C D I • 48th Avenue (EWA TS 1 1 0 1 1 0 1 1 0 1 1 0 5.0 5.4 A B When a right turn is designated, the lame can either be striped or unstriped. To function as a right tum lane there must be sufficient width for right tumin vehicles to travel outside the through lanae. L . Left; T s Through; R w Right; > > - Free Right Tum; 3. - Improvement Analysis Softwrs: Traffix, Version 8.8.0827 (1998). TS Traffic Signal CSS Croea Street Stop AWS All Way Stop 42 EXHIBIT N YEAR 2000 WITH PROJECT AM PEAK HOUR INTERSECTION VOLUMES i�. PILES ri7 z Z / c WHITEWATER RIVER 7TH AVE SR-111 �7::Tlll r Iy r 1 L -- 1 r4 48TH AVE. i 1:25A EXHIBIT 0 YEAR 2000 WITH PROJECT PM PEAK HOUR INTERSECTION VOLUMES J ` FRED WARING DR. MILES \ N N Z W z LA 0 r -� WHITEWATER RIVER _ 47TH AVE i �- y SR -111 A I I I SITE L_ --_-------J 48TH AVE. THE CNTRE AT LA RUIN A. La Quintc. Califaml* 44 r 511 0- AROLLOMPLUPW For Year 2000 with project traffic conditions, study area intersections are projected to operate at Level of Service "D" or better during the peak hours with improvements, as shown in Table 6. The City of La Quinta Circulation Element Policy 3-2.1.3 states that the City shall establish intersection Level of Service "D" as the minimum acceptable Level of Service. No development project shall be approved which will increase the traffic on City intersections to a level worse than a Level of Service "D" during the AM or PM peak hour without adequate mitigation. B.8pacity _anALeyelf $@rvie ,and Improvement Analysis, Year 2005 or 1. Level of Serviee at Year 2Q!Q5 Wilh Project and Roadway Improv!gmQnts Year 2005 with project intersection levels of service for the existing network are shown in Tables 7 and 8. Table 7 shows HCM calculations based on the existing geometrics at the study area intersections without improvements. HCM calculations with improvements are shown in Table 8. Year 2005 with project HCM calculation worksheets are provided in Appendix "D". Year 2005 with project AM and PM peak hour intersection turning movement volumes are shown on Exhibits P 'and Q, respectively. For Year 2005 with project traffic conditions, the following study area intersections are projected to operate at worse than Level of Service "D" during the peak hours: 45 TABLE 7 INTERSECTION ANALYSIS FOR YEAR 2005 WITH PROJECT When a right tum is designated, the lane am either be striped or unstriped. To function as a right tum lane there must be sufficient width for right turning vehicles to travel outside the through lames. L + Left; T - Through; R a Right; > > Free Right Tum Analysis Software: Troffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop Delay High, Intersection Unstable, Leval of Service 'F•. W INTERSECTION APPROACH LANES' DELAY' LEVEL OF NORTH- SOUTH- EAST- WEST- BOUND BOUND BOUND BOUND (SECS.) SERVICE I TRAFFIC INTERSECTION CONTIIOL3 L T R L T R L T R L T R I AM PM AM PM Washington Street INS) at: • Fred Waring Drive (EW) TS 1 1 1 1 1 1 1 2 0 1 2 0 -' F F • Miles Avenue (EW) TS 1 2 1>> 1 1 0 1 1 0 1 1 1 28.8 37.1 D D • SR -111 (EW) TS 0 2 0 0 2 0 1 2 1 1 2 0 - - F F • 17th Avenue (EW) TS 1 2 1 1 2 1 0 1 0 0 1 1 17.0 18.5 C C • 48th Avenue (EW) TS 0 2 1 1 2 0 0 0 0 1 0 1 6.7 6.6 B B Adams Street INS) at: • SR -111 (EW) TS 1 1 0 1 1 1 1 2 0 1 2 0 20.6 28.6 C D • 47th Avenue (EW) CSS 1 1 0 1 1 0 1 1 0 1 1 0 2.9 81.3 A F • 48th Avenue (EW) TS 1 1 0 1 1 0 1 1 0 1 1 0 5.6 6.5 B B Project Entrance INS) at: • SR -111 IEW) TS 1 0 1 0 0 0 0 2 1 1 2 0 9.1 22.31 B C Dune Palms Road INS) at: • SR -111 (EW) TS 1 1 0 1 1 0 1 2 0 1 2 0 15.9 9.2 C B • 48th Avenue (EW) TS 1 1 0 1 1 0 1 1 0 1 1 0 6.0 5.5 B B Jefferson Street (NS) at: • Fred Waring Drive (EW) TS 1 1 1 1 1 1 1 2 1 1 2 1 28.5 23.8 D C • Wien Avenue (EW) AWS 0 1 0 0 1 0 0 1 0 0 1 1>> - F F • SR -111 (EW) TS 1 1 0 1 1 1 1 2 1 1 2 1 29.0 30.2 D D • 48th Avenue IEW) TS 1 1 0 1 1 0 1 1 0 1 1 0 5.3 5.9 B B When a right tum is designated, the lane am either be striped or unstriped. To function as a right tum lane there must be sufficient width for right turning vehicles to travel outside the through lames. L + Left; T - Through; R a Right; > > Free Right Tum Analysis Software: Troffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop Delay High, Intersection Unstable, Leval of Service 'F•. W TABLE 8 INTERSECTION ANALYSIS FOR YEAR 2005 WITH PROJECT WITH IMPROVEMENTS When a right tum is designated, the lene can either be striped or unstriped. To function as a right tum lane there must be sufficient width for right turning vehicles to travel outside the through lama. L - Left; T - Through; R - Right; > > a Free Right Tum; n Improvement Analysis Software: Traffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop 47 INTERSECTION APPROACH LANES' DELAY' LEVEL OF NORTH- SOUTH- EAST- WEST- BOUND BOUND BOUND BOUND (SECS.) SERVICE I TRAFFIC INTERSECTION CONTROL° L T R L T R L T R L T R AM PM AM PM Washington Street (NS) at: • Fred Waring Drive (EW) TS 1 2, 0 1 1 1 1 2 0 1 2 0 31.6 37.9 D D • Miles Avenue (EW) TS 1 2 1>> 1 1 0 1 1 0 1 1 1 28.8 37.1 D D • SR -111 (EW) TS Z 2 0 j 2 1 g 2 1 g 2 0 24.9 29.6 C D • 47th Avenue (EW) TS 1 2 1 1 2 1 0 1 0 0 1 1 17.0 18.5 C C • 48th Avenue (EW) TS 0 2 1 1 2 0 0 0 0 1 0 1 6.7 6.6 B B Adams StreetNS) at: • SR -111 TS 1 1 0 1 1 1 1 2 0 1 2 0 20.6 26.6 C D • 47th Avenue (EW) it 1 1 0 1 1 0 1 1 0 1 1 0 5.3 10.9 B B • 48th Avenue (EWA TS 1 1 0 1 1 0 1 1 0 1 1 0 5.6 6.5 B B Project Entrance INS) at: • SR, 111 (EW) TS 1 0 1 0 0 0 0 2 1 1 2 0 9.1 22.3 B C Dune Palms Road (NS) at: • SR -111 IEW) TS 1 1 0 1 1 0 1 2 0 1 2 0 15.9 9.2 C B • 48th Avenue (EW) TS 1 1 0 1 1 0 1 1 0 1 1 0 6.0 5.5 B B efirean Street (NS) at: Fred Waring Drive (EW) TS 1 1 1 1 1 1 1 2 1 1 2 1 28.5 23.6 D C Miles Avenw (EW) TS 1 1 0 1 1 0 0 1 0 0 1 1>> 18.3 37.7 C D h• • SR -111 (EW) TS 1 1 0 1 1 1 1 2 1 1 2 1 29.0 30.2 D D • 48th Avenue (EW) TS 1 1 0 1 1 1 0 1 1 1 0 1 1 0 5.3 5.9 B B When a right tum is designated, the lene can either be striped or unstriped. To function as a right tum lane there must be sufficient width for right turning vehicles to travel outside the through lama. L - Left; T - Through; R - Right; > > a Free Right Tum; n Improvement Analysis Software: Traffix, Version 6.8.0827 (1996). TS Traffic Signal CSS Cross Street Stop AWS All Way Stop 47 19 I LI F--iM w EXHIBIT P YEAR 2005 WITH PROJECT AM PEAK HOUR INTERSECTION VOLUMES FRED WARING DR. MILES AVE. 1� • � �� to CL CL ,,, D Q r - 47TH ti i i SITE z � I L -_______-__J 48 .MR z Z CA L LL i W WHITEWATER RIVER _ SR -111 AVENUE 48 MA EXHIBIT D YEAR 2005 WITH PROJECT PM PEAK HOUR INTERSECTION VOLUMES m 1 FRED WARING MILES 49 z LaW ' W0 WHITEWATER RIVER _ 477H AVE. � � -. -- SR -111 I r_7 1 1 I 1� 1 I SITE M L------------- -, AVENUE 48 49 Washington Street (NS) at: Fred Waring Drive (EW) SR -111 (EW) Adams Street (NS) at: • 47th Avenue (EW) Jefferson Street (NS) at: • Miles Avenue (EW) 2. level of Service at Year 2905 With Ad�itional Imarovements For Year 2005 with project traffic conditions, study area intersections are projected to operate at Level of Service "D" or better during the peak hours with the improvements listed in Table 8. The City of La Quinta Circulation Element Policy 3-2.1.3 states that the City shall establish intersection Level of Service "D" as the minimum acceptable Level of Service. No development project shall be approved which will increase the traffic on City intersections to a level worse than a Level of Service "D" during the AM or PM peak hour without adequate mitigation. 50 J YI. FINDINGS ANQ CQNCLUSIONS The proposed project will have full access to SR -111 and Adams Street, B. Traffic lmonts For existing traffic conditions, a traffic signal appears to currently be warranted at the following study area intersection (see Appendix "A"): Jefferson Street (NS) at: a Miles Avenue (EW)' The Year 2000 "full retail" project development is projected to generate a total of approximately 8,977 trip -ends per day with 201 vehicles per hour during the AM peak hour and 839 vehicles per hour during the PM peak hour. The Year 2005 "full retail" project development is projected to generate a total of approximately 26,991 trip -ends per day with 570 vehicles per hour during the AM peak hour and 2,584 vehicles per hour during the PM peak hour. The Jefferson Street/Miles Avenue intersection is a remote off-site intersection that is owned by more than one jurisdiction. 75% of this intersection is owned by the City of Indio. The City of La Quinta will pay for 25% of the traffic signal, while the City of Indio and the CVAG Regional Arterial Fund are responsible for the other 75% of the traffic signal. The CVAG Regional Arterial Fund acts as the mitigation measure for impacts created at remote locations in other jurisdictions. 51 For Year 2000 traffic conditions with the project, a traffic signal is projected to be warranted at the intersection of the project entrance/SR-111 (see Appendix "A"). For Year 2005 traffic conditions with the project, a traffic signal is projected to be warranted at the intersection of Adams Street/47th Avenue (see Appendix "A"). Table 9 presents a comparison of Year 2005 peak hour volumes to project peak hour volumes by phase as a percent of project contribution. Table 10 shows the specific intersection improvements by project phase for the study area intersections. C. Need for Iml2rovements Off -Site to Achieve Required Level of Service For Year 2000 with project traffic conditions, study area intersections are projected to operate at Level of Service "D" or better during the peak hours with improvements, as shown in Table 6. For Year 2005 with project traffic conditions, study area intersections are projected to operate at Level of Service "D" or better during the peak hours with the improvements listed in Table 8. 52 �J 53 xxxxx xxg xx xxx .. wv-: 1VN0 off A 060— A 1ff off l: m m lff rf'V PI P/ I` Ir W {� .mAN. O C O o A17w O N 017 N W A C O Pf O OO y� RSA lf- �� xxxxx xxx xx it A m m' O off N w w M 0 17 0 m. C4 O A R O 7 m off m m ice. xxxxx xxx xx xxxx Pl I W A N lD . A . O V7 O A W I� 0��00 M�off 1710 N_ C'V �w w r Nw S 17� 1i1� L aW xxxxx xxx xx xxxx b IL O r v 0 G a N O h 1 V P 1 0--- O fl xxxxx xxx xx xxxx. NI LU 2N17 Pf rN mm Pf wolf N17.. ,t 017 Coco171A7 r X070 m000 tl,:N CD M �Of- neqmN !�=ia 117,E AA�NOA I �C4A Co N off A VY7 I "Cl I� xxxxx xxx xx xxxx om'mo L r O � of C4 1: Of in r C4 C4 -— xxxxx xxx xx xxxx 17.oANN AO N Noffmm 4f; 1n it212CL3.. a :lc 00000 9) C4 ' N 00)00 y� feavi; �n� W ;: ;:N.A Pf�� Nf AA Owl � W ww O OO�A mAo11oll��ff m'O 1o�w 1719 l7f mN Oh MAfR � W j iv c'; Y! fV 17 Pl 19 17 !V f v �on C4 W i v fV f NN fV fV Pf Cie 81EEI jkli Nil lj vim«7<p<�< 4<-<c 53 TABLE 10 INTERSECTION IMPROVEMENTS BY PROJECT PHASE PROJECT PHASE INTERSECTION IMPROVEMENT 1 Washington St./SR-111 Lane improvements currently under construction Project Entrance/SR-111 Traffic Signal' Jefferson St./Miles Ave. Traffic Signal2 NB Left Turn Lane SB Left Turn Lane 2 No Additional Improvements Required 3 Washington St./Fred Waring Dr. NB Through Lane SB Through Lane Adams St./47th Ave. Traffic Signah 4 No Additional Improvements Required Improvement to be provided by the project developer. The Jefferson Street/Miles Averwa intersection is a remote off-site intersection that is owned by more than one jurisdiction. 75% of this intersection i;- owned eowned by the City of Indio. The City of Le Mime will pay for 25% of the traffic signal, while the City of Indio and the CVAG Regional Arterial Fund we responsible for the other 75% of the traffic signal. The CVAG Regional Arterial Fund acts as the mitigation measure for impacts created at remote location in other jurisdictions. 54 4 + ' afire A. Rodway Impoypments 1. On -Site Construct SR -111 adjacent to the project at its ultimate half -section width as determined by Caltrans in conjunction with development. Construct Adams Street adjacent to the project at its ultimate half - section width as a Primary Arterial (110 foot right-of-way) in conjunction with development. The proposed project will have full access to SR -111 and Adams Street. Site-specific circulation recommendations are depicted on Exhibit R. The project site plan included within the traffic study is not at sufficient detail to review sight distance at the project entrances. Sight distance at each project entrance should be reviewed with respect to standard Caltrans/City of La Quinta sight distance standards at the time of preparation of final grading, landscape and street improvement plans. 2. Off -Site Provide a westbound 400 foot left turn pocket on SR -111 for vehicles desiring to turn left into the project site. U 55 J EXHIBIT R PROJECT TO PROVIDE CIRCULATION RECOMMENDATIONS TRAFFIC SIGNAL CONSTRUCT SR -111 ADJACENT TO THE PROJECT AT ITS ULTIMATE HALF - SECTION WIDTH AS A MAJOR ARTERIAL (120 FOOT ROW) IN CONJUNCTION WITH DEVELOPMENT PROVIDE A WESTBOUND 400 FOOT LEFT TURN POCKET ON SR -111 FOR VEHICLES DESIRING TO TURN LEFT INTO THE PROJECT SITE 111 I I PROVIDE A FOOT LEFT TURN POCKET N ADAMS ST. FOR VEHICLES DESIRING TO TURN LEFT INTO PROJECT TO PROVIDE TRAFFIC SIGNAL SITE CONSTRUCT ADAMS ST. ADJACENT TO THE PROJECT AT ITS ULTIMATE HALF --SECTION AS A PRIMARY ARTERIAL (100-1 1 O FOOT ROW) IN CONJUNCTION WITH DEVELOPMENT ------------------------- LEGENDi lz - TRAFFIC SIGNAL T - STOP SIGN ® R BUS TURNOUT a - R04T TURNS IN/OUT ONLY DRNmy 1:_w 56 I I I I I I I I I I 1 I I I I 1 I I I I I I I I I I I I 1 I I I I I I 0 Vf J Q O_ W z 0 15JK-- I ' l L .r Provide a southbound 300 foot left turn pocket on Adams Street for vehicles desiring to turn left into the project site. Traffic signals should be installed by the project at the following two intersections: Adams Street (NS) at: • 47th Avenue (EW) Project Entrance (NS) at: SR -111 (EW) The project should contribute towards a citywide roadway and traffic signal improvement program, as a result of infrastructure development fees for the City of La Quinta. B. Trans Uortation 'System Manaiggment Actions 1. Off -Site As development in the area occurs, the Sunline Transit Agency should consider expanding service within the area. L 4ff M-OTITM 1 The developer will comply with the trip reduction ordinance of the City of La Quinta. 57 The project applicant shall, prior to issuance of any building permits for each site development project, submit a transportation demand management plan ("TDM plan°'). The TDM plan shall be in the form required by SCAQMD Regulation XV, and shall be reasonably calculated to achieve an average vehicle occupancy rate (VOR) of 1.3. The TDM plan shall also indicate specific strategies and guidelines to reduce the number of trips and single -occupant vehicles. The TDM plan must meet standards required by City of La Quinta Municipal Code Section 9.180. 3. On -Site To accommodate future bus service on key roadways, transit stops should be anticipated at the far side of major intersections and at locations which will not conflict with peak hour traffic flows (see Exhibit R for suggested locations). Exhibit S shows the recommended bus turnout design features. Pedestrian access to the bus stops should be provided. Actual transit stop locations should be coordinated with the Sunline Transit Agency. The commercial portion of the project should provide on-site bike racks to encourage the use of bicycles as an alternative means of transportation. To encourage employee ride sharing, a portion of the commercial retail parking area shall be designated to reserve parking for car-poolers. 58 EXHIBIT S BUS TURNOUT DESIGN PARAMETERS 40. 0655-91001;31 A A SOURCE: ORANGE COUNTY TRANSPORTATION AUTHORITY 59 LEGEND: = CONCRETE PAD RKJ�C- APPENDIX A TRAFFIC SIGNAL WARRANTS PEAK HOUR VOLUME WARRANT (Rural Areas) Existing Major Street Name = Jefferson St. Total of Both Approaches (VPH) = 1036 Number of Approach Lanes Major Street = 1 Minor Street Name = Miles Ave. High Volume Approach (VPH) = 362 Number of Approach Lanes Minor Street = 1 x CL r 400 0 a a 300 0 E a 0 t a 200 x Y H 0 100 _C WARRANTED FOR A SIGNAL app 4M 500 am 700 800 900 1000 1100 1200 1300 Major Street - Total of Both Approaches - VPH ---0-1 Lane (Major) & 1 Lane (Minor) —6 2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor) --m*,-2+ Lanes (Major) & 2+ Lanes (Minor) ---*—Major Street Approaches - W - Minor Street Approaches NOTE: 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 76 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. RKJK Rural (RURAL AREA WARRANT) 2/2/97 TRAFFIC SIGNAL WARRANT (Based on Estimated Average Daily Traffic -See Note 2) Major St: SR -111 Minor St: Project Entrance Year = 2000 W/P Volume = 23,200 Lanes= 2 Volume = 2,400 Lanes= 1 (one-way) URBAN RURAL XX Minimum Requirements EADT 1. Minimum Vehicular Vehicles per day Vehicles per day on major street on higher volume Satisfied Not Satisfied (both approaches) minor -street approach XX (one direction only) Number of lanes for moving traffic on each approach. Major Street Minor Street Urban Rural Urban Rural 1 1 8,000 5,600 2,400 1,680 2+ 23,200 1 2,400 9,600 6,720 2,400 1,680 ' 2+ 2+ 9,600 6,720 3,200 2,240 1 2+ 8,000 5,600 3,200 2,240 2. Interruption of Continuous Vehicles per day Vehicles per day traffic on major street on higher volume Satisfied Not Satisfied (both approaches) minor -street approach XX (one direction only) Number of lanes for moving traffic on each approach. Major Street Minor Street Urban Rural Urban Rural 1 1 12,000 8,400 1,200 850 2+ 23,200 1 2,400 14,400 10,080 1,200 850 ' 2+ 2+ 14,000 10,080 1,600 1,120 1 2+ 12,000 8,400 1,600 1,120 3. Combination 2 Warrants 2 Warrants Satisfied Not Satisfied XX No one warrant satisfied but following warrants fulfilled 80% or more.. 100% 100% 1 2 NOTES: 1. Heavier left tum movement from the major street may be included with minor street volume If a separate signal phase is to be provided for the left -tum movement. 2. To be used only for NEW INTERSECTIONS or other locations where actual traffic volumes cannot be counted. J RE E J Li i1. TRAFFIC SIGNAL WARRANT (Based on Estimated Average Daily Traffic -See Note 2) Major St: Adams St. Minor St: 47th Ave. Year = 2000 W/P Volume = 7,700 Lanes= 1 Volume = 6,400 Lanes= 1 (one-way) URBAN RURAL XX Minimum Requirements EADT 1. Minimum Vehicular Vehicles per day Vehicles per day on major street on higher volume Satisfied Not Satisfied (both approaches) minor -street approach XX (one direction only) Number of lanes for moving traffic on each approach. Major Street Minor Street Urban Rural Urban Rural 1 7,700 1 6,400 8,000 5,600 2,400 1,680 " 2+ 1 9,600 6,720 2,400 1,680 2+ 2+ 9,600 6,720 3,200 2,240 1 2+ 8,000 5,600 3,200 2,240 2. Interruption of Continuous Vehicles per day Vehicles per day traffic on major street on higher volume Satisfied Not Satisfied (both approaches) minor -street approach XX (one direction only) Number of lanes for moving traffic on each approach. Major Street Minor Street Urban Rural Urban Rural 1 7,700 1 6,400 12,000 8,400 1,200 850 ` 2+ 1 14,400 10,080 1,200 850 2+ 2+ 14,000 10,080 1,600 1,120 1 2+ 12,000 8,400 1,600 1,120 3. Combination 2 Warrants 2 Warrants Satisfied Not Satisfied XX No one warrant satisfied but following warrants fulfilled 80% or more.. 100% 92% 1 2 NOTES: 1. Heavier left turn movement from the major street may be included with minor street volume if a separate signal phase is to be provided for the left -tum movement. 2. To be used only for NEW INTERSECTIONS or other locations where actual traffic volumes cannot be counted. APPENDIX B PASS -BY TRIPS VIL Quantifying Pass -By and Diverted Linked Trips Background The trip generation rates and equations contained in this report were derived from actual measure- ments of traffic on the driveways of land uses or buildings. However, in some cases, the driveway volume at a generator is different than the amount of traffic added to the street system. Buildings such as retail establishments, restaurants, banks, service stations and convenience markets attract a portion of their trips from traffic passing the site on the way from one location to another. Trip making where this phenomenon occurs can be broken down into the following four cate- gories of trips: ■ Primary Trips (Np,) ■ Pass -by Trips (Npb) ■ Diverted Linked Trips (No) ■ Non Pass -by Trips (N„pb) These trips are defined as follows: Primary Trips are trips made for the specific purpose of visiting the generator. The stop at that generator is the primary reason for the trip. For example, a home -to -shopping -to -home combination of trips is a primary trip set. Pass -By Trips are trips made as intermediate stops on the way from an origin to a primary trip destination. Pass -by trips are attracted from traf- fic passing the site on an adjacent street which contains direct access to the generator. These trips do not require a diversion from another roadway. Diverted Linked Trips are trips attracted from the traffic volume on roadways within the vicinity of the generator but which require a diversion from that roadway to another roadway to gain access to the site. These roadways could include streets or freeways adjacent to the generator but without access to the generator. Non Pass -By Trips refer to the total of the pri- mary trips and the diverted linked trips. This term is used when diverted linked trips are not quanti- fied, but pass -by trips are quantified (i.e., the non pass -by trips are equal to the total trips minus the pass -by trips). Figure VII -1 indicates an example of road- Trip Generation, 5th Ed. Update, Feb. 1995 ways from which pass -by trips and diverted linked trips are produced. It should be noted that the vicinity of the generator has not been defined. Research is needed to determine the size of the area or distance from a generator from which diverted linked trips are produced (much like the market area of a shopping center for primary trips). It is essential that this phenomenon be recog- nized when examining the traffic impact of a development on the street system. The pass -by and diverted linked trip estimation method initiat- ed in previous editions is calculated as a percent- age of the total number of trips entering the gen- erator. Statistical correlation of the data collected by the professional community has proven diffi- cult, with resulting low correlation indices. The results of the pass -by trip percentages analyzed to date and presented herein can be enhanced fur- ther with an expanded methodology that also accounts for the effects of the magnitude of the passing traffic stream volume on the adjacent road system. Additionally, more detailed data are needed before this estimation methodology can be statistically analyzed and formally adopted. To assist in this regard, the interview survey forms have been expanded to assist the professional community in collecting this data in a standard format for use in future analyses. The fifth edition of Trip Generation contains additional theoretical discussion on pass -by and diverted linked trips. The professional community should continue to use the results of the analyses of pass -by trip percentages tempered with engineering judgment until more data are attained and the methodology produces results with higher correlation to the actual events. Database on Pass -By Trip and Diverted Linked Trip Percentages Surveys conducted to date have been limited to interviewing a limited sample of people to deter- mine a pass -by trip and diverted linked trip per- centage based on the interviews and relating the percentage to the size of the generator or shop- ping center. Some recent surveys also provided information on ADT, but not in sufficient detail 1-15 Institute of Transportation Engineers Figure VII -L• Identification of Pass -By and Diverted Linked Trip Volumes VD8 VD6 VD3 ROAD A I VC VD1-10- VD2 VD7 VD8 �D 1 ROAD B VD 10 _ � Q 11 1' _,.,O R O SiteV"Pb1 A Site 11 D Driveway 1 C Driveway 2 Rro x um tsrlwrJExlt LMN10V OnlyVD12 e"nts VO LPb2VD13 ROAD D VOA 7VD14 V D15 Lffitend VPb TOT La VOLPb1+ VOL Pb2+ VOLPb3 (VPH) VD TOT '1 VOLDI+ VOLD2+ VOLD .+VOLD15 (VPH) Trip Generation, 5th Ed. Update, Feb. 1995 1-16 Institute of Transportation Engineers 1 to identify traffic volume related to true pass -by trips and diverted linked trips. The data avail- able for the land uses presented in this update are contained in the following tables. Table VII -1 High -Turnover (Sit -Down) Good correlation between the pass -by trip percentage and size of the generator has been illusive. The database needs to be further expanded before better predictive relationships can be developed. Therefore, the user is cau- tioned to use engineering judgment to establish the pass -by trip and diverted linked trip per- centage before application. Whenever possible, and especially at planned expansion to existing facilities, it is recommended that the pass -by trip and diverted linked trip percentages be deter- mined on the basis of site-specific data collected with the expanded forms provided. Trip Generation, 5th Ed. Update, Feb. 1995 Application of Pass -By Trip and Diverted Linked Trip Percentage Results Until the estimation methodology is further devel- oped, the results of the pass -by trip and diverted linked trip percentages may continue to be applied with caution, as explained herein. The pass -by trips and diverted linked trips estimated to enter and exit a development does not affect the driveway volumes but does affect the amount of traffic added to the adjacent street system. The following example and Figure VII -2 illustrate this point for pass -by trips. ■ The p.m. peak hour traffic passing a retail cen- ter is 1,200 vehicles per hour, as shown in Figure VII -2(a). a The driveway volumes are estimated to be 200 vehicles per hour entering and leaving the center as shown in Figure VII -2(b). ■ The pass -by trips are estimated to be 25 percent of the driveway volumes, as shown in Figure VII -2(b). • The trip distribution for the primary trips is shown in Figure VII -2(c). • The distribution of the pass -by trips is based on the volume of traffic passing the driveway, as shown in Figure VII -2(d). ■ The assignment of the pass -by trips is shown in Figure VII -2(f). ■ The final assignment of all the trips entering and leaving and passing the driveway is shown in Figure VII -2(g). Data Needs for Pass -By Trips and Diverted Linked Trips More data are needed to further quantify the pass - by trips and diverted linked trips for all land uses where this phenomenon exists. It is essential that the data in this report be expanded through the uniform collection of data suggested in the survey forms. Following is a questionnaire to be used for conducting interviews for the purpose of collecting pass -by trip and diverted linked trip data, and a summary form. The summary form is designed to list the summary of survey results, but must also provide information related to the generator, loca- tion and traffic volumes associated with both true pass -by trips and diverted linked trips. 1-17 Institute of Transportation Engineers Restaurant (832) P.M. Peak Hour Table VII -2 Fast -Food Restaurant with Drive -Through Window (834) A.M. Peak Hour Table VII -3 Fast -Food Restaurant with Drive -Through Window (834) P.M. Peak Hour Table VII -4 Gasoline/Service Station (844) A.M. Peak Hour Table VII -5 Gasoline/Service Station (844) P.M. Peak Hour Table VII -6 Gasoline/Service Station with Convenience Market (845) A.M. Peak Hour Table VII -7 Gasoline/Service Station with Convenience Market (845) P.M. Peak Hour Table VII -8 Convenience Market with Gasoline Pumps (853) A.M. Peak Hour Table VII -9 Convenience Market with Gasoline Pumps (853) P.M. Peak Hour Good correlation between the pass -by trip percentage and size of the generator has been illusive. The database needs to be further expanded before better predictive relationships can be developed. Therefore, the user is cau- tioned to use engineering judgment to establish the pass -by trip and diverted linked trip per- centage before application. Whenever possible, and especially at planned expansion to existing facilities, it is recommended that the pass -by trip and diverted linked trip percentages be deter- mined on the basis of site-specific data collected with the expanded forms provided. Trip Generation, 5th Ed. Update, Feb. 1995 Application of Pass -By Trip and Diverted Linked Trip Percentage Results Until the estimation methodology is further devel- oped, the results of the pass -by trip and diverted linked trip percentages may continue to be applied with caution, as explained herein. The pass -by trips and diverted linked trips estimated to enter and exit a development does not affect the driveway volumes but does affect the amount of traffic added to the adjacent street system. The following example and Figure VII -2 illustrate this point for pass -by trips. ■ The p.m. peak hour traffic passing a retail cen- ter is 1,200 vehicles per hour, as shown in Figure VII -2(a). a The driveway volumes are estimated to be 200 vehicles per hour entering and leaving the center as shown in Figure VII -2(b). ■ The pass -by trips are estimated to be 25 percent of the driveway volumes, as shown in Figure VII -2(b). • The trip distribution for the primary trips is shown in Figure VII -2(c). • The distribution of the pass -by trips is based on the volume of traffic passing the driveway, as shown in Figure VII -2(d). ■ The assignment of the pass -by trips is shown in Figure VII -2(f). ■ The final assignment of all the trips entering and leaving and passing the driveway is shown in Figure VII -2(g). Data Needs for Pass -By Trips and Diverted Linked Trips More data are needed to further quantify the pass - by trips and diverted linked trips for all land uses where this phenomenon exists. It is essential that the data in this report be expanded through the uniform collection of data suggested in the survey forms. Following is a questionnaire to be used for conducting interviews for the purpose of collecting pass -by trip and diverted linked trip data, and a summary form. The summary form is designed to list the summary of survey results, but must also provide information related to the generator, loca- tion and traffic volumes associated with both true pass -by trips and diverted linked trips. 1-17 Institute of Transportation Engineers Figure VII -2 A. BASE VOLUMES 0 # 1000 VPH 200 VPH .� C. PRIMARY TRIP PATTERN C F 20% EX 1 80% EN 20% EN 80% EX E. PRIMARY TRIP VOLUME ADJUSTMENT 8 99 '-150 x.80 - 120 150 x 20 - 30 G. FINAL VOLUMES 0 200 OUT F 4 200 IN �9w 38 192 -0' B. SITE GENERATION WITH PASS -BY TOTAL TRIPS TRIPS - 25% 200 VPH IN 50 VPH IN 200 VPH OUT so VPH OUT D. PASS -BY TRIP PATTERN 0 r � 1 83% EX 1 83% EN 17% EN 17% EX F. PASS -BY TRIP VOLUME ADJUSTMENT O JL 50x.83-42 •*- -a2 VPH 50x.17 -Ill - 8 vPH -000 APPLICATION OF PASS -BY TRIPS LEGEND EN - Enter EX — Exit Trip Generation, 5th Ed. Update, Feb. 1995 1-27 Institute of Transportation Engineers Figure VII -1A: Shopping Center Pass -By Trips (Weekday, P.M. Peak Hour of Adjacent Street Traffic) Average Pass -By Trip Percentage vs: 1000 Sq. Feet Gross Leasable Area On a: Weekday, P.M. Peak Hour of Adjacent Street Traffic Number of Studies: 45 Average 1000 Sq. Feet GLA: 326 r)nta Plot and Eauation 1-30Insdcuce of Transporncion Engineers Figure VII -1 B: Shopping Center Pass -By Tri s (Weekday, P.M. Peak our of Adjacent Street raffic) Average Pass -By Trip Percentage vs: Daily Traffic on Adjacent Roadway On a: Weekday, P.M. Peak Hour of Adjacent Street Traffic Number of Studies: 24 Average Daily Traffic on Adjacent Roadway: 36,174 Data Plot and Equation q H 70 60 so 40 90 20 10 x x x x X. ... . .............. X. .......... ...... 0 10000 20000 30000 40000 50000 60000 70000 80000 90000 X = Average Daily Traffic on Adjacent Roadway X Actual data Points Fitted Curve - - - - - Fitted Curve Equation: T = 1(157.357/X) + 0.0221"1 R2 - 0.26 Trip Gmffatim January 1991 I-31 CALCULATION OF INTERSECTION LEVEL OF SERVICE - YEAR 2000 WITH PROJECT A I A I co m C7 H F f ♦ ♦ • O bMO100010001 O m O N 01 • Ob MO + N M V' ' AO A01 • J= 11 • t a I N O I r A 01 010001 01000 " 001 UIb + N N 01 I • O Y + U 10 O 7OIM A • 11 A. A A • • N 1 01 • • 01 1 1 N N O O O I V� A Q • 4) 1 A 9 A A A O O I • m • + CD W 0 " 14)b A V r " ► + M # O I L1 7 V } ► 0101 + m 1 Urlo MMr OOr OOr Or Olflm 1 Obrm i N# MV' I ROAM* L k + -M ► F + 4) UrvA 1 O1A111 u100111 11100m a 001 d'W I N+ r! 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Peak Off -Peak P.M, Peak [Traffic Speeds 1 29.8 42.9 33.0 Roadwa T s I Paved without clearing) Paved with cleanin) _ -Unpaved Pm'ec1 Tmrrie Travel 7( VehicleFleetmix _ %Type Catalist Non-Catalist Diesel Passenger Vehicles _ Automobiles 83.40% 83.32% 0.00% 0.08% Light -Duly Trucks 16.18% 16.17% 0.00% 0.01% Motorcycles 0.41% 0.00% 100.00% 0.00% Buses 0.01% 000% 0,00% ;100.00% 'Trucks Medium -Duty Trucks 35.83% 16.49% 7.40% #NAME? Heav -Dul Trucks 64,17% 29.53% 13.25% #NAME? Project Vehicular Emissions Emissions in Pounds r Da Vehicle Fuel CO VOC NO, Miles Gal/Dav 202 _ Commercial Retail 2,183.7 118.4 147.4 14.5 3,127.2 119,117 22,631 216 Auto Dealership 1,102.5 70.7 126.7 11.4 3,605.5 73,897 13,738 0 0 0 0 0 0 0 0 0 0 TOTALS I 3,286.J I J 89.J 1 274.21 25.8 6.7 2.81 193,015 36 3fi9 J Table AQ -11 EMISSIONS FROM ON -ROAD VEHICLE TRAVEL (SCAQMD CEQA Air Quality Handbook Tables A9.5 & A9-9) Project Name: The Centre at La Quints - Development Scenario 4 Analysis Year: 2005 Project Location: Trips per Orange County % % Diverted Imcmal Los Angeles County [A Riverside County % Truck Trips San Bernardino Co Commercial Retail N EMFAC7 Model: EMFAC7EP Ref No, Land Use Res/ Non -Res Units/ ADT NOV 1000 SF Rates Rates Trips per % ADT I Pass -By % % Diverted Imcmal I New Tris NOV % Work I % Std Tris Cold % Std Hot % Truck Trips 202 Commercial Retail N 850.1 31.75 15.88 1000 SF 26,991 0% 25% 0% 20,243 13,495 2.0% 80,0% 20.0% 2.1% Trip Types _ Residential Non -Residential _- Home to Work Home to Shop Home to Other Work Non -Work Pass-Bv Diverted Trip Length (miles) 11.48 5.94 7.37 17.15 9.21 0.05 0.40 Percent Trip 13.3% 21.3% 6-5.4% Timc of Da A.M. Peak Off -Peak P.M. Peak Traffic S2yds 29.8 429 33.0 [RoadwayT_ypes Paved (without cleanin Paved (with cleanin) Unpaved Proiect Traffic Travel X VehicleFleelmix _ % T= Catalist Non-Catalisl_ Diesel Passenger Vehicles vOC NO SO PM, Automobiles 83.40% 83,32% 0.00% 0.08% Light -Duty Trucks 16.18% 16.17% 0.00% 0.01% Motorcycles 0.41% 0.00% 100,00% 0.00% Buses 0.01% 0.00% 0.00% 100.00% Trucks 0 Medium -Duty Trucks 35.83% 16.49% 7.40% #NAME? Heavy -Duty Trucks 64.17% 29.53% ]3.25% #NAME? Project Vehicular Emissions Emissions in Pounds r Da Vehicle Fuel CO vOC NO SO PM, Miles Gal/Da 202 Commercial Retail 3,545.4 192.2 239.4 23.5 5,077.4 193,399 36,744 0 0 0 0 0 0 0 0 0 0 0 TOTALS 3545.4 192.2 239.4 23.5 5.077.4 193,399 36744 Table AQ -12 EMISSIONS FROM ELECTRICITY AND NATURAL GAS CONSUMPTION (SCAQMD CEQA Air Quality Handbook Tables A9-11 and A9-12) Project Name: The Centre at La Quinta - Development Scenario 4 Service Area: SCE Land Use Type Code Units/ SF kWh/Year cf/Month Electricity Emissions in Pounds per Da Natural Gas Emissions in Pounds per Da CO VOC NO, SO, PM o CO I VOC NO. I SO PM Commercial Retail 7 850,100 10,031,180 2,465,290 5.5 0.3 31.6 3.3 1.1 1.6 0.4 9.9 0.0 0.0 TOTALS Cubic Feet/Square Foot/Month 4.8 Retail 1Q031.180 2,465,290 5.5 0.3 31.6 3.3 1.1 ].6 0.4 9.9 0.0 0.0 Conversion Facrnrc Land Use Type 1. Natural Gas Emission Factors Elctricity Demand Conversion Factors _ Natural Gas Consumption Conversion Factors ty Unit Tvpe ISCF JDWP I Usea a Factor Residential Single Family 1 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 6,665.0 Multi -Family (<5) 2 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 4,105.0 Multi -Family (5+) 3 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 3,918.0 Food Store 4 Kilowatt-hour/Square Feet/Year 51.4 55.2 Cubic Feet/Square Foot/Month 2.9 Restaurant 5 Kilowatt-hour/Square Feet/Year 47.3 47.6 Cubic Feet/Square Foot/Month 2.9 Hospitals 6 Kilowatt-hour/Square Feet/Year 17.9 25.5 Cubic Feet/Square Foot/Month 4.8 Retail 7 Kilowatt-hour/Square Feet/Year 11.8 15.3 Cubic Feet/Square Foot/Month 2.9 College/University 8 Kilowatt-hour/Square Feet/Year 11.6 11.5 Cubic Feet/Square Foot/Month 2.0 High School 9 Kilowatt-hour/Square Feet/Year 8.8 12.2 Cubic Feet/Square Foot/Month 2.0 Elementary School 10 Kilowatt-hour/Square Feet/Year 6.31 5.5 Cubic Feet/Square Foot/Month 2.0 Office 11 Kilowatt-hour/Square Feet/Year 8.8 17.1 Cubic Feet/Square Foot/Month 2.0 Hotel/Motel 12 Kilowatt-hour/Square Feet/Year 6.8 13.1 Cubic Feet/Square Foot/Month 4.8 Warehouse 13 Kilowatt-hour/Square Feet/Year 3.4 5.3 Cubic Feet/Square Foot/Month 2.0 Miscellaneous 1 141 Kilowatt-hour/Square Feet/Year 8.8 12.2 Cubic Feet/Customer/Month 241,611.0 Emission Factors for Each Criteria Pollutant from Consumption of Electricity and Natural Gas Electricity Emissions Factors Emission Factors CO VOC NO SO PM 1. Natural Gas Emission Factors CO VOC NO SO PM Residential Uses 0.20 0,01 1.15 0.12 Nonresidential Uses 0.20 0_01 1.15 0.12 0.04 0.04 20.0 5.3 80.0 0.0 0.2 20.0 5.3 120.0 0.0 0.2 J Table AQ -3 EMISSIONS FROM ELECTRICITY AND NATURAL GAS CONSUMPTION (SCAQMD CEQA Air Quality Handbook Tables A9-11 and A9-12) Project Name: The Centre at La Quinta - Development Scenario I Service Area: SCE Land Use Type Code Units/ SF kWh/Year cf(Month Electricity Emissions in Pounds Per Day Natural Gas Emissions in Pounds Per Day CO VOC I NO SO PM CO I VOC I NO SO, I PM„ Commercial Retail 7 400,000 4,720,000 1,160,000 2.6 0.1 14.9 1.6 0.5 0.8' 0.2 4.6 0.0 0.0 Auto Dcalership 7 275,000 3,245,000 797,500 1.8 0.1 10.2' 1.1 0A 0.5 O,1 3.2 0.0 0.0 TOTALS Hospitals 6 7.965.000 1,957.5001 4.4 0.21 25.1r7 2.6 0.9 1.3 0.3 7.8 0.0 0.0 Conversion Factors 1 -and U.wZKPe Code Elctricity Demand Conversion Factors CO Natural Gas Consum tion Conversion Factors Electricity Unit Type SCE DWT Usea e Factor Residential PM Residential Uses Nonresidential Uses 0.20 I 0.20 0.01 1.15 0.01 1.IS 0.12 0.12 0,04 0.04 Single Family 1 Kilowatt-hour/Unit[Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 6,665.0 Multi -Family (<5) 2 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 4,105.0 Multi -Family (5+) 3 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 3,918.0 Food Store 4 Kilowatt-hour/Square Feet/Year 51.4 55.2 Cubic FeeUSquare Foot/Month 2.9 Restaurant 5 Kilowatt-hour/Square Feeffear 47.3 47.6 Cubic Feet/Square Foot/Month 2.9 Hospitals 6 Kilowatt-hour/Square Feet/Year 17.9 25.5 Cubic Feet/Square Foot/Month 4.8 Retail 7 Kilowatt-hour/Square Feet/Year 11.8 15.3 Cubic Feet/Square Foot/Month 2.9 College/University 8 Kilowatt-hour/Square Feet/Year 11.6 11.5 Cubic Feet/Square Foot/Month 2.0 High School 9 Kilawatt-hourlSquare Feet/Year 8.8 12.2 Cubic Feet/Square Foot/Month 2.0 Elementary School 10 Kilowatt-hour/Square Feet/Year 6.3 5.5 Cubic Feet/Square Foot/Month 2.0 Office 11 Kilowatt-hour/Square Feet/Year 8.8 17.1 Cubic Feet/Square Foot/Month 2.0 HoteUMotel 12 Kilowatt-hourlSquare Feet/Year 6.8 13.1 Cubic FeeUSquare Foot/Month 4,8 Warehouse 13 Kilowatt-hour/Square Feet/Year 3.4 5.3' Cubic Feet/Square Foot/Month 2.0 Miscellaneous I 14 Kilowatt-hour/5 uare Feet/Ycar 8.8 12.2 Cubic Feet/Customer/Month 241,611.0 Emission Factors for Each Criteria Pollutant from Consumption of Electricity and Natural Gas Emission Factors ElectricityEmissions Factors Natural Gas Emission Factors CO VOC I NO SO PM CO I VOC I NO SO PM Residential Uses Nonresidential Uses 0.20 I 0.20 0.01 1.15 0.01 1.IS 0.12 0.12 0,04 0.04 20.0 5.380.0 20.0 5.3 0.0 120.0 0.0 0.2 0.2 Table AQ -1 SUMMARY OF ESTIMATED DAILY OPERATION -RELATED EMISSIONS Project Name: The Centre at La Quinta - Development Scenario 1 Emissions in Pounds per Day CO VOC NO, SO PM„ Land Use Commercial Retail Vehicular Sources 2,183.7 118.4 147.4 14.5 3,127.2 Energy Generation and Use 34 Q,2 19,5 L6 Q5 Subtotals 2,187.0 118.7 167.0 16.0 3,127.8 Auto Dealership Vehicular Sources 1,102.5 70.7 126.7 11.4 3,605.5 Energy Generation and Use 21 U 134 j 1 !14 Subtotals 1,104.8 70.9 140.2 12.4 3,605.9 Project Totals Vehicular Sources 3,286.1 189.1 274.2 25.8 6,732.8 Energy Generation and Use 5.7 0.6 32.9 2.6 0.9 TOTALS 3.291.8 189.6 307.1 28.4 6.733.6 SCA MD Thresholds (lbs/da) 550.0 75.0 _ 100.0 150.0 150.0 Project's Significance (Yes or No) YES YES YES NO YES Table AQ -2 EMISSIONS FROM ON -ROAD VEHICLE TRAVEL (SCAQMD CEQA Air Quality Handbook Tables A9.5 & A9-9) Project Name: The Centre at La Quinta - Development Scenario I Analysis Year: 2005 Project Location: ADT Rates Orange County Trips per Los Angeles County % % % New Pass-Bv Diverted Internal Tris Riverside County X San Bernardino Co % Truck Trips EMFAC7 Model: EMFAC7EP Ref No- Land Use Res/ Units/ Non -Res 1000 SF ADT Rates NOV Rates Trips per ADT % % % New Pass-Bv Diverted Internal Tris % Work NOV Tris % Std Cold % Std Hol % Truck Trips 202 Commercial Retail N 400 41.56 20-78 1000 SF 16,624 0% 25% 0% 12,468 8,312 20% 80.0% 20,0% 2.1% 216 Auto Dealership N 275 37.50 18.75 1000SF 10,313 0% 25% 0% 7,735 5,157 2.0% 500% 50.0% 8.0% Trip Types __. _ Residential Non -Residential Home to Work Home to Shop Home to Other Work Non -Work I Pass -By Diverted Trip Length (miles) Percent Tri 11.48 5.94 7.37 17.15 9-21 0.05 0.40 13.3% 21.3% 65.4% Time of Da A.M. Peak _ _ Off -Peak P.M. Peak Traffic Sds 29.8 429 330 Roadwa T s Paved without cleaning) Paved (with cleaning) Unpaved Pra'txt Tntffic Travel X VehicleFleetmix %T Catalist Non-Catalist Diesel Passenger Vehicles _ VOC NO Automobiles 83.40% 83.32% 0.00% 0.08% Light -Duty Trucks 16.18% 16.17% 0.00% 0.01% Motorcycles 0.41% 0.00% 100.00% 0.00% Buses 0.01% 0.00% 0.00% 100.00% Trucks 70.7 126.7 11.4 Medium -Duty Trucks 35.83% 16.49% 7.40% #NAME? Heavy -Duty Trucks 64.17% 29.53% 1325% #NAME'.? Project Vehicular Emissions Emissions in Poundsr Dav Vehicle Fuel CO VOC NO SO PMS Miles Gal/Da 202 Cornmemial Retail 2,183.7 118.4 147.4 14.5 3,127.2 119,117 22,631 216 Auto Dealership 1,1025 70.7 126.7 11.4 3,605,5 73,897 13,738 0 U 0 0 0 0 0 0 0 4 TOTALS 1 3,286.11 J89.1 274.2 25.8 6,732.8 193,015 36 369 u Table AQ -3 EMISSIONS FROM ELECTRICITY AND NATURAL GAS CONSUMPTION (SCAQMD CEQA Air Quality Handbook Tables A9-11 and A9-12) Project Name: The Centre at La Quinta - Development Scenario 1 Service Area: SCE Land Use Type Code' Units/ SF I kWh/Year I f/Mnnth Commercial Retail 7 400,000 4,720,000 1,160,000 Auto Dealership 7 275,000 3,245,000 797,500 1.957 Conversion. Factors Electricity Emissions in Pounds per Day I Natural Gas Emissions in Pounds er Day C( VOC NOSO Residential PM„ CO VOC I NO, SO PM„ 1.6 0.5 0.8 0.2 4.6 0.0 0.0 2.6 0.1 14.9 1.8 0.1 10.2 1.1 0.4 0.5 0.1 3.2 0.0 0.0 4.4 9.2 25.1 2.6 6 Kilowatt-hour/Square Feet/Year 17.9 25.5 Cubic Feet/Square Foot/Month 4.8 Retail 7 Land Use Tv a Code Elctricity Demand Conversion Factors Residential Uses 0.20 0.01 1.15 0.120.04 Nonresidential Uses _ 0.20 0.01 1.15 0.12 0.04 Natural Gas Consumption Conversi_o_n Factors Electricity Unit Tye SCE DWP Usea a Factor Residential _ Single Family 1 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 6,665.0 Multi -Family (<5) 2 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 4,105.0 Multi -Family (5+) 3 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 3,918.0 Food Store 4 Kilowatt-hour/Square Feet/Year 51.4 55.2 Cubic Feet/Square Foot/Month 2.9 Restaurant 5 Kilowatt-hour/Square Feeffear 47.3 47.6 Cubic Feet/Square Foot/Month 2.9 Hospitals 6 Kilowatt-hour/Square Feet/Year 17.9 25.5 Cubic Feet/Square Foot/Month 4.8 Retail 7 Kilowatt-hour/Square Feet/Year 11.8 15.3 Cubic Feet/Square Foot/Month 2.9 College/University 8 Kilowatt-hour/Square FeedYear 11.6 11.5 Cubic Feet/Square Foot/Month 2.0 High School 9 Kilowatt-hour/Square Feet/Year 8.8 12.2 +Cubic Feet/Square Foot/Month 2.0 Elementary School 10 Kilowatt-hour/Square Feet/Year 6.3 5.5 Cubic Feet/Square Foot/Month 2.0 Office 11 Kilowatt-hour/Square Feet/Year 8.8 17.1 Cubic Feet/Square Foot/Month 2.0 Hotel/Motel 12 Kilowatt-hour/Square Feet/Year 6.8 13.1 Cubic Feet/Square Foot/Month 4.8 Warehouse 13 Kilowatt-hour/Square Feet/Year 3.4 5.3 (Cubic Feet/Square Foot/Month 2.0 Miscellaneous 14 Kilowatt-hour/Square Feet/Year 8.8 12.2 Cubic Feet/Customer/Month 241,611.0 Emission Factors for Each Criteria Pollutant from Consumption of Electricity and Natural Gas Electricity Emissions Factors Emission Factors CO VOC I NO SO PM Natural Gas Emission Factors CO I VOC I NO, SO PM Residential Uses 0.20 0.01 1.15 0.120.04 Nonresidential Uses _ 0.20 0.01 1.15 0.12 0.04 20.0 5.3 80.0 0.0 0.2 20.0 5.3 120.0 0 0 0.2 APPENDIX C Noise Calculations Table N-1 NOISE LEVEL CONTOURS - Future (Year 2005) On -Site ADT Volumes J J � J Design Vehicle Mix Distance from Center of Roadway ROADWAY NAME Median ADT Speed Alpha Medium Heavy CNEL at DISTANCE TO CONTOUR Segment Lanes Width Volume (mph) Factor Trucks Trucks 75 Feet 75 CNEL 70 CNEL 65 CNEL 60 CNEL STATE ROUTE 111 east of Adams St. 4 12 28,900 50 0 6.4% 4.8% 73.3 160 497 1,543 east of Project Entrance 4 12 32,900 50 0 6.4% 4.8% 73.9 182 564 1,753 ADAMS STREET south of SR -111 4 12 9,200 40 0 1.0% 0.6% 62.1 121 south of 47th Ave. 4 12 6,200 40 0 1.01% 0.6% 60A 82 (1) Distance to centerline of roadway. = contour is located within the roadway lanes or within 75 feet of the roadway centerline. Assumed 24 -Hour Traffic Distribution: Day Evening Night Total ADT Volumes 77.70% 12.70% 9.60% Medium -Duty Trucks 87.43% 5.05% 7.52% Heavy -Duty Trucks 89.10% 2.84% 8.06% J J � J Table N-2 NOISE LEVEL CONTOURS - Future (Year 2005) Off -Site ADT Volumes With Project J J J Design Dist. from Barrier Vehicle Mix ROADWAY NAME Median ADT Speed Center to Alpha Attn. Medium Heavy dB(A) Segment Land Use Lanes Width Volume (mph) Receptor Factor dB(A) Trucks Trucks CNEL ADAMS STREET south of SR -111 Planned Residential 4 12 9,200 40 75 0.5 -6 1.0% 0.6% 55.3 south of 47th Ave. Residential 4 12 6,200 40 75 0.5 -6 1.0% 0.6% 53.6 WASHINGTON STREET south of SR -111 Residential 4 12 30,000 40 85 0.5 -6 1.0% 0.6% 59.5 south of 47th Ave. Residential 4 12 26,900 40 85 0.5 -6 1.0% 0.61% 59.1 south of 48th Ave. Residential 4 12 31,700 40 85 0.5 -6 1.0% 0.6% 59.8 4717H AVENUE east of Washington St. Residential 2 0 3,100 40 75 0.5 -6 1.0% 0.6% 50.3 48th AVENUE east of Washington St. Residential 4 12 5,600 40 85 0.5 -6 1.0% 0.6 % 52.3 east of Adams St. Residential 4 12 2,100 40 75 0.5 -6 1.0% 0.6% 48.9 east of Dune Palms Rd. Residential 4 12 2,400 40 75 0.5 -6 1.0% 0.6% 49.5 (1) Distance to centerline of roadway. Assumed 24 -Hour Traffic Distribution: Day Evening Night Total ADT Volumes 77.70% 12.70% 9.60% Medium -Duty Trucks 87.43% 5.05% 7.52% Heavy -Duty Trucks 89.10% 2.84% 8.06 J J J Table AQ -7 SUMMARY OF ESTIMATED DAILY OPERATION -RELATED EMISSIONS Project Name: The Centre at La Quinta - Development Scenario 3 Emissions in Pounds per Da Land Use CO VOC NO _ SO PM Commercial Retail Vehicular Sources 3,114.9 168.8 210.3 20.6 4,460.8 Energy Generation and Use L 0.6 a12 22 42 Subtotals 3,120.7 169.4 244.2 23.3 4,461.7 Auto Dealership Vehicular Sources 300.7 19.3 34.6 3.1 983.5 Energy Generation and Use 26 Ll 3-2 SLS 4u Subtotals 301.3 19.3 38.2 3.4 983.6' Project Totals Vehicular Sources 3,415.6 188.1 244.9 23.7 5,444.3 Energy Generation and Use 6.5 0.6 37.6 3.0 1.0 TOTALS 3.422.1 188.8 282.51 26.7 5.445.3 SCA MD Thresholds lbs/da 550.0 7501 Ifflni 150.0 150.0 Fro ect's Si niGcance (Yes ar No YES YES I YESJ NO YES Table AQ -8 EMISSIONS FROM ON -ROAD VEHICLE TRAVEL (SCAQMD CEQA Air Quality Handbook Tables A9-5 & A9-9) Project Name: The Centre at La Quinta - Development Scenario 3 Analysis Year: 2005 Project Location: Units/ADT 1000 SF Orange County NOV Rales Los Angeles County ADT Riverside County X San Bernardino Co NOV EMFAC7 Model: EMFAC7EP Ref No- Land Use _ Res/ Non -Res Units/ADT 1000 SF Rales NOV Rales Trips -per ADT % Pass -By % Diverted % New Internal Tris NOV %Work Trips %Sid %Sid Cold Hot %Truck -Trips 202 Commercial Retail N 695.2 34.11 17.06 1000 SF 23,713 0% 25% 0% 17,785 11,857 2.0% 80-0% 20-0% 2.1% 216 Auto Dealership N 75 37.51 18.75 1000 SF 2,813 0% 25% 0% 2,110 1,407 2.0% 50.0% 50.0% 8.0% Trip Types Residential Non -Residential _ Home to Work Home to Shop Home to Other - Work Non -Work Pass-Bv Diverted Trip Length (miles) 11.48 5.94 7,37 17.15 9,21 0.05 0.40 Percent Trip -_13.3% 21.3% 65.47 Time of Da A. M, Peak Off -Peak P -M_ Peak Traffic Speed s eeds 29.8 42-9 33.0 RoadwayTypes Paved wiiholn cicanio Paved (with cleaning) _ Un aved Pro'eclTrafFic Travel -- X VehicleFleetmix % Type Catalisl Non-Catalist Diesel Passenger Vehicles VOC N377 SO PM Automobiles 83.40% 83.32% 0.00% 0.08% Light -Duty Trucks 16.18% 16.17% 0.00% 0.01% Motorcycles 0.41% 0.00% 100.00% 0.00% Buses 0.01% 0,00% 0.00% 100.00% Trucks a Medium -Duly Trucks 35.83% 16.49% 7.40% #NAME? Heavy-DutyHcavy-Duty Trucks 64.17% 2953% 13.25% #NAME? Project Vehicular Emissions Emissions in Pounds Ler Day Vehicle Fuel CO VOC N377 SO PM Miles Gal/Da 202 _ Cummcrcia9 Retail 3,114.9 168.8 210.3 20.6 4,460.8 169,915 32,282 216 Autn Dealership 300.7 19.3 34.6 3.1 983.5 20,156 3,747 a 0 a a a a 0 0 0 TOTALS 1 3.415.61 188.11 244.91 190,071 36 029 Table AQ -9 EMISSIONS FROM ELECTRICITY AND NATURAL GAS CONSUMPTION (SCAQMD CEQA Air Quality Handbook Tables A9-11 and A9-12) Project Name: The Centre at La Quinta - Development Scenario 3 Service Area: SCE conversion Factors ounds ver Day I Natural Gas Emissions in Pounds ver Dav SO PM CO I VOC 11 NO SO PM" 0.4 8.1 0.0 0.0 2.7 0.9 1.3 0.3 0.1 0.1 0.0 0.9 0.0 0.0 3.0 1.0 L5 0.4 8.9 0,0 0.0 Elctricity Demand Conversion Factors Land Use Type Code Electricitv Unit Tvve SCE IDWP Natural Gas Consumption Conversion Factors CO VOC I NO SO PM„ UseA a Factor Residential - Single Family I Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 6,665.0 Multi -Family (<5) 2 Kilowatt-hour/Unit/Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 4,105.0 Multi -Family (5+) 3 Kilowatt-hour/Unit(Year 6,081.0 5,172.0 Cubic Feet/Unit/Month 3,918.0 Food Store 4 Kilowatt-hour/Square Feet/Year 51.4 55.2 Cubic Feet/Square Foot/Month 2.9 Restaurant 5 Kilowatt-hour/Square Feet/Year 47.3 47.6 Cubic Feet/Square Foot/Month 2.9 Hospitals 6 Kilowatt-hour/Square Feet/Year 17.9 25.5 Cubic Feet/Square Foot/Month 4.8 Retail 7 Kilowatt-hour/Square Feet/Year 11.8 15.3 Cubic Feet/Square Foot/Month 2.9 College/University 8 Kilowatt-hour/Square Feet/Year 11.6 11.5 +Cubic Feet/Square Foot/Month 2.0 High School 9 Kilowatt-hour/Square Feet/Year 8.8 12.2 +Cubic Feet/Square Foot/Month 2,0 Elementary School 10 Kilowatt-hour/Square Feet/Year 6.35.5 Cubic Feet/Square Foot/Month 2,0 Office 11 Kilowatt-hour/Square Feet/Year 8.8 17.1 Cubic Feet/Square Foot/Month 2.0 Hotel/Motel 12 Kilowatt-hour/Square Feet/Year 6.8 13.1 Cubic Feet/Square Foot/Month 4.8 Warehouse 13 Kilowatt-hour/Square Feet/Year 3.4 5.3 Cubic Feet/Square Foot/Month 2,0 Miscellaneous 141 Kilowatt-hour/Square Feet/Year 8.8 12.2 Cubic Feet/Customer/Month 241.611.0 Emission Factors for Each Criteria Pollutant from Consumption of Electricity and Natural Gas Electricity Emissions Factors Emission Factors CO VOC NO SO PM Natural Gas Emission Factors CO VOC I NO SO PM„ Residential Uses 0.20 0.01 1.15 0.12 0.04 Nonresidential Uses 0.20 0.01 1.15 0.12 0.04 20.0 5.3 80.0 0.0 0.2 20.0 5.3 120.0 QO 0.2 Table AQ -10 SUMMARY OF ESTIMATED DAILY OPERATION -RELATED EMISSIONS Project Name: The Centre at La Quinta - Development Scenario 4 Land Use Emissions in Pounds per Ila co VOC NQ SCl PM, Commercial Retail Vehicular Sources Energy Generation and Use Subtotals 3,545.4 7-1 3,552.5 192.2 fu 192.9 239.4 l 280.9 23.5 1-1 26.8 5,077.4 L.L 5,078.5 Project Totals Vehicular Sources Energy Generation and Use 3,545.4 7.1 192.2 0.7 239.4 41.5 23.5 3.3 5,077.4 1.1 TOTALS 3,552.5 192.9 280.9 26.8 5.078.5 SCA MD Thresholds (lbs/d# 550.0 75.0 100.0 150.0 150.0 Pixjeci's Significance (Yes or No) YES YES YES NnI YES