4.9 TRAFFIC AND CIRCULATION

Transcription

1 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation 4.9 TRAFFIC AND CIRCULATION The following section presents the traffic and circulation analysis for the 2010 Plan Update. The analysis focuses on potential impacts to the key roadways and intersections within the Town of Los Alamos under Existing and Buildout conditions. An evaluation of existing and future parking conditions is also provided within this section. The technical analysis, prepared by Associated Transportation Engineers (ATE), is included in Appendix G Existing Conditions Street Network Regional access for the Los Alamos community is provided by U.S. Highway 101 and State Route 135. The local roadway system within Los Alamos is arranged in a grid-like pattern. A brief description of the key roadways in the area follows, and is illustrated in Figure U.S. Highway 101 is a four-lane highway that serves as the major north-south link through Santa Barbara County, and is the principal inter-city route along the Pacific Coast. The highway provides the principal connection between Los Alamos and Orcutt-Santa Maria to the north; and Buellton, the Santa Ynez Valley, Goleta, and Santa Barbara to the south. Bell Street (State Route 135), classified as a Primary 2 roadway within Los Alamos, is the primary east-west roadway. Bell Street is a two-lane facility that extends from U.S. Highway 101 north of town, traverses the downtown area of Los Alamos as an east-west roadway, and then extends as a two-lane frontage road along the west side of U.S. Highway 101 south of Main Street. The roadway is designated as State Route 135 between State Route 1 west of Los Alamos and U.S. Highway 101 in Los Alamos. Main Street, classified as a Secondary 2 roadway, is a two-lane road that extends from Bell Street on the east to its terminus at Den Street on the west. The Main Street/Bell Street intersection is controlled by a three-way stop, where the southbound approach of Bell Street is free flow. The Main Street/Augusta Street and Main Street/Centennial Street intersections are controlled by all-way stop signs. Centennial Street, classified as a Secondary 2 roadway, is a two-lane road that extends south from Leslie Street through Los Alamos. The roadway extends past Los Alamos Park as Drum Canyon Road until its terminus at SR 246. Centennial Street is stop-controlled at the Bell Street and Main Street intersections. County of Santa Barbara 4.9-1

2 NOT TO SCALE SOURCE: Associated Transportation Engineers (ATE) 2009 FIGURE Exlisting Street Network 2010 Los Alamos Community Plan Update EIR

3 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation Level of Service Standards The County of Santa Barbara utilizes a "Level of Service" (LOS) grading system to rate traffic operations for roadways and intersections. Service levels range from LOS A indicating free flow operations to LOS F indicating congested operations. More complete level of service definitions are contained in the Technical Appendix (see Appendix G). The County of Santa Barbara has adopted LOS C as the minimum operating standard for the roadways and intersections in Los Alamos. Roadway Operations Existing conditions were assessed for the Plan Area roadway system using traffic counts conducted for this study in February 2009, from data contained in recent traffic studies completed for proposed projects in the Plan Area, and data on file with Caltrans, the County of Santa Barbara, and ATE. Existing ADT volumes for the key roadways in the Plan Area are shown on Figure Roadway levels of service are determined based on the roadway classifications and corresponding design capacities established by the County for the Plan Area. The roadway classification system is divided into two main designations, Primary and Secondary roadways. Each of these designations is further subdivided into three subclasses, dependent upon roadway size, function, and surrounding uses. Figure shows the Plan Area roadway classifications. Primary roadways serve mainly as principal access routes to major shopping areas, employment and community centers, and often carry a large percentage of through traffic. Secondary roadways are two-lane roads designed to provide principal access to residential areas or to connect streets of higher classifications to permit adequate traffic circulation. Such roadways may be fronted by a mix of uses and generally carry a lower percentage of through traffic than primary roadways. The roadway classifications and corresponding design capacities established by the County for the Plan Area are listed in Table County of Santa Barbara 4.9-3

4 # Average Daily Traffic Volume NOT TO SCALE SOURCE: Associated Transportation Engineers (ATE) 2009 FIGURE Exlisting Average Daily Traffic Volumes 2010 Los Alamos Community Plan Update EIR

5 Bell St Centennial St Main St Drum Cyn Rd Circulation Class Freeway P2 S2 Interchange Community Plan/Urban/Rural Boundary 0 1,000 2,000 Feet SOURCE: County of Santa Barbara Planning & Development 2009 FIGURE Circulation Element Roadway Classifications 2010 Los Alamos Community Plan Update EIR

6 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Table Plan Area Roadway Classifications Classification Primary 1 Primary 2 Primary 3 Secondary 1 Secondary 2 Secondary 3 Purpose and Design Factors Roadways designed to serve primarily nonresidential development. Roadways would have a minimum of 12-foot wide lanes with shoulders and few curb cuts. Signals would be spaces at 1 mile or more intervals. Roadways which serve a high proportion of non-residential development with some residential lots and few or no driveway curb cuts. Lane widths are a minimum of 12 feet with well spaces curb cuts. Signals intervals at a minimum of 2 miles. Roadways designed to serve non-residential development and residential development. More frequent driveways are acceptable. Potential signal intervals of 2 to 3 miles. Roadways designed to primarily serve nonresidential development and large lot residential development with well spaces driveways. Roadways would be 2 lanes with infrequent driveways. Signals would generally occur at intersections with primary roads. Roadways designed to serve residential and non-residential land uses. Roadways would be 2 lanes with close to moderately spaces driveways. Roadways designed to primarily serve residential with small to medium lots. Roadways are 2 lanes with more frequent driveways. Design Capacity LOS C Threshold a 2-Lane 4-Lane 2-Lane 4-Lane 19,990 47,760 15,900 38,200 17,900 42,480 14,300 34,000 15,700 37,680 12,500 30,100 11,600 NA NA 9,100 NA 7,300 NA 7,900 NA 6,300 NA a Defined as 80% of Design Capacity. Source: County of Santa Barbara Public Works, Transportation Division County of Santa Barbara

7 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation Intersection Operations Traffic flow on a roadway network is most constrained at intersections. The intersection analysis focuses on the P.M. peak hour, as traffic volumes during this period are higher than the A.M. peak hour and represent a worst-case. Traffic volumes for the Plan Area intersections were obtained from counts conducted for this study in February 2009, data contained in recent traffic studies for development projects located in Los Alamos, and data on file with the County of Santa Barbara and ATE. Intersection turning movement counts were collected from 4:00 to 6:00 P.M.; the one-hour period containing the highest volume of traffic is considered the peak hour. The Existing P.M. peak hour traffic volumes at the key intersections are shown on Figure (see page 4.9-9). All of the key intersections within Los Alamos are unsignalized. Pursuant to County policies, levels of service were calculated using the operations methodology outlined in the Highway Capacity Manual (Transportation Research Board 2000). The existing levels of service are presented in Table Table Existing Intersection Operations Intersection Control P.M. Peak Hour Delay (a) LOS SR 135/Bell Street Stop-Sign 9.7 Sec. LOS A Bell Street/Saint Joseph Street Stop-Sign 8.9 Sec. LOS A Bell Street/Centennial Street Stop-Sign 9.5 Sec. LOS A Bell Street/Main Street Stop-Sign 8.2 Sec. LOS A U.S. 101 SB Ramps/SR 135 Stop-Sign 9.3 Sec. LOS A U.S. 101 NB On-Ramp/SR 135 Stop-Sign 8.0 Sec. LOS A U.S. 101 NB Off-Ramp/SR 135 Stop-Sign 9.7 Sec. LOS A (a) LOS based on average seconds of delay per vehicle pursuant to HCM The data presented in Table show that the key intersections currently operate at LOS A. The remaining intersections within the Plan Area carry lower traffic volumes and also operate at LOS A. Alternative Transportation Bus Service. The Los Alamos Shuttle, inaugurated in April 2004, provides service between Los Alamos and Santa Maria on Tuesdays and Saturdays. Although the Shuttle has not maintained its required farebox recovery ratio of 10%, it did achieve a 10% farebox during several months in the second half of The Santa Barbara County Association of Government (SBCAG) monitors Unmet Transit Needs on a routine basis (ATE 2009). The Clean Air Express, a weekday County of Santa Barbara 4.9-7

8 # P.M. Peak Hour Volume NOT TO SCALE SOURCE: Associated Transportation Engineers (ATE) 2009 FIGURE Existing P.M. Peak Hour Traffic Volumes 2010 Los Alamos Community Plan Update EIR

9 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation commuter bus service offering transportation from Santa Maria, Lompoc, and Buellton to Goleta and Santa Barbara, does not presently service Los Alamos (SBCAG 2009). Carpooling/Ridesharing. Commute information gathered as part of the 2000 Census found that the percentage of Los Alamos commuters that use carpools was 13.6% higher than the Santa Barbara County average and the average commute time is about 10 minute longer than the Santa Barbara County average, reflecting the remote location of Los Alamos (US Census Bureau 2009). There currently is no park-and-ride lot within Los Alamos. Bicycle & Pedestrian Facilities. The level terrain and compact nature of Los Alamos encourages the use of bicycles and walking. Due to relatively low traffic volumes on the community streets, the Plan Area currently does not provide bike paths for bicyclists or sidewalks for pedestrians in most areas. Parking As part of the CM-LA zone, a parking study was completed along Bell Street and the streets within one block of Bell Street to quantify the existing and potential off-street parking in the Bell Street corridor, and assess the potential impact related to off-site parking for mixed uses planned in the CM- LA zone district in the Bell Street corridor. The analysis found that current off-street parking configurations provide 479 unstriped spaces (See Appendix A, Attachment 3). Regulatory Setting Santa Barbara County Comprehensive Plan The Comprehensive Plan contains goals and polices that address transportation and circulation improvements. Land Use Element: Policy #4 Prior to issuance of a development permit, the County shall make the finding, based on information provided by environmental documents, staff analysis, and the applicant, that adequate public or private services and resources (i.e., water, sewer, roads, etc.) are available to serve the proposed development. The applicant shall assume full responsibility for costs incurred in service extensions or improvements that are required as a result of the proposed project. Lack of available public or private services or resources shall be grounds for denial of the project or reduction in the density otherwise indicated in the land use plan. County of Santa Barbara 4.9-9

10 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Circulation Element The policy capacities provided in the Circulation Element shall be used as guidelines for evaluating consistency with this section of this Element. Air Quality Supplement to the Land Use Element: Policy C Increase the attractiveness of bicycling, walking, transit, and ridesharing. "Encourage enrollment of employees in carpool/vanpool programs by major employers." Transportation Demand Management Program The County in cooperation with other jurisdictions participates in the Transportation Demand Management Program in the Santa Barbara County Code Chapter LACP Circulation Policies and Actions Thirteen policies and actions within the existing 1994 LACP would remain intact and would continue to apply to 2010 Plan Update buildout. These are identified in Section 4.9.2, 2010 Plan Update Policies and Development Standards, below Impact Analysis Methodology and Thresholds of Significance Buildout Traffic Forecasts Traffic forecasts were developed for the 2010 Plan Update Buildout scenario by first determining background growth on the regional facilities that traverse Los Alamos, including U.S. Highway 101 and State Route 135 (Bell Street within Los Alamos). The analysis then modeled the traffic growth that would result for buildout of the land uses envisioned under the LACP. Growth factors for U.S. Highway 101 and State Route 135 were determined using Caltrans historical traffic volume data to determine the growth that has occurred between 1995 and The data shows that volumes on U.S. Highway 101 adjacent to Los Alamos have grown by about 1% per year and volumes on State Route 135 have grown by about 2% per year. Consistent with Caltrans forecasting methods, the growth factors were applied to forecast volumes at Year 2030, representing 20 years of growth beyond the anticipated 2010 Plan Update approval date of The land uses envisioned by the 2010 Plan Update contain a mix of residential, commercial, County of Santa Barbara

11 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation industrial, and institutional uses. The traffic that would be generated by these new land uses was estimated using trip generation rates contained in the Institute of Transportation Engineers (ITE) Trip Generation report (ITE 2008). A worksheet showing the buildout land uses for the 2010 Plan Update and the resulting trip generation estimates is contained in EIR Appendix G. A substantial amount of community mixed-use (CM-LA) development is proposed within the Bell Street corridor. The land uses allowed under the CM-LA designation include auto repair, apparel stores, banks, bars, car washes, convenience grocery markets, plant nurseries, restaurants, hotels, gas stations, personal services, and professional offices. An average trip generation rate for commercial uses was applied to those uses. There is also the potential for 288 residential units within the CM-LA zone. An average rate for high-density housing was applied to those residential units. Given the mix of commercial and housing units, some of the trips would be non-vehicular trips. The trip generation analysis accounts for the mix of trips that would be generated within the CM-LA zone. The potential new trips associated with the 2010 Plan Update buildout land uses were distributed and assigned to the area street network based on existing traffic flows as well consideration of the types of trips generated (commercial or residential). Worksheets showing the 2010 Plan Update buildout trip distribution modeling are contained in EIR Appendix G. Significance Criteria CEQA Guidelines, Appendix G, states that a project will ordinarily have a significant effect on the 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." The following threshold criteria assume that an increase in traffic that creates a need for road improvements is "substantial in relation to the existing traffic load and capacity of the street system." The County of Santa Barbara Environmental Thresholds and Guidelines Manual (SB County 2008) a significant traffic impact occurs when: a. The addition of project traffic to an intersection increases the volume to capacity (V/C) ratio by the value provided below or sends at least 5, 10 or 15 trips to at LOS F, E or D. County of Santa Barbara

12 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Level Of Service (including project) Increase In V/C Greater Than A 0.20 B 0.15 C 0.10 Or The Addition Of: D 15 trips E 10 trips F 5 trips b. Project access to a major road or arterial road would require a driveway that would create an unsafe situation or a new traffic signal or major revisions to an existing traffic signal. c. Project adds traffic to a roadway that has design features (e.g., narrow width, road side ditches, sharp curves, poor sight distance, inadequate pavement structure) or receives use which would be incompatible with substantial increases in traffic (e.g., rural roads with use by farm equipment, livestock, horseback riding, or residential roads with heavy pedestrian or recreational use, etc.) that will become potential safety problems with the addition of project or cumulative traffic. Exceedance of the roadways designated Circulation Element Capacity may indicate the potential for the occurrence of the above impacts. d. Project traffic would utilize a substantial portion of an intersection(s) capacity where the intersection is currently operating at acceptable levels of service (A-C) but with cumulative traffic would degrade to or approach LOS D (V/C 0.81) or lower. Substantial is defined as a minimum change of 0.03 for intersections which would operate from 0.80 to 0.85 and a change of 0.02 for intersections which would operate from 0.86 to 0.90, and 0.01 for intersections operating at anything lower. If the above thresholds are exceeded, construction of improvements or project modifications to reduce the levels of significance to insignificance are required. Congestion Management Plan The Santa Barbara County Association of Governments (SBCAG) administers the Congestion Management Program (CMP). The CMP criteria apply to development projects, not long range plans such as the LACP (ATE 2009). Future developments within Los Alamos would be required to address potential impacts to the CMP roadway network County of Santa Barbara

13 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation 2010 Plan Update Policies and Development Standards The 2010 Plan Update incorporates most of the Existing Plan policies and development standards described below incorporate changes identified during final Plan Update and environmental review. The changes serve to clarify policy requirements and do not result in new or changed environmental impacts, nor do they change the conclusions in the EIR analysis. Revisions are shown below in underline and strike-through. including new Policy CIRC-LA-1.7 and new DevStd CIRC-LA and DevStd CIRC-LA related to transportation and circulation. The 2010 Plan Update s specific policies are guided by Community Plan goals CIRC-LA-1 and CIRC-LA-2 as described below. In circumstances where additional revisions were made to the Draft EIR underlined text, the revisions are indicated as double-underline for clarity. GOAL CIRC-LA-1: Policy CIRC-LA-1.1: Policy CIRC-LA-1.2: Policy CIRC-LA-1.23: The County Shall Strive To Permit Reasonable Development Of Parcels Within The Community Of Los Alamos Based Upon The Policies And Land Use Designations Adopted In This Community Plan, While Maintaining Safe Roadways And Intersections That Operate At Acceptable Levels. Roadway and intersection improvements shall be designed to respect the rural small town character of Los Alamos.The County should attempt to minimize the need for subsequent improvements necessary for a given intersection in order to achieve an acceptable Level of Service at buildout. The County's seven-year Transportation Improvement Plan shall be developed to give the highest priority to roadway improvements that will ease conditions on the most severely constrained roadways and intersections in each planning area. The priority assigned to these improvements shall account for priorities in the area's Community Plan, but shall be based upon the most recent available traffic data. The Capital Improvement Plan shall facilitate alternative modes of transportation. The Capital Improvement Plan shall be updated by the Public Works Department and presented to the Planning Commission and the Board of Supervisors for review on an annual basis. The Plan shall contain a list of transportation projects to be undertaken, ranked in relative priority order, and include estimated cost, funding source and if known, estimated delivery year for each project. The County shall regularly monitor the operating conditions of designated roadways and intersections in Los Alamos. If traffic on any roadway or intersection is found to exceed the acceptable capacity level defined by County of Santa Barbara

14 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR this community plan, the County shall reevaluate, and if necessary, amend the community plan in order to reestablish the balance between allowable land uses and acceptable roadway and intersection operation. This reevaluation should include, but not be limited to: redesignating roadways and/or intersections to a different classification; reconsidering proposed land uses to alter traffic generation rates, circulation patterns, etc.; and changes to the County's Capital Improvement Program including reevaluation of alternative modes of transportation. Action CIRC-LA : Action CIRC-LA : Action CIRC-LA-1.2.3: Policy CIRC-LA-1.34: Policy CIRC-LA-1.45: Policy CIRC-LA-1.56: The County shall consider a comprehensive study to analyze possible vacations or width reduction of existing road right-of-ways where traffic volumes would not require the current right-of-way capacities. Any resulting effects to yard setbacks also should be addressed to ensure that structural development would maintain an orderly pattern in relation to the affected surrounding neighborhood and roadway(s). The County shall consider amending the Circulation Element to include intersection standards for unsignalized intersections. The County shall work with Caltrans to design, fund, install, and maintain safe aesthetically pleasing pedestrian walkways and bicycle lanes linking residential and commercial uses in Los Alamos, including uses located east of Highway 101, with downtown Los Alamos and Bell Street. A determination of project consistency with the standards and policies of this Community Plan Circulation Section shall constitute a determination of consistency with Land Use Development Policy #4 with regard to roadway and intersection capacity. The minimally acceptable Level of Service (LOS) on roadway segments and intersections in the Los Alamos Planning Area is "C". New development fronting Bell Street shall incorporate curb, gutter, and sidewalks consistent with the Bell Street Design Guidelines (e.g, walkways, boardwalks). Walkways along County roads perpendicular to Bell Street, within the CM-LA zone, shall be designed to integrate seamlessly with pedestrian walkways along Bell Street, and should incorporate permeable paving to the extent feasible. Curb and gutter may be required to achieve County of Santa Barbara

15 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation adequate drainage. Walkways (e.g., sidewalks, boardwalks) shall be required for all new development along the Bell Street commercial core. Walkways shall be in conformance with the Bell Street Design Guidelines. DevStd CIRC-LA : Policy CIRC-LA-1.67: DevStd CIRC-LA : Policy CIRC-LA-1.78: GOAL CIRC LA-2: Policy CIRC-LA-2.1: The County Planning and Development and Public Works Departments shall prepare a Pedestrian Circulation Plan for the CM-LA zone district which provides for a safe and efficient circulation system which meets legal mandates for accessibility, and reinforces the community s informal, rural character. On all public roads in the Bell Street commercial core, Public Works shall require new development to construct walkways. Angled parking shall be encouraged within the Bell Street Commercial Corridor. The County shall pursue angled parking along Bell Street, in coordination with Caltrans, and along the cross streets one block north and south of Bell Street when development within the Bell Street Commercial Corridor reaches 50% building capacity in order to meet future commercial and parking demands. The County Public Works Department shall monitor traffic volumes at selected intersections in the community at least every five years and accident reports as they occur or annually. At intersections with no stop signs to control traffic right-of-way, the volume and accident data will be used to determine whether conditions warrant installation of stop signs on the approach(es) of one or both roadways. At certain intersections with higher traffic volumes (such as Bell Street at Centennial Street and Bell Street at Main Street), traffic signal warrant analyses shall be conducted to determine if an upgrade of traffic control from stop signs to traffic signals is warranted. Signal warrant determinations shall be conducted in cooperation with Caltrans. The County Shall Continue To Encourage The Use Of Alternative Modes Of Transportation Such As Bicycling, Walking, Carpooling, And Other Forms Of Ridesharing. New development shall be sited and designed to encourage pedestrian and bicycle travel and provide maximum access to facilities that offer alternative modes of transportation (e.g. park and ride areas, bus stops). County of Santa Barbara

16 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Policy CIRC-LA-2.2: Action CIRC-LA Action CIRC-LA-2.2.2: Action CIRC-LA In its long range land use planning efforts, the County should seek methods to link commercial, recreational and educational facilities with transit lines, bikeways and pedestrian trails. As appropriate, the County should include the Los Alamos Planning Area in the Countywide Transportation Management Programs which provide, but are not limited to, programs for commuter-related traffic. The County, in cooperation with Caltrans, shall seek to locate and acquire a site in Los Alamos which is suitable for development of a Park and Ride facility. The County Planning and Development Department, Parks Department, and Public Works Department should work with the Los Alamos Planning Community Advisory Committee, the school district, and any other appropriate community organizations, to establish appropriate locations for future bikeways and/or equestrian trails. Project Impacts and Mitigation Measures Potential impacts on traffic and circulation are discussed below. Impact TC-1: Maximum theoretical 2010 Plan Update buildout would result in an increased parking demand that would impact the capacity of the street system Plan Update buildout development would generate the new for additional parking consistent with the Land Use and Development Code (LUDC) requirements. The proposed community mixed-use (CM-LA) zoning includes a modification to the County's parking requirements that would require one off-street space per each residential unit (off-street parking spaces would not be required on lots with two or fewer units) within the CM-LA zone. On-site parking would not be required for commercial uses; however available off-site parking would have to be demonstrated. As stated previously, 479 existing on-street parking spaces exist throughout the Bell Street corridor study area. The County's parking study found that this on-street parking supply could be increased to 690 spaces by installing angled parking on the street segments within one block of Bell Street. New 2010 Plan Update Policy CIRC-LA-1.67 and DevStd CIRC-LA provide for angled parking along County maintained roads within the CM-LA zone district the Bell Street corridor, along cross streets one block in each direction of the roadway, in order to achieve this expanded 690-space capacity as detailed in the parking survey in Appendix A, Attachment County of Santa Barbara

17 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation The CM-LA zoning would allow for up to 288 residential condominiums and 188,750 SF of commercial development. Based on the proposed modifications, 277 spaces would be required for the residential units (11 parcels contain two or less units) and 378 to 629 off-site spaces would be required for the commercial uses (depending on type of use), for a total of between 655 and 906 parking spaces. The difference in parking demands are related to the established intensities of parking required to support varying commercial uses allowed in the CM-LA zone district. If the CM-LA were developed only with less intensive parking demand intensities, the lower range of between 655 and 690 spaces could be accommodated by existing parallel parking proposed angled parking along the Bell Street and new angled parkingcorridor, including along cross streets one block in each direction of the roadway as detailed in the parking survey in Appendix A, Attachment 3. There is the likelihood, however, for the future mix of CM-LA commercial development to include higher intensity uses that have greater parking demands, such that the expanded 690-space capacity within the corridor would not accommodate resulting 2010 Plan Update buildout. Caltrans Manual of Uniform Traffic Control Devices (MUTCD) Section 3B.18, does not allow for angled parking on state highways. The County would need to acquire the portion of Bell Street through the commercial district of Los Alamos from Caltrans in order to develop additional angled parking on this roadway if commercial development in the CM-LA zone district results in higher parking demand intensities. If CM-LA commercial development were to exceed the 690-space projected capacity, the impact on the capacity of the street system and parking would be potentially significant. Mitigation Measures Based on comments received during the Draft EIR public review period, mitigation measure MM TC-1 revisions to 2010 Plan Update development standard has been revised as shown in underline and strike-through below. MM TC-1 revises the 2010 Plan Update to include Policy CIRC-LA-1.6, DevStd CIRC-LA-1.6.1, and Action CIRC-LA which clarify actions to mitigate potential parking supply impacts within the CM-LA corridor identified in Impact TC-1 above. In order to address potential impacts on parking supply within the CMLA corridor, 2010 Plan Update DevStd CIRC-LA shall be revisedas follows (underlined text) The revisions to MM TC-1 clarify parking mitigation requirements and would not result in any new or changed environmental impacts, nor cause appreciable changes to the conclusions in the Impact TC-1 analysis. In circumstances where additional revisions were made to the Draft EIR underlined text, the revisions are indicated as double-underline for clarity. MM TC-1 Policy CIRC-LA-1.67: Angled parking shall be encouraged within the Bell Street Commercial Corridor CM-LA Zone District on County maintained roads. County of Santa Barbara

18 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Dev Std CIRC-LA : The County shall pursue funding and installation of angled parking along Bell Street, in coordination with Caltrans, and along the cross streets one block north and south of Bell Street when development within the CM-LA zone district Bell Street Commercial Corridor reaches 50% building capacity in order to meet future commercial and parking demands. Action CIRC-LA : In the event that angled parking is implemented within the Bell Street Commercial Corridor, tthe County shall pursue identifying development of additional capacity such as parking lots when development reaches 90% of the expanded parking capacity. Action CIRC-LA-1.6.3: The County shall work with the community and Caltrans to discuss the feasibility of acquiring Bell Street through Los Alamos as a County maintained road. Plan Requirements and Timing. Public Works and Planning and Development shall prepare a Bell Street Commercial Corridor parking demand survey bi-annually when development within the Bell Street Commercial Corridor reaches 50% building capacity. MONITORING: Planning & Development shall provide acknowledgement of the completed surveys. MM TC-2 Policy LUC-LA-2.43: Priority use of excess public road right-of-way, within two blocks north and south of Bell Street, shall be for enhancing public parking capacity; pedestrian access and circulation; storm water quality and drainage improvements; or other public benefits consistent with the LACP. Public Works and Planning & Development shall review all rightof-way abandonment requests and make said findings that no public benefit is available prior to approval of said abandonment. Plan Requirements and Timing. Planning & Development and the Public Works Department shall review all right-of-way abandonment requests and make the required findings.. MONITORING: Not applicable County of Santa Barbara

19 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation Residual Impacts Mitigation measure MM TC-1 would feasibly provide additional parking capacity in the event that 2010 Plan Update commercial development buildout would occur at higher intensities and associated parking demands. Impacts on traffic and circulation associated with this potential would be reduced to significant but feasibly mitigated (Class II). Impact TC-2: Buildout would generate additional vehicle trips, but would not exceed circulation element capacities for roadways. The proposed land use changes described in the 2010 Plan Update would increase the theoretical buildout potential associated with the new land use and zoning by 685residential units and 549,515 sq. ft. of non-residential uses. The ATE traffic study was based on 2010 Plan Update buildout potential of 649 residential units and 549,515 sq. ft. of non-residential uses. Subsequent to completion of the analysis, a minor change in projected residential buildout resulted in a net change of 36 additional multi-family residential units and 13 less single family residential units. The change in residential buildout would result in a net increase of 85 average daily trips (ADT) and 6 P.M. peak hour trip (PHT) when compared to the trip generation estimates used for the traffic study. As discussed below, the traffic study found that the key roadways and intersections in the Plan Area are forecast to operate at LOS C or better under buildout conditions. The additional 85 ADT and 6 P.M. PHT are insubstantial when compared to previously projected 2010 Plan Update traffic volumes and would not affect the findings of the previously completed traffic study. Therefore, the previous traffic study findings apply to the minor increase in 2010 Plan Update volumes identified above. The potential impacts associated with new daily and peak hour vehicle trips associated with the potential new uses enabled by proposed land use changes would generate additional traffic in the Plan Area. Existing plus 2010 Plan Update buildout ADT volumes are shown in Figure (see page ), and P.M. PHT are shown in Figure (see page ). Levels of service were calculated for the project area roadways assuming the Existing plus 2010 Plan Update buildout average daily traffic (ADT) volumes shown in Figure At 2030 buildout, Bell Street, west of Den Street, would experience an increase of approximately 1,500 ADT, increasing the total volume to approximately 3,100 ADT. Bell Street, east of Augusta Street, currently operates at 5,700 ADT, but with implementation of the proposed LACP would operate at approximately 9,600 ADT. Main Street would experience an increase of approximately 1,400 ADT, increasing the total volume to approximately 1,900 ADT. Centennial Street would operate at approximately 2,100 ADT, an increase of approximately 1,000 ADT. The 2010 Plan Update buildout roadway level of service forecasts are presented in Table County of Santa Barbara

20 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Table Estimated Buildout Roadway Operations Roadway Classification ADT LOS C Threshold Bell Street (SR 135) w/o Den Street Primary 2 3,100 ADT 14,300 ADT Bell Street (SR 135) e/o Augusta Street Primary 2 9,600 ADT 14,300 ADT Main Street w/o Augusta Street Secondary 2 1,900 ADT 7,300 ADT Centennial Street s/o Bell Street Secondary 2 2,100 ADT 7,300 ADT Source ATE 2009 The key roadways within the Plan Area would carry volumes within the LOS C threshold with 2010 Plan Update buildout. Therefore, 2010 Plan Update buildout impacts on key roadways, based on County roadway capacities, would be adverse, but less than significant. The 2010 Plan Update buildout traffic analysis found that the Los Alamos roadway and intersection system has the capacity to accommodate the land uses envisioned. Development of individual projects may, however, trigger the need for site-specific improvements. Detailed analyses of the access connections, on-site circulation, and parking would be required at the time of development. Frontage improvements (e.g., roadway widening, curb, gutter, sidewalk, etc.) would be potentially required in areas that are currently unimproved. As discussed above, future projects facilitated by the 2010 Plan Update have the potential to require roadway improvements. Since future conditions are unknown, the County has developed Policy CIRC-LA-1.3 to ensure that roadways maintain acceptable operating capacities. New development within the Plan Area would be required to comply with County Code Section 23C-1 and Land Use Element Policy #4, which state that new development and subdivisions within Santa Barbara County are required to mitigate their transportation and transit facility impacts by constructing, or financing the construction of, the transportation and transit facilities needed to serve the new development and subdivisions. Therefore, 2010 Plan Update buildout impacts on need for new roads or maintenance of existing roads to serve new projects would be less than significant. Mitigation Measures As impacts of 2010 Plan Update buildout on roadway capacities would be adverse, but not significant, no additional mitigation measures are required. Residual Impact Impacts on traffic and circulation would be adverse, but less than significant (Class III) County of Santa Barbara

21 # Average Daily Traffic Volume NOT TO SCALE SOURCE: Associated Transportation Engineers (ATE) 2009 FIGURE Plan Buildout Average Daily Traffic Volumes 2010 Los Alamos Community Plan Update EIR

22 # P.M. Peak Hour Volume NOT TO SCALE SOURCE: Associated Transportation Engineers (ATE) 2009 FIGURE Plan Buildout P.M. Peak Hour Traffic Volumes 2010 Los Alamos Community Plan Update EIR

23 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation Impact TC-3: 2010 Plan Update buildout would generate additional vehicle trips that would increase volume to capacity ratios at intersections within the Plan Area. Levels of service were calculated for the Plan Area intersections assuming the Existing + Project P.M. peak hour traffic volumes shown in Figure Buildout of the 2010 Plan Update would generate vehicular traffic that would increase delay at the seven study intersections within the Plan Area. As identified in Table 4.9-2, all of the study intersections currently operate at a LOS A; with the addition of 2010 Plan Update buildout traffic, operation of six of the seven intersections would degrade to LOS B. Delay at the intersection of Bell Street and Main Street would increase from 8.2 seconds to 16.2 seconds, operating at LOS C at 20-year buildout of the 2010 Plan Update. Table (on page ) presents the estimated Buildout levels of service for the key Plan Area intersections. The data presented in Table show that the key intersections are forecast to operate at LOS C or better under 2010 Plan Update buildout conditions, and would not degrade any intersection LOS below C. Accordingly, 2010 Plan Update buildout impacts on area intersections would be adverse, but less than significant. Table Estimated Buildout Intersection Operations Intersection P.M. Peak Hour Delay a LOS SR 135/Bell Street 10.5 Sec. LOS B Bell Street/Saint Joseph Street 11.6 Sec. LOS B Bell Street/Centennial Street 11.9 Sec. LOS B Bell Street/Main Street 16.2 Sec. LOS C U.S. 101 SB Ramps/SR Sec. LOS B U.S. 101 NB On-Ramp/SR Sec. LOS B U.S. 101 NB Off-Ramp/SR Sec. LOS B a LOS based on average seconds of delay per vehicle pursuant to HCM Source: ATE 2009 Mitigation Measures As impacts of 2010 Plan Update buildout on intersection level of service would be adverse, but less than significant, no additional mitigation measures are required. Residual Impact Impacts on traffic and circulation would be adverse, but not significant (Class III). County of Santa Barbara

24 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR Cumulative Impacts Area of Influence: The Plan Area is geographically distinct from other urbanized areas generating substantial vehicular activity such as Orcutt, Santa Ynez, and the City of Santa Maria. The Area of Influence of cumulative effects in combination with proposed 2010 Plan Update traffic would be limited to the Plan Area and the immediate vicinity where related projects would noticeably impact the operations of U.S. Highway 101, State Route 135, and surface streets on- and off-ramps with the freeway. Cumulative impacts on the parking supply within the Bell Street Corridor resulting from related development in the vicinity of U.S. Highway 101 and State Route 135 outside the 2010 Plan Area would not be substantial. Though growth in the Area of Influence over the next 20 years of up to 3% per year would result in some increases in visitation to the Town of Los Alamos, a substantial increase in parking demand would not be anticipated without changes in the current land uses along the Bell Street Corridor (such as those proposed with the 2010 Plan Update CM-LA zone district ). Therefore, cumulative impacts on parking supply along the Bell Street Corridor would be adverse, but less than significant. As discussed in Impact TC-1, introduction of mixed use development within the CM-LA zone district along the Bell Street Corridor would potentially increase demand exceeding the 479 existing onstreet parking spaces. The 2010 Plan Update s contribution to impacts on parking demand along the Bell Street Corridor would be cumulatively considerable. As shown in Table 4.9-2, intersections in the area of influence are currently operating at LOS A. As discussed in section 4.9.2, U.S. Highway 101 and State Highway 135 volumes adjacent to Los Alamos have increased by about 1% and about 2% annually, respectively. As discussed in Impact TC-3, the projected Year 2030 intersections in the cumulative Area of Influence including along U.S. Highway 101 and State Route 135, would operate at an acceptable LOS B. Therefore, cumulative impacts on transportation and circulation would be less than significant. The most impacted intersection within the Plan Area would be at Bell Street and Main Street, with an acceptable LOS C. Therefore, the 2010 Plan Update contribution to cumulative impacts on transportation and circulation would be less than cumulatively considerable. The cumulative impact on roadway capacities and local intersections would be less than significant. As discussed in Impact TC-1 and TC-2, 2010 Plan Update buildout would generate additional vehicle trips that would have a less than cumulatively considerable impact on roadway and intersection levels of service within the project vicinity. Therefore, the 2010 Plan Update s contribution to cumulative roadway and intersection capacity would be less than cumulatively considerable County of Santa Barbara

25 2010 Los Alamos Community Plan Update Final EIR 4.9 Traffic and Circulation Mitigation Measures Implementation of measure MM TC-1, revising Policy CIRC-LA-1.6, DevStd CIRC-LA-1.6.1, and adding Action CIRC-LA and Action CIRC-LA would address the 2010 Plan Update s potential contribution to cumulative impacts on transportation and circulation. Residual Impact Implementation of MM TC-1 would reduce the 2010 Plan Update potential contribution to cumulative impacts on parking demand to less than cumulatively considerable. (Class II) Residual Impacts With incorporation of the 2010 Plan Update policies, and development standards including measure MM-TC-1, the 2010 Plan Update impacts on traffic and circulation parking demand would be significant but feasibly mitigated (Class II), and its contribution to cumulative parking impacts would be reduced to less than cumulatively considerable (Class II). All other 2010 Plan Update specific impacts on transportation and circulation would be adverse, but less than significant (Class III), and contributions to cumulative impacts would be less than cumulatively considerable (Class III). County of Santa Barbara

26 4.9 Traffic and Circulation 2010 Los Alamos Community Plan Update Final EIR THIS PAGE INTENTIONALLY LEFT BLANK County of Santa Barbara