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HomeMy WebLinkAboutPRESENTATION 04-19-93PRESENTATION 4-19-03 inter -Com DATE: APRIL 19, 1993 11P- TO: WILLIAM A. HUSTON, CITY MANAGER FROV,: PUBLIC WORKS DEPARTMENT/ENGINEERING DIVISION SUBJECT: MOULTON PARKWAY SUPER (SMART) STREET - ENVIRONMENTAL IMPACT REPORT (EIR) (P•W. FILE NO. 2327) The Moulton Parkway Super (Smart) Street Project involves improving an approximately 25 mile long roadway corridor which traverses the Cities of Santa Ana, Tustin, Irvine, unincorporated Orange County, Laguna Hills, Laguna Niguel, and Dana Point. The Project's goal is to increase roadway traffic capacity and improve traffic flow through measures such as traffic signal coordination, bus turnouts, parking restrictions, intersection improvements, driveway consolidation, and additional travel lanes. The Moulton Parkway Super (Smart) Street Project area consists of approximately 25 miles of "Moulton Parkway" beginning at Main Street in the City of Santa Ana to the north, where it is known as Edinger Avenue, and extends south through Tustin, Irvine (Irvine Center Drive), Laguna Hills (Moulton Parkway),LagunaNiguel (Moulton Parkway and Golden Lantern) to Del Prado Avenue in the City of Dana Point (Golden Lantern). The Project area also includes unincorporated areas of the County of Orange (including Leisure World in the Laguna Hills area). A copy of the Executive Summary from the noted Environmental Impact Report (EIR), including a complete project description, is attached for your information. The County of Orange is the lead agency for the subject project and has retained the firm of Robert Bein, William Frost & Associates as consultants for the preparation of the necessary environmental documents for the Moulton Parkway Super (Smart) Street Project. The Project EIR will analyze the proposed improvement project and its potential significant effects on the environment. The City of Tustin received the EIR for this project on March 31, 1993, and a copy is available for viewing at the Engineering Division of the Public Works Department. The County of Orange has also made the EIR available for public viewing at various County libraries. The EIR will be circulated for public comments for a period of sixty (60) days beginning March 31, 1993. A revised project EIR schedule has been attached for your information. -- The Tustin public workshop for this project, held on April 1, 1993, was attended by five City of Tustin residents, three Orange County project administrators and their consultant, and two representatives from the City's Engineering Division. The residents represented the Tustin Meadows, Peppertree, and Laurelwood Homeowners Associations. The County staff gave a brief presentation of the Project including a video presentation, and held a question and answer period for those in attendance. Any comments on the EIR should be directed to the City during the comment period. Robert S. Ledendecker Doug as R. Anderson Director of Public Works/ Transportation Engineer City Engineer RSL:DA:klb:pcmltn Attachments Lxecumvc Summon 1.0 EXECUTIVE SUMMARY 1.1 PROJECT SUMMARY The Moulton Parkway Super Street Project area consists of approximately 24.5 linear miles of existing roadway extending from the City of Santa Ana to the City of Dana Point within the County of Orange, California. Although Moulton Parkway is a continuous street, it is known by several names depending on the various jurisdictional boundaries. The roadway is referred to as "Edinger Avenue" in the Cities of Santa Ana and Tustin; "Irvine Center Drive" in the City of Irvine; "Moulton Parkway" in the City of in Laguna Hills, unincorporated areas of Orange County and parts of the City of Laguna Niguel; and "Street of the Golden Lantern" in Laguna Niguel and Dana Point. The project begins with the westernmost boundary located at Main Street in the City of Santa Ana, continues south through the Cities of Tustin and Irvine as well as through unincorporated portions of Orange County and travels through unincorporated County areas, including Leisure World, and the Cities of Laguna Hills and Laguna Niguel. The project terminates at Del Prado Avenue (southbound Pacific Coast Highway) in the City of Dana Point. Background In 1982, the Orange County Transportation Authority (OCTA), formerly the Orange County Transportation Commission (OCTC), performed a "High Flow Arterial Concept Feasibility Study" which indicated that substantial improvements in reducing vehicle delay, number of stops, fuel consumption, and vehicle emissions can be achieved through the implementation of the high-flow arterial ("Super Street") concept. The Super Street concept is a method of reducing traffic congestion in Orange County by acting as a complement to the highway system. . Due to the rapid development in South Orange County and the projected growth in traffic volumes, the Moulton Parkway Super Street project was recommended to relieve existing and future traffic congestion and improve air quality along the 24.5 -mile route. Project implementation will improve traffic flow through additional tum lanes, intersection _. widening, including 4 through lanes at some major intersections (tapering to the three through lanes in each direction beyond the intersection), additional through lanes where three through lanes do not exist, parking, and traffic signal synchronization. A primary objective of the project is to design improvements to achieve City/County level of service JN 28261 1.0-1 Executive Summary (LOS) standards of LOS C at mid -block locations (links) and LOS D at intersections (see Table 5.5-1a sets for LOS descriptions). The portions of the project route between Main Street and Grand Avenue in Segment A (Santa Ana), and between Pacific Coast Highway and Del Prado Avenue in Segment I (Dana Point) as designated as a Primary Arterial. The remaining project route is designated as a Major Arterial in the Orange County Master Plan of Arterial Highways (MPRH) and the Circulation Elements of the Cities' General Plans. The Orange County Transportation Element defines a Major and a Primary arterial as follows: • Major Arterial Highway - A Major Arterial is designated as a six -lane divided roadway, with a typical right-of-way width of 120 feet and a roadway width from curb to curb of 102 feet, including a 14 -foot median. A Major Arterial is designed to accommodate between 30,000 and 45,000 vehicle trips per day at LOS C. Major Arterials carry a large volume of regional through traffic not handled by the freeway system. • Primary Arterial Highway - A Primary Arterial is a four -lane divided roadway, with a typical right-of-way width of 100 feet and a roadway width from curb to curb of 84 feet, including a 14 -foot median. A Primary Arterial is designed to accommodate between 20,000 and 30,000 vehicle trips per day at LOS C. A Primary Arterial's function issimilar to that of a Major Arterial. The principal difference is capacity. A feasibility study was conducted for Moulton Parkway in 1982 which proposed roadway and intersection improvements between Lake Forest Drive and Oso Parkway. The methodology recommended by this study to achieve the goal was the upgrading of the roadway from four lanes to six lanes, and widening of the intersections. The M9ulton Parkway Super Street Project Report was completed in February, 1993, and documents the findings and analysis completed for the Moulton Parkway Super Street and presents an overview of existing and future traffic conditions on Moulton Parkway from Main Street to Del Prado Avenue (Pacific Coast Highway). The goal of the Moulton Parkway Super Street Project Report was the development of conceptual (preliminary) engineering plans for the Maximum Operational Section (MOS) and Local Jurisdictional Section Alternatives (L -JOS), and the creation of a phasing plan for the Super Street development. The Project Report was prepared concurrently with the EIR. Both must be completed and approved before construction can begin on the Moulton Parkway Super Street project. JN 28261 1.0-2 Fsecurivc Summan The OCTA has designated the Counn of Orange to serve as the Lead Agency under the Califorr.:a Environmental Quality Act (CEQA). The County will perform all Project Management functions including, but not limited to, CEQA document preparation, coordination with affected cities, and presentations to the cities, OCTA, and the public. As identified in the Notice of Preparation/Initial Study (NOP/1S), distributed on May 7, 1992, the Moulton Parkway Super Street Draft EIR originally intended to analyze two co- equal project alternatives throughout the document; the Maximum Operational Section (MOS) .Alternative and the Local -Jurisdictional Operational Section (L -JOS) Alternative. However, numerous comments regarding the MOS Alternative received from City officials and residents during the public scoping process, substantially challenged the MOS alternative. As a result of the scoping process, the County has modified the EIR to address only the L -JOS Alternative as the primary project alternative. The Project The Local -Jurisdictional Operational Section (L -JOS) Alternative is so designated because it includes improvements on Moulton Parkway consistent with the development plans and - goals of each jurisdiction (cities and county) along the project route. The L -JOS Alternative includes 6 -lane typical cross-sections (three thru-lanes in each direction) with added improvements at the intersections. Intersection improvements include 4 through lanes, free right -turn lanes and dual left -turns. The L -JOS Alternative is consistent with the Master Plan of Arterial Highways (MPAH), the County of Orange's long-range circulation plan, and the Circulation Element of the Cities' General Plans. The proposed improvements under the L -JOS are preliminary design plans and represent worst-case improvements. Each jurisdiction may elect to implement lesser improvements. Between Main Street and Grand Avenue, the L -JOS Alternative proposes to restripe Moulton Parkway to a six -lane divided roadway. Between Grand Avenue and Pacific Coast Highway, the L -JOS Alternative recommends additional through lanes to bring Moulton Parkway up to its current designation of a six -lane divided Major Arterial Highway. Limited sections of the roadway in Tustin, Irvine, Laguna Hills, Laguna Niguel, and Dana Point are not recommended for the previously described modifications as they already meet the designation of a six lane divided Major Arterial Highway. The addition of through lanes are recommended as a means to enhance Level of Service (LOS) conditions on Moulton Parkway at general plan buildouts (post -2010). The project will also involve the implementation of traffic management measures, which are defined as non -capital intensive steps to enhance traffic flow. These measures include closure of median breaks, JN wc_<, 1.0-3 Executive Summon. consolidation of driveways, removal of on -street parking, and provisions for bus turnout lanes. Except for the City of Santa Ana, the typical cross-sections for the L -JOS Alternative also include bicycle lanes. This project alternative will provide for continuous Class II (on -street) bicycle lanes along Moulton Parkway from the future extension of Newport Avenue (east of SR -55 Freeway) to Pacific Coast Highway in the City of Dana Point. Between Main Street and Newport Avenue, bicycle lanes could be provided (during the restriping or modification of this segment) through a three-step implementation process. This process would involve (a) through lane width reduction from 12 feet to 11 feet; (b) raised or striped median width reduction from 14 feet to 12 feet; and (c) the possible reconstruction of narrower sidewalks. Grade Separations Certain intersections along Moulton Parkway, where traffic demand is projected to be significantly in excess of intersection capacity, are considered as candidates for the construction of arterial grade separated interchanges (flyovers), a bridge type structure which carries traffic on one major arterial over or under the other arterial. On May 14, 1992, the Transportation Corridor Agencies (TCA) approved implementation of the proposed Eastern Transportation Corridor (ETC) which is designed to have a southern terminus just south of the Jamboree Road/I-5 undercrossing (commonly referred to as the ETC West Leg). To continue the flow of traffic from the ETC onto Jamboree Road, the construction of a grade separated structure or "flyover' at the Edinger Avenue/Jamboree Road intersection is a required Condition of Approval for the implementation of the ETC West Leg. Prior to, or concurrent with the opening of the ETC West Leg to traffic, the Jamboree Road flyover at Edinger Avenue will need to be constructed by the TCA. This EIR will analyze the potential impacts associated with this committed project. Other potential locations for grade separated intersections along the Moulton Parkway Super Street include: Grand Avenue, Red Hill Avenue, Tustin Ranch Road, Harvard Avenue, Lake Forest Drive, Alicia Parkway, La Paz Road and Crown Valley Parkway. Of the candidate intersections, Red Hill Avenue was determined to derive the maximum benefit from a grade separated interchange. Conceptual plans for three flyover alternatives at Edinger Avenue/Red Hill Avenue were prepared. Due to the utility and rail line limitations at this intersection, the first two alternatives were rejected. The third flyover JN 28261 1.0-4 Execuri e Summan alternative proposes to elevate Red Hill Avenue 16 feet above both Edinger Avenue and the AT&SF rail line. Two conceptual designs are proposed for this alternative. These include the Urban Interchange (Diamond) design and the Industrial Drive Loop design. It should be noted that the proposed flyer is not considered a committed project. It should be noted that these grade separations are not a part of the L -JOS Alternative and should be regarded as separate projects. Funding Potential funding sources for the Moulton Parkway Super Street include local, state, and federal funds. The majority of funds for the Moulton Parkway Super Street improvements are expected to come from the Measure M Super Street Program revenues, which are allocated by the Orange County Transportation Authority (OCTA) on a merit basis. If the designated Super Street funds are not sufficient to cover all the costs of the Moulton Parkway improvements, additional Measure M funds which this project may be eligible for include Regional Significant Interchanges, Intersection Improvement Program, Traffic Signal Coordination, and Transportation Systems Management and Demand Management. Objectives The project objectives of the Moulton Parkway Super Street improvements include: Implement roadway improvements consistent with the County Master Plan of Arterial Highways (MPAH) and the General Plan - Circulation Elements; Construct improvements which implement the objectives of the Congestion Management Program (CMP) and County and Cities Growth Management Elements; Reduce existing and projected traffic congestion at key intersections and links along the project route; and Facilitate transit operations along the Project route. JN 28261 1.0-5 Executive Summon Project Segments Throughout this EIR, the Moulton Super Street project will be discussed in terms of project segments. The segments are: SEGMENT A (Santa Ana) B (Tustin) C (Irvine) D (County - uninc.; E (Irvine) F (County - uninc.) G (Laguna Hills) H (Laguna Niguel) I (Dana Point) BEGIN TERMINUS Main Street to 55 Freewav 55 Freeway to Harvard Avenue Harvard Avenue to Sand Canyon Avenue Sand Canyon Avenue to Laguna Freeway Laguna Freeway to Lake Forest Drive Lake Forest Drive to Via Lomas Via Lomas to Proposed San Joaquin Hills Transportation Corridor (SJHTC) SJHTC to Camino del Avion Camino del Avion to Del Prado Avenue (SB PCH) The segments are also identified in Exhibit 4.0-2. 1.2 MlPACT SUMMARY TABLE Based on review of the conceptual design plans (1"=50') for the L -JOS Alternative, Table 1.0-1, MOULTON PARKWAY SUPER STREET - IMPACT SUMMARY has been developed to summarize physical impacts associated with project implementation. It should be noted that this table was developed by utilizing the L -JOS conceptual plans, in addition to spot surveys throughout the project route. Based upon this, it is possible that actual project impacts may vary slightly from those listed in the table below. Based on review of Exhibits 4.0-5, 4.0-6, and 4.0-7, which are located in Section 4.0, PROJECT DESCRIPTION, Table 1.0-1A, GRADE SEPARATED INTERSECTIONS - IMPACT SUMMARY, has been developed to summarize physical impacts associated with each project. In addition, site surveys were also conducted. Based upon this, it is possible that actual project impacts may vary slightly from those listed in the table below. JN 28261 1.0-6 ~[} /\/ } (� \\ \ \ { 2 § / |[ °� !` Ir - /} : § . . G -- \ 2 s l.'.'s & Q !{ Q R - �/! E`5t \}� w E z�\ \� \ / 7# _ Rww�b� [ Q! z% • -! !=! !! !!!!!§ �!!®!!' ,;;_!, ;! � :!■ | I / ! / / � }� } ; ! | \ § 9 \ .. ! q ■! \! » ! _ k| |� ! »|! 2 /\ \ � { \ \ \ / § \ § � ■E ` � . . . . ■ , ! / > > > T . . 2 � f � ■`. FE :/§\\ , • . £ � ' ` ` � ! • � I E {§ � \ �[ ` } !cc ! , i -`■ ! is ! Q \ F , .E.2�R / \■�« ��{ \ �) �i��� � ( - Q !,. W - �: �( !� & •! at E ! � \■ \ - ! ! ! % ■ [ in ¥ �§ ��>� ^E . . .| 2 I � � 2 � .� . . < , ! ) , , � • , ! \B§ ^\ ||\\2 \ = it ° � ■� � � » ■. 2 5. � `• �• � ! R /� 2 ^ LL `§! . }it AIr Iat �|« }; ■ ■ ! ! \ } } ) ! \ ! |e } \ §.. I� � - - \\� : � /• „ LI -1; ! , ■ ■ ■ , k §§ |! ` ■�| ., , � ,, ; - ,- /| ^ � § /k\(\.( ` E - =&E LLJ ` -8;�� f [}/\ (§}}\\ \ �Eiy#e» �El7# �EEr;<< \ !(ƒ ƒ � z |\\� 0 < < §E: ee . ,a2#= k ) \ 7 } ; -ƒ} §\fa-� �L)LU dee ))) ! j\{/ \/\© c ) reg $)t:3 3{) ]$) J73 . m ) \ �- f } \� }\\\ m L O R C _ cv=� 2 z u C L C U U E U '-' v v V c w u ep Q c •- O � L U y pp C E L5 U> G E Y U C G C Z Z G E'. U 2 o v = C y Z Z m 3_E_. E� � E _° � o Gc•a.s E �` V O p p •C r= o o v x� v :a c >C •��'' cc.c Q U R R< E U M U v =< mac 3 =¢ U R A = L E A L Executivc Summar 1.3 IMPACT MATRIX Based upon review of the potential impacts resulting from project implementation, Table 1.0-2, IMPACT MATRIX has been developed to identify significant but mitigable and unavoidable adverse impacts. These impacts have been identified in general terms for each of the project segments. Provided below is a description of the beginning point and terminus of each project segment. A detailed analysis of project impacts, for each of the identified project segments, can be found in Section 5.0, DESCRIPTION OF ENVIRONMENTAL SETTING, IMPACTS AND MITIGATION MEASURES. SEGMENT BEGIN TERMINUS A (Santa Ana) Main Street to 55 Freeway B (Tustin) 55 Freeway to Harvard Avenue C (Irvine) Harvard Avenue to Sand Canyon Avenue D (County - uninc.) Sand Canyon Avenue to Laguna Freeway E (Irvine) Laguna Freeway to Lake Forest Drive F (County - uninc.) Lake Forest Drive to Via Lomas G (Laguna Hills) Via Lomas to Proposed San Joaquin Hills Transportation Corridor (SJHTC) H (Laguna Niguel) SJHTC to Camino del Avion I (Dana Point) Camino del Avion to Del Prado Avenue (SB PCH) JN 28261 1.0-16 Erecurivc Summan Table 1.0-2 UvIFACI' MATRIX JN 28261 1.0-17 SEGIINIS (Sta (T'tstin) (Tustin) or -i-) (County) (TEFOry) d (L-9. (Dana Ana) B-Gmdc Hills) Niguel) Point) A B Separated C D G H 1 Inter- sections Geology • Scismicin • • • Liquefaction • Erosion • • Slope Stability • • • • • • • • • Hydrology and Drainage • Flooding _ •(j) • Dam Inundation • water Oualit, • • • • • • • • • Land Use • Stmoural Loss ■ ■(Rl) • ■ ■ ■ • Parking Loss • • ■(RI) • • • ■ • Land Use • • ■(R1) • • • • ■ • • Compatibility • Relevant Planning ■ j Biological Resources • Plant Habitat/Species • •(j) • • • • • • Wildlife • Sensitive Nail Comm. • Traffic and Cr latioo • Short-term Impacts • • ■ • • • • • • • • Chcrall Circulation • • Access ■(R1, R2) • Transit Service • Rail Service • Pedestrian/Bicycle Fac. Air Ouatity • Short-term Impacts • • • • • • • • • • • Long-term Impacts • • • • • • • • • • • AOMP Conformance Noise • ■ JN 28261 1.0-17 6recunve Summary Table 1.0-2 IMPACT MATRIX (Continued) • Significant but mitigable. ■ Unavoidable adverse impacts. NR No response has been received. (C) Cumulative impacts. (J) Jamboree Road grade separation. (RI) Red Hill Avenue Urban Interchange Alternative. (112) Industrial Drive Loop Alternative NOTE: Impact matrix does not include cumulative impacts. JN 28261 1.0-18 SEGMENTS (Santa (Tustin) (Tustin) (Irvine) (County) (Irvi°e) (County) (Lagud (Laguna (Dad Ana) B -Grade Hills) Nrguel) Point) A B Separated c D E P G H I Inter- sections Aesthetic/Light/Glare • Landscape Removal • • ■ • • • • • • Tree Removal ■ • • ■ ■ ■ ■ • Noise/Retaining ■ ■(C) Wall/Other Structures Public Semoes and utilities • Police Service • • • • • • Fire Semce • • • • • • • • • • • Water Semce • • • • • • • NR NR • • Wastewater • • • • • • • NR NR NR • Solid Waste • • • • • • • • • • • Natural Gas • • • • • • • • • • • Electrical Service • • • • • • • • • • • Telephone Service • • • • • • • • • • • Schools NR NR • • • • Rraeawn • Parks • • • Bike Lanes (Short- • • ■ • • • • • • • term) • Reg'] Riding/Hiking • ■ • Trails Haardous Materials • • • • • • • • 1-1711 • Significant but mitigable. ■ Unavoidable adverse impacts. NR No response has been received. (C) Cumulative impacts. (J) Jamboree Road grade separation. (RI) Red Hill Avenue Urban Interchange Alternative. (112) Industrial Drive Loop Alternative NOTE: Impact matrix does not include cumulative impacts. JN 28261 1.0-18 Executive Summan• 1.4 PROJECT IWLEMENTAnON AND PHASING The six cities along the Moulton Parkway Super Street corridor and the County of Orange will be responsible for implementation of the Moulton Parkway Super Street Project within their respective jurisdictions. Project implementation includes project funding, preparation of final design plans (Plans, Specifications. and Estimates), acquisition of right-of-way, construction of the improvements, and implementation of project mitigation measures and the Mitigation Monitoring Program. Project phasing and scheduling is at the discretion of the implementing agencies, must follow requirements of logical terminus as discussed in Section 4.7.1 if an agency wishes to act alone, and will likely be dictated by funding availability. Refer to Section 4.7.3, PHASING PLAN, within the Project Description Section. 1.5 SUMMARY OF PROJECT ALTERNATIVES The following is a summary of the project alternatives which are described in detail in Section 7.0, ALTERNATIVES TO THE PROPOSED PROJECT. 1.5.1 No Project (Committed Improvements) Alternative The No Project (committed improvements) Alternative would only roadway improvements which are an ongoing part of the land development process. Currently, a number of improvements have been identified that are committed to the design stage. Most of these projects are located in the City of Irvine and a primarily associated with the Spectrum development. One is located in unincorporated Orange County. The "No Project" Alternative would maintain the Moulton Super Street Project route in its present configuration for all segments/intersections with the exception of the Committed Road Improvements, and would therefore "avoid" direct physical impacts and indirect impacts associated with the. Super Street Improvements. None of the impacts associated with the proposed project, such as short-term construction, impacts would occur. In addition, land use impacts resulting from business displacement and property acquisition would not occur and removal of bike lanes would not be required. Although the 'No Project (CIMP) Alternative would eliminate short-term construction impacts and long-term aesthetic, land use and recreation impacts when compared to the proposed project, long-term impacts to traffic and circulation and related impacts to air quality and noise would be significantly greater than the proposed project. Therefore, although none of the impacts identified with the proposed project would occur, this Alternative is not considered environmentally superior to the project due to the greater adverse environmental impacts from traffic and J!� 28261 1.0-19 Execunvc Summar air quality that would result if the proposed project was not implemented. In addition the No Project (CIMP) Alternative would not be consistent %kith the County Master Plan of Arterial Highways and the individual agencv General Plans. 1.5.2 Master Plan of Arterial Higbways (MPAH) Alternative This alternative would implement the Master Plan of Arterial Highways (MPAH), which is the County of Orange's long-range circulation plan. This plan designates Moulton Parkway as a Major Arterial Highway. This Alternative assumes that all segments of Moulton Parkway are constructed to 6 -lane arterial standards and that numerous cross streets that do not currently meet MPAH designations are upgraded. This Alternative is different from the Proposed project in that the roadway would be six lanes for the entire length of the project r6ute. The proposed project route. The proposed project improvements are similar to the MPAH improvements; the primary difference is that some major intersections would be widened to four through lanes, dual left turn lanes, and single right turn lanes in each direction with the proposed project. The proposed project is consistent with the MPAH but also includes street improvements that make it a candidate for Super Street funding. If the proposed project is not approved, the MPAH would be implemented in the future along the project route. Overall, the MPAH Alternative would result is similar short-term and long- term impacts when compared to the proposed project. While impacts associated with property acquisition at various intersections would be reduced, long-term traffic/circulation and air quality impacts would be greater. This Alternative is not considered to be environmentally superior as it does not substantially reduce or eliminate environmental impacts or attain the basic project objective to facilitate transit operations along the project route through the provision of bus turn outs. 1.53 Maximum Operational Section (MOS) Alternative This Maximum Operational Section (MOS) Alternative would better accommodate projected post -2010 traffic along Moulton Parkway by widening and upgrading a greater number of roadway segments, when compared to the proposed project. This Alternative includes upgrades beyond the MPAH Alternative including widening to 8 lane sections (four lanes in each direction) and upgrading of intersections to include free/exclusive right turns and dual left turns. As the MOS Alternative would widen additional roadway segments that the proposed project, additional impacts upon Geology, Soils, Hydrology, Drainage, Land Use, Bicycle and Pedestrian Circulation, Air Quality, Noise would be significantly greater when compared to IN 28261 1.0-20 Executive Summan the proposed project. Impacts to Biological Resources, Parking. Aesthetics/Light and Glare, and Public Services and Utilities would be generally similar to the proposed project. Overall, implementation of the MOS Alternative would result in greater environmental impacts in comparison to the proposed project. As this alternative would not be consistent with the MPAH or the local agency improvement plans for the roadway, this Alternative is not considered environmentally superior. 15.4 Demand Alternative The Demand Alternative would widen the roadway project to accommodate ultimate travel demand traffic (Post 2010) while maintaining County/City LOS standards for intersections and roadway links. Under this Alternative, the roadway would need to be 10 to 12 lanes wide in order to accommodate the ultimate traffic demand. Impacts to Geology, Soils, Hydrology, Drainage, Land Use, Noise, Biological Resources and Recreation would be significantly greater when compared to the proposed project. Public Services and utility impacts associated with this Alternative would be generally similar to those of the proposed project. A significant reduction in air quality impacts would occur with this Alternative when compared to the proposed project. Overall, the "Demand" Alternative would result in a significant increase in impacts when compared to the proposed project. 155 Network Alternative The purpose of the Network Alternative is to mitigate the excess traffic demand on Moulton Parkwav associated with the intersections/roadways which exceed County LOS standards by diverting traffic from Moulton Parkway to alternative parallel street routes such as Pacific Coast Highway, Irvine Boulevard/Trabuco Road, Murilands Boulevard and Interstate 5. Although this Alternative has the potential to eliminate the exceeded LOS standards along Moulton Parkway, overall impacts associated with the proposed project would not be significantly reduced but transferred to the selected parallel routes. In addition to the impacts identified for the proposed project, this Alternative would result in land use, circulation, air quality, and noise impacts along the alternate routes. As this Alternative would not result in a significant reduction or elimination of environmental impacts when compared to the proposed project, it is not considered environmentally superior. 1'` 2S261 1.0-21 Fxecumme Summan 15.6 Transportation System Management and Transportation Demand Managmetit (TSM/TDM) Alternative This Alternative is designed to mitigate the excess traffic projected to occur along Moulton Parkway with the proposed project through the implementation of Transportation Systems Management (TSM) and Transportation Demand Management (TDM) strategies beyond those implemented as part of the proposed project improvements. Transportation System Management (TSM) measures are an operational approach to increasing roadway capacity. Examples of TSM measures include the following: Restricting On -Street Parking • Installing Bus Turnouts Installing Raised Medians Restricting Left Turns •7 Modifying Off -Street Bike Trails • Relocating On -Street Bike lanes • Arterial Grade Separated Interchange • Capacity Enhancements to Parallel Routes • Land Use Changes Transportation Demand Management (TDM) measures are generally directed at increasing auto occupancy, decreasing peak hour usage, and managing demand for transportation facilities Examples of TDM measures include the following: • Congestion Pricing • Car and Vanpooling • Buspooling or Subscription Bus • Staggered and Flexible Work Hours • Parking Management, with favored parking locations/charges for car and van pools • Integrated Pedestrian Circulation Facilities • Improved Transit, Service and Facilities • Transit Stop Optimization • Improved/Coordinated Traffic Signal Systems. Implementation of TSM/TDM measures in combination with the proposed project will contribute to fewer existing and future LOS exceedances along the project route. This alternative would also serve to achieve project objectives by reducing projected traffic congestion at key intersections along the route. In addition, this Alternative would reduce JN 28761 1.0-22 LXeccnve summan. traffic/circulation, air quality and noise impacts associated with projected LOS exceedances as anticipated with the current project alone. Therefore, as this alternative would ;educe environmental impacts and serve to achieve project objectives, this Alternative would be considered environmentally superior to the proposed project. 1.5.7 Transit Alternatives An alternative to increasing the traffic carrying capacity of Moulton Parkway through widening is to increase capacity through alternative transportation modes, such as bus or rail transit. Bus services is already provided on Moulton Parkway by OCTD. As an alternative to the Super Street improvements, frequency of bus service could be increased along Moulton Parkway. Providing additional capacity on Moulton Parkway would result in decreased noise and air quality impacts; however, the proposed project improvements would increase traffic carrying capacity far in excess of that what would be provided by the Bus Transit Alternative. Some type of rail transit (above -grade monorail or at -grade light rail) could 'be provided along the full length of Moulton Parkway. Although rail transit would provide greater capacity then bus"transit, the demand for the service may not be high at this time and, thus, could be underutilized. Construction of either of these options would likely result in impacts equal.to or greater than the Super Street improvements, including land use incompatibility, housing/business displacements, visual impacts, reduction of property access, increase noise, disruption to public services, and construction -related impacts. The rail transit alternative would not reduce project impacts, and would not achieve project objectives in the foreseeable future. 15.8 Design Alternatives The following Design Alternatives were recommended by citizens during the public scoping meetings held on the project from June to August, 1992. High Occupancy Vehicle (HOVI Lane The HOV Lane Alternative would construct one HOV lane in each direction along the project roadway for use by vehicles with two riders or more only. Because this alternative would increase the number of lanes as the proposed project, the land use impacts associated with right-of-way acquisition would be similar. The creation of an HOV lane would reduce overall regional impacts to air quality due to the increase in the number of persons per vehicle. However, this Alternative would not be consistent with the MPAH and would not reduce overall impacts when compared to the proposed project; thus, this Alternative is not considered environmentally superior. JN 28261 1.0-23 Eir: a;;v6 SUMM" Limit Truck Traffic This Alternative would reduce the number of trucks allowed to utilize Mouton Parkway t-roueh various measures and could be implemented in addition to the proposed project or a stand alone Alternative. Although this Alternative could effectively reduce impacts Tong Moulton Parkway from truck traffic, it would need to be implemented in combination uith physical improvements in order to accommodate 2010 traffic flow. Downsize Irvine Center Drive This Alternative would reduce the number of lanes along Irvine Center Drive (Moulton Parkway) to two lanes in each direction with the goal of diverting traffic to parallel routes and thus reducing traffic along this portion of the roadway. Diverting traffic to other roadways would not reduce environmental impacts to less than significant levels when compared to the proposed project. In addition, this Alternative would not attain the basic project objectives, to reduce existing and projected traffic congestion and would not be consistent with the MPAH; therefore, this alternative is not considered environmentally superior. Alternate Flow Lanes The Alternate Flow Lanes Alternative would implement a technique which has been used on three -lane bridges where one of the three lanes is open in one direction in the morning peak traffic hour and reversed to the opposite direction in the evening peak hour. Electronic signs along the roadway would indicate which lanes are open for a given direction. Implementation of this project, in concept, would improve traffic flow and related air quality impacts would also be reduced when compared to the proposed project. However, implementation of this Alternative would require the removal of all medians and associated landscaping along the project route, which would create significant additional land use and aesthetic impacts when compared to the current project. Combined Off -Street Bike Lane and Sidewalk This Alternative eliminate on -street bike lanes between Harvard Avenue and Jeffrey Road in the City of Irvine and off-street bike lanes would be combined with the meandering sidewalks, thus reducing the required right-of-way. This Alternative could be implemented in combination with the proposed project, therefore all impacts identified in this EIR for the project would still occur; however, due to the reduction of required right-of-way, land use impacts to adjacent uses along this segment would be reduced when compared with the JN ZS261 1.0-24 Ececuave Summary proposed proiect. This Alternative is not considered environmentally superior as it would not reduce overall environmental impacts to less than significant levels when compared to the proposed project. Proposed Project (LAOS) Alternative) Without Bike Lanes Under this Alternative, the project roadway would be improved as currently proposed with the elimination of all bike lanes along the project route and the Moulton Parkway bike route would be relocated. This Alternative would slightly reduce the amount of right-of-way acquisition required for project implementation; however, this reduction would be offset by the significantly increased impacts to bicycle access and recreation created by this Alternative. This Alternative is not considered environmentally superior as it would not reduce environmental impacts to less than significant levels when compared to the proposed project not would it promote a safe environment for cyclist. 15.9 "Environmentally Superior" Alternative CEQA Section 1512(d)(2) indicates that if the "No Project" Alternative is the "Environmentally Superior" alternative, then the EIR shall also identify and environmentally superior alternative among the other alternatives. The "No Project" Alternative would result in significantly fewer short-term environmental impacts than the proposed project; however it would result in significant additionally long-term traffic/circulation, air quality and noise impacts. Among the project alternatives analyzed, the Transportation System Management and Transponation Demand Management Alternative, in combination with the proposed project would result in the least amount of environmental impacts when compared to the proposed project. 1.6 AREAS OF CONTROVERSY AND ISSUES TO BE RESOLVED The Moulton Parkway Super Street Project has experienced controversy from members of the public and City decision makers throughout the NOP and Screencheck EIR preparation process. The majority of this controversy centered around the Maximum Operational Section (MOS) Alternative, which was originally proposed to be fully evaluated with the Local Jurisdictional Operational Section (L -JOS) Alternative as co -equal alternatives, throughout this EIR. To provide maximum desirable traffic flows along Moulton Parkway, it was determined that the MOS Alternative would be required. This would have allowed levels of service for traffic along the route to be improved as much as feasible. However, the controversy that surrounded the MOS Alternative and its associated right-of-way impacts JN 28261 1.0-25 Executive Summary was significant enough to warrant more focused analysis on the L -JOS Alternative and a less intensive analysis of the MOS Alternative. Although levels of traffic service will not be as optimal µith the Local Jurisdictional Operational Section as they would have been with the Maximum Operational Section, they will be substantially improved over existing conditions without major disruptions to the environment and surrounding land uses. Originally, the MOS Alternative was the only proposal through unincorporated portions of Orange County. However, direct input from the City staff and citizen participation in public meetings, particularly in the vicinity of Leisure World, has resulted in the design of a L -JOS Alternative in these areas. The MOS Alternative will still be reviewed as an alternative to the proposed project (see Section 7.0). The County of Orange has, in all cases of the L -JOS Alternative, worked with the individual cities of Santa Ana, Tustin, Irvine, Laguna Hills, Laguna Niguel and Dana Point, as well as those representing the unincorporated areas, such as Leisure World, to develop the L -JOS Alternative for the Moulton Parkway Super Street Project. It is the County's goal to improve traffic as much as possible, without substantial disruptions and impacts to the surrounding environment, including residences, commercial businesses, parks, schools, churches and other uses. Neighborhood Impacu Concerns expressed over the proposed project at 10 public scoping meetings and informational sessions throughout the early scoping portion of the NOP process focused upon Air Quality, Noise and Traffic. These issues have been discussed, at length, throughout the text of this EIR from both short-term construction and long-term operational perspectives. Residences and Business Displacements Concern has been expressed regarding the loss of residences and businesses along the project route. These issues have been identified as significant unavoidable impacts and have been discussed in the Environmental Assessment section of the EIR (refer to Section 5.3, LAND USE AND RELEVANT PLANNING). Grade Separations (Flyovers) Flyovers located at Jamboree Road and Red Hill Avenue have been discussed within this EIR as they are projects that will enhance intersection level of service which is consistent JTZ 28261 1.0-26 Esecum•c Summan with the objectives of the Moulton Parkway Super Street Project (see Section =.6, PROJECT GOALS AND OBJECTIVES). Due to the preliminary nature of the information pertaining to these flvovers, they are not considered a part of the proposed Moulton Parkway Super Street Project for discussion in the EIR at construction -level detail. The County of Orange is the Lead Agency for the preparation of the Emiro=ental Impact Report (EIR) for the Moulton Parkway Super Street project. At the requests of the TCA and the Cities of Tustin and Irvine, the EIR has been revised to address the impacts of the Jamboree flyover at a general or "program" level of detail in the Moulton Parkway Super Street Project EIR. By analyzing a "worst-case" conceptual alternative in the Moulton Parkway Super Street EIR, the may allow the TCA to rely on the EIR as the appropriate environmental documentation for the Jamboree flyover project. It should be emphasized that the Jamboree flyover analysis in the EIR does not include any field studies or "construction- level"'analysis. . . The County has agreed to design the Jamboree flyover in coordination with the TCA. Detailed design work is currently progressing. When County EMA/Road Design staff complete the construction -level design, a determination will be made by EM % as to whether or not additional environmental documentation is needed. It is possible that an Addendum to the Super Street EIR would be necessary at that time. The County has agreed to prepare this Addedum, if necessary. Discussion of the Red Hill flyover must be considered qualitative throughout this EIR and this facility will require separate environmental review at the time that design plans are available. Bicycle Lanes The Orange County Bicycle Coalition expressed concern throughout the early scoping process of the proposed project, indicating the importance of having a continuous bicycle lane/trail running the entire length of the project. Although the Cities and the County of Orange have made every effort to accommodate this bicycle lane throughout segments B, C, D, E, F, G, H and I of the project, the City of Santa Ana determined that it was not considered feasible to extend these lanes through segment A. In the City of Santa Ana, the inclusion of bicycle lanes of any type would result in additional acquisition of property, including portions of residential property to accommodate the lanes. For this reason, the project does not comply with all of the requests of the Orange County Bicycle Coalition. JN 28261 1.0-27 Fzeaaive Summary Additionally, this group requested on -street lanes (striped) as opposed to oft -street lanes to avoid conflicts with pedestrians and other users of the off-street lanes. Cyclists could be restricted to riding only on paths where cars are prohibited. However, this -estriction will increase this accident rate (for further discussion refer to Section 5.5. TRAFFIC AND CIRCULATION). Though the project accommodates some form of bic}cie lanes from Santa Ana to Pacific Coast Highway (Del Prado) in Dana Point, many of these are not on - street lanes, but are Class I off-street lanes, at the requests of the local jurisdiction and/or in conformance with existing plans for the bicycle lanes in the areas. It is anticipated that these areas will remain Areas of Controversy with the Orange County Bicycle Coalition. Eucalyptus Windrows in Irvine Although every effort will be made to retain as many of the Eucalyptus trees within medians throughout the City of Irvine, approximately 3 to 4 trees are expected to be iost at the end of each median. This will not be in conformance with the Eucalyptus Windrow policy of the City of.Irvine and remains an Area of Controversy. The removal of these trees has been identified as a significant unavoidable impact. Concern has been expressed regarding the loss of on -street parking spaces within the City of Dana Point (Segment I). This issue has been discussed at lengths throughout the EIR. (For further discussion refer to Land Use and Traffic and Circulation). Replacement of Landscaping Replacement of landscaping within the roadway right-of-way in areas of signinEcant aesthetic impact along the project route will be consistent with County and local ordinances. However, each city or local jurisdiction along the project route may need to resolve conflicts between the roadway right-of-way identified in the L -JOS conceptual plans and right-of-way required by city ordinance. It will be the discretion of each city or local jurisdiction as to how right-of-way conflicts should be resolved. Resolution could take the form of acknowledgment of an unavoidable adverse impact, additional property acquisition in order to maintain conformance to city right-of-way ordinances, or alteration of city policies and ordinances. It should be noted that re -landscaping will be negotiated during right-of-way acquisition between the County or City (dependent on roadway segment) and the adjacent land uses. As an example, the County will re -landscape within the right-of-way acquired for the project JN 28261 1.0-28 Execuri�c Summan and Ail; also re -landscape any remnant parcels. This is expected to result in replacement of landscaping in areas where maintenance is in place or will be carried out by the adjacent landowners. The County of Orange is not proposing maintenance Of any new landscaped areas along Moulton Parkway. Each city will be responsible for the maintenance of landscaping within its jurisdiction. Property Values During public scoping meetings held in May through July, 1992— numerous residents expressed their concern about the effect that project improvements would have on the values of their homes. CEQA does not require analysis of economic impacts unless such impacts have a physical effect on the area (Section 15131 (a) of CEQA). Additionally, this section of CEQA states that the economic or social effects of a project shall not be treated as significant impacts on the environment. However, economic and social factors shall be considered by public agencies in the decision making process upon p.oject implementation (Section 15131(c) of CEQA). JN 28261 1.0-29 MOULTON PARKWAY SUPER STREET PROJECT EIR SCHEDULE (Revised 1/21/93) 0 2nd Submittal: Screencheck EIR/ February 1, 1993 Review by OCEMA, OCTA & City Staffs (4 weeks) March 1, 1993 0 3rd Submittal : Preliminary Draft EIR/ March 15, 1993 Review by OCEMA only (1 week)/ March 22, 1993 A/E receives approval to circulate Draft EIR Circulated (60 days) March 31, 1993 Closing date for comments May 30, 1993 Presentations - 6 City Councils April - May, 1993 0 5th Submittal June 28, 1993 - Record of Public Meetings - Draft Responses to Comments Documents (4 weeks) - Draft Final Documents Review/Approval by OCEMA (11 days) July 9, 1993 Distribution of Response to Comments Document (2 weeks) July 23, 1993 - Entire response packet to Cities only 0 6th Submittal: Final Approval Documents (I week) July 30, 1993 Orange County Planning Commission Public Meetings (1 - 3) July 30, 1993 - August 27, 1993 Board of Supervisors Approval, Notice of Determination September 7, 1993 0 7th Submittal: Final ETR October 5, 1993 schedule.2