0.2 Title Page ADEIR Vol I

4.0 – ENVIRONMENTAL SETTING , IMPACTS AND MITIGATION MEASURES

4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

The following is an introduction to the environmental analysis of project-specific and cumulative impacts and general assumptions used in the analysis. The reader is referred to the individual technical sections of the Draft EIR regarding specific assumptions and methodology used in the analysis.

ANALYSIS ASSUMPTIONS GENERALLY USED TO EVALUATE THE IMPACTS OF THE TOWN OF CORTE MADERA GENERAL PLAN

BASELINE ENVIRONMENTAL CONDITIONS ASSUMED IN THE DRAFT EIR

Section 15125(a) of the State CEQA Guidelines requires that an EIR include a description of the physical environmental conditions in the vicinity of a project, as they exist at the time the Notice of Preparation (NOP) is published. The CEQA Guidelines also specify that this description of the physical environmental conditions should serve as the baseline physical conditions by which a lead agency determines whether impacts of a project are considered significant.

The environmental setting conditions of the Town of Corte Madera and the surrounding area are described in detail in the technical sections of the Draft EIR (see Sections 4.1 through 4.12). In general, these setting discussions describe the setting conditions of the Town of Corte Madera and the surrounding area as they existed when the NOP for the project was released on June 3, 2005. In addition, the Draft EIR includes updated setting information since release of the NOP, such as the status of large-scale development projects in the Town and surrounding region (see Table 4.0-2 and Figure 4.0-1).

BUILDOUT ASSUMPTIONS UNDER THE GENERAL PLAN WITHIN EXISTING TOWN LIMITS

Table 4.0-1 identifies land use categories under the proposed General Plan Update within existing Town limits at buildout.

TABLE 4.0-1 PROPOSED TOWN OF CORTE MADERA GENERAL PLAN LAND USE SUMMARY AT BUILDOUT WITHIN THE TOWN LIMITS

Land Use Category Acreage Residential Designations Open Residential (0 to 0.2 du/ac) 43 Hillside Residential (0.2 to 2.2 du/ac) 192 Low-Density Residential (LDR) (0.2 to 6.0 du/ac) 507 Medium-Density Residential (MDR) (6.0 to 11.0 du/ac) 38 High-Density Residential (HDR) (11 to 25 du/gac w/ a density bonus 1 up to 31.5 du/gac) Commercial Designations Local-Serving Commercial (FAR to 0.34) 12 Office (FAR to 0.34) 2 Mixed Use (MU) Designations MU Region-Serving Commercial (FAR to 0.60; and 15.1 to 25.0 and 59 up to 31.0 du/ac w/density bonus)

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.0-1 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

Land Use Category Acreage MU: Old Corte Madera Square (FAR to 1.0; and 15.1 to 25.0 and up 5 to 31.0 du/ac w/density bonus) MU Commercial (FAR to 0.34; and 15.1 to 25.0 and up to 31.0 du/ac 79 w/density bonus) Public Use Designations Public and Semi-Public Facilities (FAR to 0.35) 77 Parks 93 Open Space Water Bodies and Waterways 788 Wetlands and Marshlands 440 Hillside Open Space 159

Total 2,495 Source: General Plan Land Use Map, 2004

Based on Traffic Analysis Zone (TAZ) mapping, historic and maximum residential development densities (i.e., Open Residential – 0.2 dwelling units per acre, Hillside – 2.2 dwelling units per acre, LDR – 6.0 dwelling units per acre, MDR – 11 dwelling units per acre, HDR – 25 dwelling units per acre) and consideration of development of net acreage in the Town, it is anticipated that buildout of the proposed General Plan Update would result in approximately 4,118 housing units and a population of approximately 9,917 within the Town limits by the year 2025. The buildout of the General Plan would consist of the increase in floor area ratio (FAR) for commercial development in the two regional shopping centers (the Village and the Town Center) and infill development (218 units). The population within the Town of Corte Madera in 2005 was approximately 9,400, and the number of housing units was approximately 3,900. Therefore, the buildout of the proposed General Plan Update would consist of a slight increase in housing units through infill development. It should be noted that these estimates of dwelling units and population do not constitute a dwelling unit or population cap for the Town.

BUILDOUT ASSUMPTIONS UNDER THE GENERAL PLAN ASSOCIATED WITH THE PLANNING AREA

As described in Section 3.0, Project Description, the proposed General Plan Update identifies the Planning Area, which is the equivalent to the existing Town’s sphere of influence and includes all lands within the incorporated Town limits, a large area within San Francisco Bay, lands just beyond the southern Town limit (near Tiburon and the Ring Mountain Open Space Preserve), and the area encompassed by the Greenbrae Boardwalk. Assumptions used in the environmental analysis for these areas are described below. There are several areas within the Planning Area that cannot be developed with the buildout of the proposed General Plan Update. These areas include waters of the San Francisco Bay, including all tidelands, wetlands, and marshlands, and dedicated open space lands along ridgelines and hillsides.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.0-2 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

TABLE 4.0-2 PROPOSED AND APPROVED LARGE -SCALE RESIDENTIAL AND COMMERCIAL PROJECTS IN CORTE MADERA

Map Total Number of Total Commercial Name of Project Use Total Acreage Location Status Number Dwelling Units Square Footage

Corte Madera Projects 1 1421 Casa Buena Dr. Residential 8 0 1.23 1421 & 1425 Casa Buena Drive APP MMWD Corporation Yard 2 Commercial 0 5,300 4.95 220 Tamal Vista Blvd. CC Lab Building San Clemente Housing & 3 Mixed Use 79 68,665 3.51 25 San Clemente Drive UC Self Storage 4 The Cheesecake Factory Commercial 0 8,537 16.55 1736 Redwood Hwy. CC

Marin County Projects 1 Paradise Cay North Residential 31 0 24.8 Paradise Drive in unincorporated Tiburon UC

3820 Paradise Drive in unincorporated 2 Sorokko Master Plan Residential 5 0 18.9 UR Tiburon

Larkspur Projects

Bordered by Magnolia Ave., East Ward St., Meadow Dr., Larkspur Creek, and Central Larkspur Area 5 Mixed Use 22.00 Doherty Dr.; and the entire Doherty Dr. UR Specific Plan right-of-way from Magnolia Ave. to the city limit

NE of the intersection of East Sir Francis 6 Drake's Cove Residential 23 0 10.00 UC Drake Blvd. & Larkspur Landing Circle

East of the intersection of East Sir Francis 7 Drakes Way Residential 24 0 8.00 APP Drake Blvd. & Larkspur Landing Circle

8 Elm Crest Subdivision Residential 8 0 8.00 Elm Avenue CC

9 Marin Rowing Commercial 0 13,475 0.60 50 Drakes Landing Way CC

10 Sanitary District Property Mixed Use 151 82,000 10.65 200 Larkspur Landing Circle APP

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.0-5 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

Map Total Number of Total Commercial Name of Project Use Total Acreage Location Status Number Dwelling Units Square Footage

Mill Valley Projects 11 Country Club Estates Residential 5 0 11.17 End of Sarah UC

12 Old Mill Commons Residential 10 0 0.23 8 Old Mill APP

13 Camino Alto Town Homes Residential 20 0 1.00 Camino Alto and E. Blithedale UR

14 Von der Werth Mixed Use 20 5,000 1.00 Miller Avenue and Reed Street UR

15 Coopersmith Residential 13 0 N/A Miller Avenue U R

16 La Goma Residential 20 0 N/A 5, 7, 9 La Goma UR Tiburon Projects 17 Belvedere/Tiburon Library Commercial 0 17,075 0.37 1501-1503 Tiburon Blvd. APP 18 Caceres Mixed Use Mixed Use 3 1,966 0.00 41 Main Street CC 19 Easton Point Residential 40 0 110.00 Mar West & Esperanza Street WD/E 20 Ling Precise Development Residential 3 0 5.80 Stony Hill Road WD/E 21 Parente Precise Residential 2 0 10.00 Antonette/Parente Drive UR 22 Tiburon Glen Residential 3 0 26.03 Paradise Drive/Norman Way APP 23 Tiburon Court Residential 3 0 13 Trestle Glen Boulevard APP 24 Rabin/SODA Residential 13 0 50 Paradise Drive/Seafirth Drive UR Kol Shofar Synagogue 25 Commercial 0 12,500 N/A 215 Blackfield Drive UR Expansion Key for Project Status: UR: Under Review, APP: Approved, UC: Under Construction, CC: Construction Complete, WD/E: Withdrawn, Denied, Expired Source: PROPDEV 42 Semi-Annual Proposed Development Survey, An Inventory of Proposed Development Projects in Marin County as of October, 2006. Published by the Marin County Community Development Agency in cooperation with the Planning Departments of the Cities and Towns of Marin 7/1/2006.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.0-6 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

COMMUNITY PLAN AREAS

The General Plan Update proposes Community Plans for Old Corte Madera Square, the Fifer/Tamal Vista area, the Paradise/San Clemente area, and the Tamalpais Drive/Casa Buena Drive area. These areas are further described in Section 3.0, Project Description.

Old Corte Madera Square

The area surrounding Old Corte Madera Square effectively serves as one of the “centers” of the Town. The Town is committed to enhancing the area to promote pedestrian and bicycle activity and local businesses and to improve circulation along the area roads. The Old Corte Madera Square Community Plan would include plans for future infill development, consistent in scale and character with the existing buildings. Additionally, the plan would include expansion of existing uses to include residential units to enhance the area’s activity and provide additional housing opportunities.

Fifer/Tamal Vista Area

The Fifer Avenue/Tamal Vista Boulevard area currently consists of a range of public facility, commercial service, and multi-family residential uses. The Community Plan would set guidelines to enhance the scenic character of the area via improved maintenance and intensity of landscaping, as well as to link the existing uses to adjacent mixed-use districts and residential neighborhoods. Additionally, the Town has identified opportunities for high-density, multi-unit residential uses in the Fifer Avenue/Tamal Vista Boulevard Community Plan area.

The area may be impacted through changes to Highway 101 access. Planning and engineering studies conducted for the Highway 101/Sir Francis Drake Boulevard interchange may result in other interchange upgrades and modifications.

Paradise/San Clemente Area

The San Clemente Drive/Paradise Drive Area functions as the southern “gateway” point to Bayside Corte Madera from Highway 101. The area currently serves various commercial, office, and light industrial uses. The Town is committed to encouraging mixed-use development in the area to more effectively showcase and link the area to adjacent commercial districts and residential neighborhoods. The Paradise/San Clemente Community Plan would include recognition of the Town’s commitment to providing opportunities for development of affordable housing. Additionally, the Paradise/San Clemente Community Plan would include plans to enhance San Clemente Drive with “boulevard” streetscaping. Future development within the Community Plan area would largely occur as infill renovations of currently developed sites.

Tamalpais Drive/Casa Buena Drive Area

The Tamalpais Drive/Casa Buena Drive area is an important gateway to the community and contains the Town Center shopping center, which is aesthetically attractive and commercially strong. Additionally, there is a slow revitalization trend among other commercial properties in the area. However, a number of retail and service buildings in the area are near the end of their economic life and are marginally blighted. Also, the area is part of the US 101 Corridor Study of ramps and interchanges from Tamalpais Drive through Sir Francis Drake Boulevard. The Tamalpais Drive/Highway 101 intersection and overpass may be rebuilt as a part of the Corridor Study during the life of this General Plan. A Community Plan that includes a program of public improvements and zoning incentives will accelerate the revitalization of this area.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.0-7 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED

STRUCTURE OF THE ENVIRONMENTAL IMPACT ANALYSIS

Sections 4.1 through 4.12 of this Draft EIR contain a detailed description of current setting conditions (including applicable regulatory setting) and an evaluation of the direct and indirect environmental effects resulting from the implementation of the proposed General Plan Update. In addition, the Draft EIR evaluates the direct and indirect environmental effects of implementation of the policy provisions of the proposed General Plan Update elements.

The individual technical sections of the Draft EIR adhere to the following format.

Existing Setting

This sub-section includes a description of the physical setting conditions associated with the technical area of discussion, consistent with State CEQA Guidelines Section 15125. As previously identified, the existing setting is based on conditions as they existed when the NOP for the project was released.

Regulatory Framework

This sub-section consists of the identification of applicable federal, state, regional, and local plans, policies, laws, and regulations that apply to the technical area of discussion.

Impacts and Mitigation Measures

The Impacts and Mitigation Measures sub-section identifies direct and indirect environmental effects associated with implementation of the proposed General Plan Update. Standards of significance are identified and utilized to determine whether identified environmental effects are considered “significant” and require the application of mitigation measures. Each environmental impact analysis is identified numerically (e.g., Impact 4.1.1 – Consistency with Relevant Land Use Planning Documents) and is supported by substantial evidence included in the discussion.

Mitigation measures for the proposed General Plan Update were developed after a thorough review of the environmental effects of the General Plan Update by consultants with technical expertise as well as by environmental professionals. The mitigation measures identified consist of “performance standards.” (The use of performance standard mitigation is allowed under State CEQA Guidelines Section 15126.4(a) and is supported by case law ( Sacramento Old City Association v. City Council of Sacramento [3d. Dist 1991] 229 Cal.App.3d 1011, 1028 [280 Cal.Rptr. 478]) that identifies clear requirements that will avoid or minimize significant environmental effects.)

Cumulative Setting, Impacts, and Mitigation Measures

Section 5.0, Cumulative Impacts, provides an analysis of the proposed General Plan Update’s contribution to cumulative impacts to the environment. The analysis focuses on whether the General Plan Update’s contribution is “cumulatively considerable” (State CEQA Guidelines Section 15130). A cumulative impact occurs from the change in the environment that results from the incremental impact of the project when added to other closely related past, present, and reasonably foreseeable future projects. In general, the cumulative setting conditions considered in this Draft EIR are based on the existing land use plans in the Marin County region (e.g., adjacent unincorporated County land, the Cities of Larkspur and Mill Valley, and the Town of Tiburon) and regional traffic conditions associated with Highway 101, as well as by consideration of large-scale proposed and approved development projects listed in Table 4.0-2 and shown in Figure 4.0-1. This

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.0-8 4.0 INTRODUCTION TO THE ENVIRONMENTAL ANALYSIS AND ASSUMPTIONS USED list of large-scale projects is intended to describe large-scale development activities in the general vicinity of the Town and is not intended to be an all-inclusive list of projects in Marin County. Cumulative impacts can result from individually minor but collectively significant projects taking place over a period of time (CEQA Guidelines Section 15355(b)). Accordingly, the cumulative setting includes related past, present, and reasonably foreseeable projects in the region.

TERMINOLOGY USED IN THE DRAFT EIR

This Draft EIR uses the following terminology:

Corte Madera Planning Area: This area consists of land area outside the current incorporation boundaries of Corte Madera for which the Town has identified a long-term vision for land uses.

Cumulatively Considerable: A cumulative significant impact would result when the project would contribute significantly to a physical impact on the environment expected under cumulative conditions.

Less Than Significant Impact: A less than significant impact would cause no substantial change in the physical condition of the environment (no mitigation would be required for project effects found to be less than significant).

Significant Impact: A significant impact would cause (or would potentially cause) a substantial adverse change in the physical conditions of the environment. Significant impacts are identified by the evaluation of project effects using specified standards of significance provided in each technical section of the EIR. Identified “significant” impacts are those where the project would result in an impact that can be measured or quantified, while identified “potentially significant” impacts are those impacts where an exact measurement of the project’s effect cannot be made but substantial evidence indicates that the impact would exceed standards of significance.

Potentially Significant: A potentially significant impact may also be an impact that may or may not occur and where a definite determination cannot be foreseen. Mitigation measures and/or project alternatives are identified to avoid or reduce to a less than significant level project effects to the environment.

Significant and Unavoidable Impact: A significant and unavoidable impact would result in a substantial change in the environment that cannot be avoided or mitigated to a less than significant level if the project is implemented.

Standards of Significance: A set of significance criteria used by the CEQA lead agency (Corte Madera) as well as by other public agencies with regulatory jurisdiction over the project to determine at what level or “threshold” an impact would be considered significant. Significance criteria used in this EIR include the State CEQA Guidelines; factual or scientific information; regulatory performance standards of local, state, and federal agencies; and Town goals, objectives, and policies. Specified significance criteria are identified at the beginning of the impact analyses of each technical section of the EIR.

Subsequent Projects/Activities: Anticipated development projects (e.g., residential, commercial, park, recreational) that would occur under the General Plan Update. This would include public and utility extension projects including, but not limited to, roadway widenings and extensions, intersection improvements, water distribution improvements, and trail extensions.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.0-9 4.1 – LAND USE 4.1 LAND USE

This section of the EIR describes existing land use, proposed land use designations, future potential development patterns, and evaluated land use impacts resulting from implementation of the proposed General Plan Update.

4.1.1. EXISTING SETTING

REGIONAL SETTING

The Town of Corte Madera is located in Marin County, approximately nine miles north of San Francisco (see Figure 3.0-1). It is situated between the San Francisco Bay on the east and Mount Tamalpais on the west. Marin County encompasses 520 square miles and is one of the nine Bay Area counties. The County includes rural ranching and dairy operations, industry including information technologies and manufacturing, and 141,400 acres of parkland, open space, and recreation lands. The County is well known for its housing and recreational resources for Bay Area residents and visitors. Corte Madera serves as a residential community and retail center for the residents of Marin County and San Francisco.

LOCAL SETTING

The Town limits of Corte Madera encompass approximately four square miles. This area includes all land presently in the Town limits, as well as a portion of the San Francisco Bay, including approximately one square mile of tidal marshes and Bay waters. The Town is bordered on the north by the City of Larkspur and to the south by the Town of Tiburon and the City of Mill Valley. The only topographical separations between Larkspur and Corte Madera are Palm Hill and the right-of-way and embankments of the former Northwestern Pacific Railroad. Both Larkspur and Corte Madera are two of several communities within a sub-region of Marin County, the Lower Ross Valley. Open space, held primarily by Marin County, adjoins the western border, and the San Francisco Bay lies along the eastern border. Highway 101 bisects Corte Madera in the north- south direction.

The Corte Madera Sphere of Influence includes three areas beyond the existing Town limits. They are:

• A large area within San Francisco Bay;

• Lands just beyond the southern Town limit near Tiburon and the Ring Mountain Open Space Preserve; and

• The area encompassed by the Greenbrae Boardwalk area at the north edge of the Town by Highway 101 and the northern edge of the Corte Madera State Ecological Reserve.

Figure 3.0-2 in the Project Description (Section 3.0) depicts the Town limits and Sphere of Influence (SOI).

EXISTING LAND USE

The Town is largely built out, with only a few individual parcels left undeveloped that are not otherwise classified as open space or environmentally preserved lands. The existing land use pattern is generally a mix of residential neighborhoods and commercial centers, combined with parks and open spaces. Several distinct areas characterize the Town, including:

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-1 4.1 LAND USE

Regional Shopping Centers

The Village Shopping Center and Town Center regional shopping mall are located near the center of the Town at the Highway 101/Tamalpais Drive interchange. The current area of the Village Shopping Center is 420,966 square feet and the Town Center is 420,988 square feet, for a total square footage of 841,954.

Town Civic Center

The Town Civic Center buildings and facilities include the Town Hall, Town Park, Fire Offices/Station, U.S. Post Office, and a Recreation Center. The Civic Center is located along the north side of Tamalpais Drive.

Historic Old Corte Madera Square and Menke Park

Historic Old Corte Madera Square and Menke Park are in the western portion of the Town at the intersection of Tamalpais Boulevard and Corte Madera Avenue. The park, located near the Town’s historic passenger rail station, is surrounded by a series of older buildings, now mostly in commercial use.

Eastern Residential Neighborhoods

The eastern residential neighborhoods are primarily characterized by detached single- family residences and are located east of Highway 101 along the Paradise Drive corridor.

Western Residential Neighborhoods

The western residential neighborhoods are characterized by detached single-family residences and some multi-family residential units and are located west of Highway 101.

Upslope Residential Neighborhoods

The upslope residential neighborhoods include Chapman Hill and Christmas Tree Hill, which are characterized mostly by detached, single-family residences built on steep terrain and winding residential streets. The upslope residential neighborhoods are located south of Tamalpais Drive and above Corte Madera Avenue.

Ecological/Open Spaces

The ecological and open spaces areas of the Town include the Corte Madera State Ecological Reserve, tidal marshlands, and various Marin County Open Space Preserves. The ecological and open spaces areas are primarily located along the edge of the eastern and southern Town limits.

Table 4.1-1 provides a breakdown of existing land uses within the Town. An inventory of existing land use was completed in 2002 as part of the analysis for production of the General Plan Background Report.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-2 4.1 LAND USE

TABLE 4.1-1 ACREAGE BY EXISTING LAND USES IN CORTE MADERA

Land Use Number of Parcels Area in Acres % of Total

Commercial 96 118 5.0%

Industrial 4 9 0.4% Institutional 19 42 2.0% Office 33 25 1.0% Mixed Use 6 4 0.2% Multi-Family Residential 580 58 2.0% Single-Family Residential 2,813 644 26.0% Vacant 41 68 3.0% Parks and Open Space 66 681 27.0% Public Facilities 32 57 2.0% Water Feature 31 789 32.0% Total 3,721 2,495 100.0% Source: Background Report for the Town of Corte Madera General Plan Update, 2002

Adjacent Land Uses

Adjacent land uses to the Town of Corte Madera boundaries include the San Francisco Bay to the east and hillside open space along the southern boundaries of the Town within unincorporated Marin County. The city boundaries of Larkspur and Mill Valley are located to the north and west of the Town. The land uses adjacent to the Town in the Cities of Larkspur and Mill Valley include residential and open space.

4.1.2 REGULATORY FRAMEWORK

REGIONAL San Francisco Bay Conservation and Development Commissions, San Francisco Bay Plan

The Bay Conservation and Development Commission (BCDC) was established in 1965 to prevent the unnecessary filling of San Francisco Bay and to increase public access to and along the Bay shoreline. BCDC has jurisdiction over development in shoreline areas within a band measured 100 feet landward of and parallel to the shoreline of the Bay.

Filling, dredging, new construction, major remodeling, changes in land use, and subdivisions within this area are subject to review and approval by BCDC. BCDC implements the San Francisco Bay Plan, originally adopted in 1968 and periodically updated, as its policy framework. The plan focuses on water quality, size of the Bay, marshes and mudflats, and related issues.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-3 4.1 LAND USE

LOCAL Marin Countywide Plan

The Marin Countywide Plan designates land use within the unincorporated areas outside of the Town limits (see Figure 4.1-1). The lands within the Town’s Sphere of Influence that are outside the Town limits have the following County land use designations:

• San Francisco Bay area = Ocean Bay

• Lands just beyond the southern Town limit near Tiburon and the Ring Mountain Open Space Preserve = Open Space

• The area encompassed by the Greenbrae Boardwalk area at the north edge of the Town by Highway 101 and the northern edge of the Corte Madera State Ecological Reserve = Single-Family Residential

Land uses adjacent to the Town’s Sphere of Influence include residential land uses within the Town of Tiburon, further open space within unincorporated Marin County, Ocean Bay lands within San Francisco Bay, and additional single-family residential in the Greenbrae Boardwalk area within unincorporated Marin County.

City of Larkspur General Plan

Adopted in 1990, the City of Larkspur General Plan replaces the 1972 General Plan and provides policies and programs for the city and its Sphere of Influence. The General Plan is the principal policy document for guiding future conservation and development of the city. It represents an agreement among the citizens of Larkspur on basic community values, ideals, and aspirations to govern a shared environment (City of Larkspur, 1990). The City of Larkspur lies adjacent to and north of Corte Madera. The land use designations within the City of Larkspur that are adjacent to Corte Madera include open space and residential.

City of Mill Valley General Plan

Adopted in 1990, the City of Mill Valley General Plan provides policies and programs for the city and its Sphere of Influence. The General Plan is the principal policy document for guiding future conservation and development of the city and to protect the community’s small town character, scenic beauty, and population diversity (City of Mill Valley, 1990). The General Plan covers planning for the City of Mill Valley with its approximately 13,000 residents. The City of Mill Valley lies adjacent to and south and southwest of Corte Madera. The land use designations within the City of Mill Valley that are adjacent to Corte Madera include open space and single- family residential.

Town of Tiburon General Plan

Adopted in 2005, the Town of Tiburon General Plan replaces the 1989 General Plan and provides policies and programs for the town and its Sphere of Influence. The General Plan is the principal policy document for guiding future conservation and development of the town and to protect the town’s views and natural beauty, small-town character, and open space (Town of Tiburon, 2005). The General Plan sets forth the ideas for the town to establish alternative transportation programs for public schools, strongly control maximum house size, underground utility wires, and provide adequate and safe facilities for children and teens. The Town of Tiburon lies to the south

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-4 4.1 LAND USE and southeast of Corte Madera; however, the boundaries of the Town of Tiburon and Corte Madera do not directly border each other (see Figure 4.1-1). The land use designations within the City of Tiburon that are adjacent to Corte Madera include open space and medium-density residential.

Corte Madera Zoning Ordinance

The most recent Zoning Ordinance for Corte Madera was adopted by the Town Council in 1994 under Ordinance 785. The Zoning Ordinance is a primary tool for implementing the policies of the General Plan and addresses physical development standards and criteria for the Town. Government Code Section 65860 requires municipalities to maintain consistency between their Zoning Ordinance and their adopted General Plan. One of the purposes of zoning is to implement the land use designations set forth in the General Plan. Existing zoning in the Town of Corte Madera includes 24 zoning designations (see Figure 4.1-2).

Corte Madera Bayfront Vision Plan

In 1994, the Corte Madera Bayfront Vision Plan Steering Committee recommended to the Town Council a series of implementation programs for the improvement of bayside Corte Madera as part of the Corte Madera Bayfront Vision Plan. Included in these programs (and approved by the Town Council) was an implementation action advising the updating of the 1979 Paradise Drive/San Clemente Drive Specific Plan discussed below.

Paradise Drive/San Clemente Drive Specific Plan

The Paradise/San Clemente Commercial Area Specific Plan was first adopted in 1979 and established standards for landscaping, building siting, and design for the area between San Clemente and Paradise Drives, including the Paradise Shopping Center. An updated Specific Plan for this area was developed in 1999 to provide a framework for the development of 40.5 acres east of and adjacent to Highway 101. The intent of the document was to develop a Specific Area Plan, as permitted by California state law, in order to develop land use planning, policies, and programs tailored to meet the needs of the Specific Plan Area. Although the Specific Plan document was developed and an Environmental Impact Report (EIR) was prepared, neither document was adopted by the Town.

Christmas Tree Hill Community Plan

The Christmas Tree Hill Community Plan was adopted in 1992. This plan created a series of programs intended to address issues important to the quality of life on Christmas Tree Hill. The document includes several policies and implementation programs directed at maintaining the existing character of the area, increasing safety, and guiding future development on Christmas Tree Hill. The Community Plan established the Christmas Tree Hill Overlay Zoning District (CTH District) that is specific to Christmas Tree Hill. This overlay district was established as an overlay zone that would augment the regulations of the underlying zone.

4.1.3 IMPACTS AND MITIGATION MEASURES

STANDARDS OF SIGNIFICANCE

This analysis evaluates the project’s impacts on land use based on the standards identified in the State CEQA Guidelines Appendix G. A land use impact is considered significant if implementation of the project would result in any of the following: Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-5 4.1 LAND USE

1) Physically divide an established community or create a conflict between adjacent land uses.

2) Substantially conflict with any applicable adopted land use plan, policy, or regulation of an agency with jurisdiction over the project (including, but not limited to, the general plan, specific plan, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect.

3) Conflict with any applicable habitat conservation plan or natural community conservation plan.

As stated in the Initial Study, the project site would not physically divide any established communities or conflict with any applicable habitat conservation plan or natural community conservation plan. Therefore, these issues are not addressed further in this EIR.

METHODS

Evaluation of potential land use impacts within the Town of Corte Madera resulting from implementation of the proposed General Plan Update was based on a review of planning documents pertaining to the Town of Corte Madera, including the current Town of Corte Madera General Plan, Town of Corte Madera Zoning Code, Corte Madera Bayfront Vision Plan, Paradise Drive/San Clemente Specific Plan, and Christmas Tree Hill Community Plan; a field review of the City and surrounding areas; a review of planning documents pertaining to lands adjacent to the proposed project including the Marin Countywide Plan, the San Francisco Bay Plan, and the neighboring cities’ General Plans including Mill Valley and Larkspur; and consultation with appropriate agencies.

The analysis herein is based on buildout conditions for the Town of Corte Madera as provided in Table 3.0-1 in Section 3.0, Project Description, and in Section 4.0, Introduction to Environmental Analysis and Assumptions Used. This analysis does not assess impacts associated with the phasing of projects or interim improvements.

The focus of this land use analysis is on land use impacts that would result from the new General Plan Update policy document and land use map. Specific impacts and issues associated with Population and Housing, Hazards, Geology and Soils, Hydrology, Aesthetics, Recreation, Cultural, Biology, and Public Services and Utilities are addressed in each technical section, and the reader is referred to other EIR sections for detailed analyses of other relevant environmental effects as a result of plan development.

Potential impacts associated with the remainder of the Planning Area, outside the Town limits, was based on a review of planning documents relevant to those areas, including the Marin County General Plan, the San Francisco Bay Plan, consultation with appropriate agencies, and field review of the Planning Area. These impacts are discussed in the cumulative section.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-6 City Boundary Ross San Rafael Single Family Residential

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Corte Madera Sphere of Influence Corte Madera City Limits CM_ZONING Residential R-1: Medium-density Residential R-1-A: Low-density Residential R-1-B: Very-low-density residential district R-1-C: Open residential district R-2: Low-density multiple-dwelling district Commercial O: Professional and Administrative Office District C-1: Local shopping district

ta C-2: Regional shopping district is V C-3: Highway commercial district a n e C-4: Commercial service district u B Parks and Open Space POS: Parks, Open Space, and Natural Habitat District P/SP: Public and Semi-public Facilities District Industrial M: Light Industrial District Other W: Waterbodies/waterways

Source: City of Corte Madera, County of Marin, PMC

750 0 750 Figure 4.1-2

FEET ´ Corte Madera Zoning Ordinance

4.1 LAND USE

PROJECT IMPACTS AND MITIGATION MEASURES

Consistency with Relevant Land Use Planning Documents

Impact 4.1.1 Implementation of the proposed General Plan Update may conflict with relevant land use planning documents within and adjacent to the Town of Corte Madera. This is considered a less than significant impact.

Land use plans affecting the Town of Corte Madera include the Christmas Tree Hill Community Plan and the Corte Madera Bayfront Vision Plan. The general plans of the cities surrounding Corte Madera apply to those jurisdictions, and the Bay Plan applies to areas under BCDC jurisdiction. Regulations include those adopted by local, regional, state, and federal agencies for lands or resources under their jurisdiction. The proposed Corte Madera General Plan Update would not substantially alter the existing land use pattern currently set forth in the existing Corte Madera General Plan Land Use Map, except where current commercial, office, and public facilities areas would be changed to mixed-use designations for the two regional shopping centers and the Community Plan areas.

Corte Madera Bayfront Vision Plan and Christmas Tree Hill Community Plan

Implementation of the proposed General Plan Update would not create significant inconsistencies with the adopted Corte Madera Bayfront Vision Plan and the Christmas Tree Hill Community Plan. No land use conflicts would occur between the land use designations and the provisions of the Corte Madera Bayfront Vision Plan or the Christmas Tree Hill Community Plan. The General Plan Update does not include any proposed land use changes for the Christmas Tree Community residential designations that would conflict with the Christmas Tree Hill Community Plan. Additionally, the General Plan Update does not include any proposed land use changes that would conflict with the programs and improvements for the bayside of Corte Madera. Therefore, impacts resulting from the implementation of the proposed General Plan would be less than significant.

San Francisco Bay Plan

The San Francisco Bay Plan, which was completed in January 1969, includes policies on issues critical to the wise use of the Bay, ranging from ports and public access to design and transportation. The Bay Plan also contains maps of the entire Bay which designate shoreline areas that should be reserved for water-related purposes like ports, industry, public recreation, airports, and wildlife refuges. The proposed General Plan Update does not include any proposed land use changes to the Corte Madera bayside that would conflict with the San Francisco Bay Plan. Therefore, impacts resulting from the implementation of the proposed General Plan would be less than significant.

Town of Corte Madera Zoning Ordinance

The Zoning Ordinance of the Corte Madera Municipal Code (Title 18) zones property and prescribes development standards and processes within the Town limits. The proposed General Plan Update will require updates and amendments to the Zoning Ordinance for consistency with the proposed General Plan Land Use designations, including the proposed lot uses, lot sizes, and floor area ratios. The proposed General Plan Update policy provisions LU-1.1a and LU-1.1b in the Land Use Element would result in revisions to the Municipal Code, including the Zoning and Subdivision Ordinances to ensure consistency with the General Plan, including land uses, lot sizes,

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-11 4.1 LAND USE

and floor area ratios. Therefore, conflicts created by the implementation of the proposed General Plan Update would be less than significant .

General Plan Policies and Implementation Programs

The following policy provisions are provided in the General Plan Update to address consistency with other planning documents:

LU-1.1 Maintain and implement the General Plan Land Use Diagram that describes the distribution and location of land uses prescribed by General Plan policies. Land use designations are generalized groupings of land uses and titles that define a predominant land use type. Only allow development that is consistent with the Land Use Diagram and the land use designations. All proposed projects must meet density, floor area ratio, and other standards governing the applicable land use designation.

Implementation Program LU-1.1.a: Ordinance Revisions Prepare and adopt revisions to the Municipal Code, including the Zoning and Subdivision Ordinances, that organize and update existing resolutions and ordinances of the Town to ensure consistency with the General Plan, including land uses, lot sizes and floor area ratios. Uses and structures made non- conforming by adoption of the General Plan will be allowed to be continued, and further addressed in the Zoning Ordinance update.

Implementation Program LU-1.1.b: Mixed-Use Zone Amend the Corte Madera Zoning Ordinance to add a Mixed-Use Zone to implement the Mixed-Use designations, and apply this Zoning to lands so designated on the Land Use Diagram. Corollary changes to parking provisions of the Zoning Ordinance shall also be made to ensure adequate set-aside of parking spaces for residential uses in mixed-use developments.

Implementation of Policies LU-1.1a and LU-1.1b with associated implementation programs would avoid conflicts resulting from the implementation of the community plans at a less than significant level.

Mitigation Measures

None required.

Land Use Conflicts

Impact 4.1.2 Implementation of the proposed General Plan may create conflicts between existing and future land uses within the Town of Corte Madera or adjacent to the Town boundaries. This is considered a less than significant impact.

Implementation of the proposed General Plan would not create land use conflicts between land use designations within the Town of Corte Madera or adjacent to the Town boundaries. The proposed land use designations in the General Plan Update would not be in conflict with any adjacent land use (e.g., residential uses would not be located near any hazardous use). The proposed General Plan Update Land Use Map would include the re-designation of commercial, office, and public facilities to mixed-use designations. The proposed mixed-use designations

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-12 4.1 LAND USE

would be located in areas adjacent to existing residential, commercial, and office designations (see Figure 3.0-3).

There would also be no land use conflicts with the implementation of the Corte Madera General Plan Land Use Policy Map and the adjacent land uses in unincorporated Marin County, the Cities of Mill Valley and Larkspur, and the Town of Tiburon. The proposed General Plan Update Land Use Map would not significantly change the land use designations in areas that are adjacent to any of the surrounding cities or in unincorporated Marin County, as these areas would remain as either open space or residential (see Figure 3.0-3).

The proposed General Plan policy map includes four new Community Plan Areas and identifies 15 land use designations that improve the descriptions of the typical land uses accommodated within the Town. The four new Community Plan Areas include the Old Corte Madera Square, the San Clemente Drive/Paradise/Koch Road Area, the Fifer/Tamal Vista Boulevard Area, and the Tamalpais Drive/Casa Buena Drive Area. The Old Corte Madera Square Community Plan Area would be re-designated as Mixed-Use Old Corte Madera Square, and the San Clemente Drive/ Paradise/Koch Road Community Plan Area, the Fifer/Tamal Vista Boulevard Community Plan Area, and the Tamalpais Drive/Casa Buena Drive Community Plan Area would be re-designated as Mixed-Use Commercial. The two regional shopping centers, the Village and the Town Center, would also be re-designated as Mixed-Use Region-Serving Commercial. The Community Plan Areas and the regional shopping centers are proposed to be re-designated as Mixed-Use in the General Plan Update Land Use Map due to their regional access in the Town.

The implementation of the proposed General Plan Update will not result in land use conflicts with the proposed Community Plan Areas. The proposed General Plan Land Use Map would re- designate the existing Community Plan Areas as Mixed-Use from their current designations of commercial, office, and multi-family residential. The policy provisions in the proposed General Plan Update would ensure that the development of the Community Plans would not conflict with the surrounding areas. These policies would include measures such as design guidelines, integrating existing land uses with infill development where feasible, and providing locations for office and employment activities that are compatible with the district and surrounding residential neighborhoods.

Policies and implementation programs included in the proposed General Plan Update would ensure that development in existing neighborhoods and community plans would be compatible with existing development, and also require consideration of existing uses and compatibility when developing design guidelines and considering zoning designation revisions. Implementation of the proposed General Plan Update would have a less than significant impact regarding potential land use conflicts.

General Plan Policies and Implementation Programs

The following policy provisions are provided in the General Plan Update to address possible land use conflicts.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-13 4.1 LAND USE

Implementation Program LU-1.1d: Design Guidelines Prepare and adopt Design Guidelines for the review of residential and non- residential development.

LU-1.4 Identify opportunities to achieve desired land uses and physical improvements in and around Old Corte Madera Square.

Implementation Program LU-1.4.a: Prepare Community Plan Prepare a Community Plan for the Old Corte Madera Square area to achieve the following

Development Objectives:

• Recognize the significance of historic architecture around the Square when considering new development.

• Create opportunities for mixed retail, service, professional and residential land uses around the Square, including potential for development of affordable housing.

• Maintain a relatively low intensity of land use, similar in nature to current use in and around the Square, in order to preserve the established character in the area. Floor Area Ratios (FAR) shall not exceed a maximum FAR of 1.0, subject to Town review of development plans.

• Enhance the passive recreational value of Menke Park as a quiet, scenic resource.

• Create an environment to enhance business success around the Square.

• Identify uses that will enhance the Square’s attraction to Town residents.

• Develop a locational signage program and provide gateway elements.

• Utilize Design Guidelines for the Square area to maintain the diverse architectural styles found in the area and enhance the appearance of new development and rehabilitation of existing structures.

• Future development within the Community Plan boundaries shall minimize view impacts to properties with views of Mount Tamalpais and San Francisco Bay through thoughtful building design and placement.

• Undergrounding of utility lines.

Traffic, Bicycle, and Pedestrian Objectives:

• Improve traffic safety and flow around the Square.

• Improve pedestrian and bicycle safety in and around the Square.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-14 4.1 LAND USE

• Improve the collective traffic, bicycle and pedestrian environment at the intersection of Redwood and Corte Madera Avenues. This shall include installation of accessible facilities for the disabled.

• Calm traffic around the Square, through methods such as placement of parking spaces, adding raised crosswalks, pedestrian islands, bulb-outs, pedestrian controlled traffic signals, or pedestrian resting places. This is also intended to include four-way stop signs or signalization of the Redwood/Corte Madera Avenue intersection if traffic studies indicate signalization is necessary, in addition to the other traffic calming measures noted above, to achieve Community Plan traffic, bicycle and pedestrian safety and access objectives.

• Provide more convenient pedestrian access between Tamalpais Drive and First Street. This may also include evaluation of a one-way, eastbound street connection between First Street and Tamalpais Drive if pedestrian access and safety can be improved.

• Develop and implement a streetscape design program to enhance the pedestrian environment and create an engaging gathering place.

LU-1.5 Identify opportunities to achieve desired land uses and physical improvements in the San Clemente Drive/Paradise Drive area.

Implementation Program LU-1.5.a: Prepare Community Plan Prepare a Community Plan that encompasses lands in and around the San Clemente Drive/Paradise Drive area and which achieves the following objectives:

Development Objectives:

• Develop the San Clemente/Paradise Drive Commercial Area as the gateway to Bayside Corte Madera.

• Allow for the intensity of land use to be relatively intense compared to current uses. Higher floor-area ratios (FARs) may be allowed, compared to existing development within the Community Plan area, and could include substantial redevelopment of existing sites. Higher FARs would be allowed when there is a demonstrated and extraordinary benefit provided to the Town in terms of job creation, exceptional design character, and other criteria established in the Community Plan related to redevelopment of existing sites, and where traffic and other environmental impacts can be mitigated to acceptable levels.

• Integrate existing land uses with infill development where feasible.

• Provide opportunity for development of housing as a means of reducing local-area vehicle trips.

• Provide locations for office and employment activities that are compatible with the district and surrounding residential neighborhoods, and consistent with underlying General Plan objectives for mixed uses.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-15 4.1 LAND USE

• Provide sufficient commercial services for adjacent residential neighborhoods.

• Strengthen and upgrade the scenic quality of this area via improved maintenance and intensity of landscaping along the freeway edges, especially at the south and north entrances to the project area.

• Limit the size and height of freeway-oriented signage. Adopt design guidelines to improve the quality of signage in the Community Plan Area and reduce the collective visual clutter of freeway-oriented signs.

• Provide a clear implementation/phasing plan that creates a coherent image for the area upon the phased completion of Community Plan area improvements.

Traffic, Bicycle, and Pedestrian Objectives:

• Widen and redevelop San Clemente Drive as a tree-lined boulevard, with planted median, turning lanes, streetscaping, pedestrian and bicycle paths, while also preserving the functionality of the street as an arterial.

• Develop a central, pedestrian-oriented network of circulation linkages as the focus of the mixed-use district.

• Develop clear circulation linkages within the project boundaries, and access points to Highway 101 and adjacent streets and boulevards. This may include bicycle and pedestrian access across Highway 101 in the vicinity of the Tamalpais Drive interchange.

• Improve circulation within the area by installing medians and limiting the number of driveway encroachments onto San Clemente Drive.

• Develop bicycle linkages to the adjacent residential neighborhoods and to the bicycle lane across San Clemente Drive.

• Provide a high-quality pedestrian environment with wide sidewalks, safe street crossings, street trees, pedestrian plazas, ample site landscaping and pedestrian lighting. This shall include installation of accessible facilities for the disabled.

• Provide pedestrian and bike connections to the adjacent residential neighborhoods and mixed-use districts through enhancement of the Bayside Trail Park and open space system.

• Minimize drive-through, drive-in, and other land uses that generate high traffic volumes.

LU-1.6 Identify opportunities to achieve desired land uses and physical improvements in the Fifer Avenue/Tamal Vista Boulevard area.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-16 4.1 LAND USE

Implementation Program LU-1.6.a: Prepare Community Plan Prepare a Community Plan that encompasses lands in and around the Fifer Avenue/Tamal Vista Boulevard area and which achieves the following objectives:

Development Objectives:

• Encourage infill development that is consistent with underlying General Plan objectives for mixed uses.

• Allow for the intensity of land use to be relatively intense compared to current uses. Higher floor-area ratios (FARs) are anticipated compared to existing development within the Community Plan area, and could include substantial redevelopment of existing sites. Higher FARs would be allowed when there is a demonstrated and extraordinary benefit provided to the Town in terms of job creation, exceptional design character, and other criteria established in the Community Plan, and where traffic and other environmental impacts can be mitigated to acceptable levels.

• Provide locations for office and employment activities that are compatible with the area and surrounding residential neighborhoods. Consider provisions for multi-family residential use.

• Upgrade the scenic quality of the area via improved maintenance and intensity of landscaping.

• Provide a clear implementation/phasing plan that creates a coherent image for the area upon the phased completion of Community Plan area improvements.

Traffic, Bicycle, and Pedestrian Objectives:

• Develop clear circulation linkages and access points to adjacent streets and boulevards, and between developments.

• Develop a central, pedestrian-oriented network of circulation linkages as the focus of the district.

• Develop clear circulation and bicycle linkages to the adjacent residential neighborhoods.

• Provide a high quality pedestrian environment with wide sidewalks, safe street crossings, street trees, pedestrian plazas, ample site landscaping and pedestrian lighting. This shall include installation of accessible facilities for the disabled.

• Improve upon Highway 101/Fifer Avenue vehicle circulation safety patterns.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-17 4.1 LAND USE

LU-1.7 Identify opportunities to achieve desired land uses and physical improvements in the Tamalpais Drive/Casa Buena Drive area.

Implementation Program LU-1.7.a: Prepare Community Plan Prepare a Community Plan that encompasses lands in and around the Tamalpais Drive/Casa Buena Drive area and which achieves the following objectives:

Development Objectives:

• Encourage infill development that is consistent with underlying General Plan objectives for mixed uses.

• Encourage new opportunities for residential development.

• Provide locations for office and employment activities that are compatible with the area and surrounding residential neighborhoods.

• Emphasize high quality architectural and landscape design.

• Provide a clear implementation/phasing plan that creates a coherent image for the area upon the phased completion of Community Plan area improvements.

Traffic, Bicycle, and Pedestrian Objectives:

• Develop clear circulation linkages and access points to adjacent streets and boulevards, and between developments.

• Develop clear circulation and bicycle linkages to the adjacent residential neighborhoods.

• Improve upon Highway 101/Tamalpais Drive/Casa Buena Drive vehicle circulation safety patterns .

LU-2.4 Ensure that new residential development and upgrades to existing residential development are compatible with existing neighborhood character and structures.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-18 4.1 LAND USE

LU-2.13 Support medium and high density when properly designed.

Implementation Program LU-2.13.a: High Density Housing Design Support medium and high density and mixed-use residential development proposals when the size, scale and design of the projects are consistent with Town housing and design policies, and where consistent with character of surrounding neighborhoods.

LU-3.2 Support infill projects where clearly consistent with Town objectives for infill development.

Implementation Program LU-3.2.a: Infill Objectives Support infill development if findings can be made that the proposal is consistent with the infill goals and policies outlined herein, would be consistent with applicable provisions of the General Plan and would ensure land use compatibility with established neighborhood character. Approvals for infill development projects shall be based on findings of fact that the proposed projects have the potential to achieve one or more of the following attributes:

• Produce jobs for Town residents

• Create high density, market-rate and/or affordable housing

• Provide convenient access to transportation facilities and public transit, as well as schools, shopping and other local destinations, as a means of increasing residential density and commercial intensity

• Reduce automobile-oriented design

• Reduce creation of traffic congestion

• Utilize existing infrastructure systems

• Provide a desirable built environment, as described in LU-3.5, below

• Include community amenities, such as plazas, public art, street furniture, child care centers, appropriate street landscaping and tree planting, and similar uses or improvements

• Encourage community interaction through use of outdoor gathering and seating areas and inclusion of pedestrian-oriented improvements

• Embody environmentally sensitive design and construction principles, as described in Policy CD-6.2 in Chapter 5, Community Design

• Provide for more efficient use of Corte Madera’s limited land supply.

LU-3.5 Require that infill development include high quality design and site planning techniques.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-19 4.1 LAND USE

Implementation Program LU-3.5.a: Infill Compliance Pending the adoption of Design Guidelines, decision-making bodies for environmental and development review shall include findings determining that infill projects are in substantial compliance with General Plan infill development policies, including:

1. Reduces the perception of visible bulk by minimizing the apparent height and size of buildings when located in a transitional land use area.

2. Incorporates transitions in height and setbacks from adjacent properties to maintain development character and privacy.

3. Incorporates natural and/or designed focal points, emphasized by pedestrian/pathway connections, respecting existing landforms, and physical and use boundary areas of adjoining properties.

4. Minimizes the visual impacts of driveways, parking areas and garages through placement of such features and areas to the sides and rear of infill lots, away from public vantage points.

5. Uses high quality building materials that are durable, long-lasting, non-toxic and energy resource efficient.

The extent to which infill projects incorporate green building features and sustainability principles shall also be considered in environmental and development review.

LU-4.1 Encourage revitalization of the Town’s older commercial and office centers, including the Park Madera Center and Casa Buena Drive area.

Implementation Program LU-4.1.c: Commercial/Office Centers Revise the Zoning Ordinance to provide for multiple land uses on individual lots that will complement commercial and office center activities. Multiple uses may include: retail, general commercial, restaurants, administrative and medical offices, personal services, and second-story residential units.

LU-4.3 Apply flexible development standards to the Town’s regional shopping centers in order to promote the community’s economic development, protect and enhance the Town’s tax base, and to encourage mixed-use development, including housing.

Implementation Program LU-4.3.a: Expansion of Village and Town Center Shopping Centers Amend the Zoning Ordinance to allow for expansion of The Village and Town Center regional shopping centers, consistent with Town goals for establishing a mix of land uses and in response to changing market conditions. This shall include opportunity for establishment of high-density residential units (including affordable housing).

The established Floor Area Ratio for the shopping centers shall be 0.60. Increased floor area may be accommodated through construction of upper stories, or

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-20 4.1 LAND USE

through expanded building footprints when combined with construction of parking garages.

Modify the Zoning Ordinance to allow for building height bonuses of 15 feet beyond the based zone standard and/or reduce parking standards if proposed development includes affordable housing. Such increases in height shall minimize view impacts to properties with views of San Francisco Bay through thoughtful building design and placement.

Mitigation Measures

None required.

4.1.4 CUMULATIVE SETTING , IMPACTS , AND MITIGATION MEASURES

CUMULATIVE SETTING

As previously described, the Town of Corte Madera Planning Area is located in the southern portion of Marin County. The land use policies in the proposed Town of Corte Madera General Plan Update would provide direction for growth within the Planning Area (Town limits and the Sphere of Influence), while Marin County, Town of Tiburon, and Cities of Mill Valley and Larkspur General Plan policies would provide direction for growth outside of the Town limits. The Planning Area and adjacent lands must be considered for the purpose of evaluation of land use impacts on a cumulative level. Development in the Town of Corte Madera area, including the proposed and approved projects discussed in Section 4.0, Introduction to the Environmental Analysis and Assumptions Used, would change the intensity of land uses in the Corte Madera region. In particular, this cumulative development scenario would increase in-fill development in the southern portion of Marin County and would provide additional housing, employment, shopping, and recreational opportunities.

CUMULATIVE IMPACTS AND MITIGATION MEASURES

Cumulative Consistency with Relevant Planning Documents/Land Use Conflicts

Impact 4.1.3 Implementation of the proposed General Plan Update could impact land use plans or study areas within the Planning Area under cumulative conditions. This is a less than cumulatively considerable impact.

Development of the proposed General Plan Update could impact land use plans or study areas within the Planning Area. Impacts to these areas are described below.

Marin Countywide Plan

Marin County regulates land use for unincorporated lands within the County and recently updated its General Plan. The County has jurisdiction over unincorporated land that is located adjacent to Corte Madera on its western and southern boundaries. The Corte Madera Sphere of Influence encompasses portions of unincorporated Marin County in the area of Ring Mountain in the southern boundaries of the Town. Areas located within the Corte Madera Sphere of Influence that are within jurisdictional Marin County are regulated by the Marin Countywide Plan. The Corte Madera General Plan does not propose any development within Ring Mountain and designates it to be preserved as open space, which is consistent with the Marin Countywide

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-21 4.1 LAND USE

Plan for these areas. Therefore, conflicts created by the implementation of the proposed general plan would be less than cumulatively considerable.

Neighboring Cities General Plans

The Cities of Mill Valley and Larkspur and the Town of Tiburon are adjacent to Corte Madera. Due to their locations, each of these jurisdictions’ General Plans is relevant to the Corte Madera General Plan. The proposed General Plan Update Land Use Map would not significantly change the land use designations in areas that are adjacent to any of the surrounding cities or towns, because areas located adjacent to the Town boundaries would remain as either open space or residential and would be compatible with adjacent uses (see Figure 3.0-3). Therefore, the implementation of the proposed General Plan Update would not create land use conflicts between the Corte Madera General Plan Land Use Policy Map and the adjacent land uses in the Cities of Larkspur and Mill Valley and the Town of Tiburon. The cumulative development in neighboring cities and towns would also not cause land use conflicts with the proposed General Plan Update because the proposed projects listed in Table 4.0-1 would not be located near the Corte Madera boundary or cause significant land use changes. Therefore, conflicts created by the implementation of the proposed General Plan would be less than cumulatively considerable .

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.1-22 4.1 LAND USE

REFERENCES

City of Larkspur. 1990. City of Larkspur General Plan . Larkspur, CA.

City of Mill Valley. 1989. City of Mill Valley General Plan . Mill Valley, CA.

Marin County Community Development Agency. 1994. Marin Countywide Plan. Marin County, CA.

Town of Corte Madera Planning Department. 1994. Corte Madera Bayfront Vision Plan. Corte Madera, CA.

Town of Corte Madera Planning Department. 1992. Christmas Tree Hill Community Plan . Corte Madera, CA.

Town of Corte Madera Planning Department. 2007. Town of Corte Madera General Plan . Corte Madera, CA.

Town of Corte Madera Planning Department . 2006 Town of Corte Madera Zoning Ordinance. Corte Madera, CA.

Town of Corte Madera Planning Department. 1999. San Clemente/Paradise Drive Specific Plan. Corte Madera, CA.

Town of Tiburon. 2005. Town of Tiburon General Plan . Tiburon, CA.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.1-23

4.2 – POPULATION /H OUSING /E MPLOYMENT

4.2 POPULATION /H OUSING /E MPLOYMENT

This section analyzes the socioeconomic conditions within the Town of Corte Madera and the Planning Area. Within this section are discussions on the population characteristics, housing, and employment opportunities within the Town.

4.2.1 EXISTING SETTING

REGIONAL SETTING /L OCAL SETTING

The Town of Corte Madera consists of an area of land that is approximately four square miles (2,500 acres) in the southern portion of Marin County. Urban land uses in the Town generally consist of residential, commercial, office, recreational, and public uses within and adjacent to the Town. Urbanized uses and open space uses occur outside of the Town of Corte Madera. The existing Town of Corte Madera General Plan and Zoning Code currently guide the land uses in the Town. The reader is referred to Section 4.1, Land Use, for a further description of land use and applicable land use plans in the Town of Corte Madera.

DEMOGRAPHICS

Population Trends

The existing population in the Town of Corte Madera according to the California Department of Finance in 2006 was 9,422. The most notable growth period in Corte Madera’s history was between 1950 and 1970, when the Town’s population grew from 1,933 to 8,464, or by 450%. Since that time, population growth has remained slow, mainly due to the lack of remaining vacant land available for development. Projections for the Town’s population growth from the Association of Bay Area Governments (ABAG) are shown in Table 4.2-1 and indicate continued slow growth through 2025. The Town’s population is projected to increase by 1,200 persons between 2000 and 2025, for a total increase of approximately 12.5%.

TABLE 4.2-1 TOWN OF CORTE MADERA POPULATION PROJECTIONS

Year Population Change % Change Annual % Change 2000 9,100 2005 9,400 300 3.30% 0.55% 2010 9,700 300 3.19% 0.53% 2015 9,900 200 2.06% 0.34% 2020 10,200 300 3.03% 0.51% 2025 10,300 100 0.98% 0.16% Source: ABAG Projections, 2007

Household Trends and Demographics

Households

The existing number of households in the Town of Corte Madera according to the State Department of Finance in 2006 was 3,901. Table 4.2-2 shows the ABAG household projections for Corte Madera over the next 20 years. According to ABAG projections, the Town will increase by 554 households by 2025. This represents a 14% increase between 2000 and 2025. In comparison,

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.2-1 4.2 POPULATION /H OUSING /E MPLOYMENT

the population of Corte Madera is projected to increase by 1,200 persons (12.5%) over the same 20-year span, which indicates a decrease in the average household size.

TABLE 4.2-2 TOWN OF CORTE MADERA HOUSEHOLD PROJECTIONS

Year Households Change % Change Annual % Change

2000 3,776 2005 3,900 124 3.28% 0.55% 2010 3,990 90 2.31% 0.38% 2015 4,100 110 2.76% 0.46% 2020 4,210 110 2.68% 0.45% 2025 4,330 120 2.85% 0.48% Source: ABAG Projections, 2007

Household Size

Household size refers to the number of persons in a household. The average household size in Corte Madera is 2.41 persons per household versus 2.40 persons for Marin County as a whole. Table 4.2-3 illustrates the change in household size by jurisdiction from 2000 to 2007.

TABLE 4.2-3 TOWN OF CORTE MADERA HOUSEHOLD SIZE

Year Household Size Percentage Change

2000 2.40 2005 2.40 0.0% 2006 2.41 +0.42% 2007 2.42 +0.41% Average 2.41 +0.27% Source: California DOF, E-5 City/County Population and Housing Estimates 1/1/2006.

Household Income

According to ABAG projections, the Town of Corte Madera had a mean household income of $125,300 in 2005. For comparison, the mean household income in Marin County in 2005 was $121,600. Additionally, an estimated 35.5% of existing Corte Madera households fell into the extremely low, very low, and low income categories (household earning less than 80% of the area median income) in 2006.

Tenure

Tenure describes the proportion of renters to owners. The majority of households in the Town are owner occupied (72.5%). The renter rate in the Town is 27.5%. Table 4.2-4 illustrates the ratio of owners versus renters in 2000 in Corte Madera and Marin County. As shown in Table 4.2-4, the renter rate in Corte Madera is 7.5% less than in Marin County as a whole, which has 35.06% renter households.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.2-2 4.2 POPULATION /H OUSING /E MPLOYMENT

TABLE 4.2-4 CORTE MADERA HOUSEHOLD TENURE IN 2005

Housing Units Corte Madera Marin County

Total Occupied 3,776 98.1% 100,201 92.8%

Owner Occupied 2,738 72.5% 65,129 65.0%

Renter Occupied 1,038 27.5% 35,072 35.06%

Source: US Census Bureau, 2000

Housing Units

According to the State Department of Finance, a total of 3,977 housing units existed in the Town of Corte Madera in 2006, of which approximately 76% are single-family homes. Between 1990 and 2000, a total of 189 units were added to the housing stock, with multi-family housing comprising 19% and single-family comprising 81% of the total units added.

Housing Unit Vacancy

Vacancy trends in housing are analyzed using a “vacancy rate,” which establishes the relationship between housing supply and demand. For example, if the demand for housing is greater than the supply, then the vacancy rate is low and the price of housing will most likely increase. According to “Raising the Roof, California Housing Development Projections and Constraints, 1997-2020,” the desirable vacancy rate in a community is considered to be 5%. Generally, when the vacancy rate drops below 5%, the demand for housing exceeds the supply of housing. Subsequently, prospective buyers and renters may experience an increase in housing costs.

According to the State Department of Finance, the Town of Corte Madera had an overall vacancy rate, of 1.91% in 2006. The vacancy rates for Corte Madera are relatively low. This residential vacancy rate (rental and homeowner units) is lower than vacancy rates for both the County as a whole (7.13%) and the Bay Area (4.2%). Table 4.2-5 shows the vacancy rates of housing in Corte Madera.

TABLE 4.2-5 2006 HOUSING VACANCY STATUS

Year Occupied Units Vacant Units Total Housing Units Vacancy Rate 2006 3,901 76 3,977 1.91% Source: State of California, Department of Finance, Demographic Reporting Unit, 2006.

Employment

According to the 2000 Census, the labor force for Corte Madera was 5,121 people (70.5%). In comparison the unemployment rate in Corte Madera was 1.3%, or 96 people. According to ABAG projections, the Town of Corte Madera had 6,780 jobs in 2000. Additionally, approximately 85% of the employed residents in Corte Madera work outside the Town and 48.4% work outside Marin County.

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The retail sector employed 33.4% of all employed residents within the Town, or 2,260 persons. The health, education, and recreational services job sector was the second largest employer, employing 31.5%, or 2,130 persons. Table 4.2-6 shows the number and percentage of jobs by industry.

TABLE 4.2-6 EMPLOYMENT BY INDUSTRY – CORTE MADERA

Year 2000 Sector Number Percentage Agriculture and Natural Resources 0 0.0% Manufacturing, Wholesale, and Transportation Jobs 890 12.8% Retail 2,260 32.6% Financial and Professional Service Jobs 1,180 17.0% Health, Educational, and Recreational Service Jobs 2,130 30.7% Other 480 6.9% Source: ABAG Projections, 2007

According to ABAG projections, the Town of Corte Madera had 6,760 jobs in 2005. Along with this, ABAG projects a job growth rate increase of 1,210 jobs between the years 2005 and 2025. As shown in Table 4.2-7, Corte Madera can expect to not have any dramatic changes in jobs for the next 20 years.

TABLE 4.2-7 TOWN OF CORTE MADERA JOBS PROJECTIONS

Year Jobs Percentage Change

2005 6,760 — 2010 7,130 5.47% 2015 7,430 4.21% 2020 7,690 3.50% 2025 7,970 3.64% Source: ABAG, 2007

4.2.2 REGULATORY FRAMEWORK

REGIONAL HOUSING NEEDS PLAN

ABAG allocates housing need figures for cities and counties within the nine-county ABAG region for the state-mandated time frame of the Housing Element period of 2007 through 2014. The allocation comes after projection modeling based on current general plan policies and land use zonings. The allocations are based on “smart growth” assumptions in the modeling and aim to “shift development patterns from historical trends toward better jobs-housing balance, increased preservation of open space, and development of urban and transit-accessible areas.” The regional housing need allocations are based on analysis of:

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• The vacancy rate in each town and the existing needs for housing it implies; • The projected growth in the number of households; • The local and regional distribution of income; and • The need for housing generated by local job growth.

ABAG has identified that the Town of Corte Madera has a fair share housing need of 68 units affordable to very low income households, 38 units affordable to low income households, 46 units affordable to moderate income households, and 92 units affordable to above moderate income households, for a total of 244 units.

4.2.3 IMPACTS AND MITIGATION MEASURES

STANDARDS OF SIGNIFICANCE

According to the CEQA Guidelines Section 15131(a) 2007, economic or social effects of a project are not treated as significant effects on the environment. If the proposed project were to cause physical changes as a result of economic or social changes, then the physical effects (such as the destruction of habitat resulting from housing construction to accommodate increased population) could be considered significant. This analysis evaluates the project’s impacts on population and housing based on the standards of significance identified in the State CEQA Guidelines Appendix G. A population and housing impact is considered significant if implementation of the project would result in any of the following:

1) Induce substantial growth or concentration of population in an area either directly or indirectly (e.g., through projects in an undeveloped area or extension of major infrastructure) that results in a physical effect on the environment.

2) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere. 3) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere.

Additionally, project-related land use impacts considered in this EIR are to be significant if they:

4) Adversely affect affordable housing, creating an imbalance between employment and housing.

As stated in the Initial Study, the project would not displace substantial numbers of existing housing or people, necessitating the construction of replacement housing elsewhere. Therefore, these issues are not addressed further in this EIR. Additionally, growth inducement effects are specifically addressed in Section 7.0 of this document. METHODOLOGY

Research was conducted to determine demographic and housing conditions, utilizing existing documents and other information sources. Information was reviewed from the U.S. Bureau of the Census, the California Department of Finance, and the Association of Bay Area Governments. The Town of Corte Madera Housing Element was an additional source of information on housing and socioeconomic conditions as well as housing policy. The buildout capacity of the proposed General Plan Update is provided in Table 3.0-1 in Section 3.0 , Project Description. This table reflects the buildout of the proposed General Plan Update, which would consist of the increase in floor area ratio (FAR) for commercial development in the two regional shopping centers (the Village and the Town Center) and the increase in infill development. The population at buildout

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was determined assuming the current average household size in Corte Madera is 2.41 persons per household.

PROJECT IMPACTS AND MITIGATION MEASURES

Population, Housing, and Employment Increases

Impact 4.2.1 Implementation of the proposed General Plan Update could result in population, housing, and employment increases that would exceed regional population and growth projection. This is considered a less than significant impact.

The implementation of the proposed General Plan Update would increase the population, housing, and employment in the Town of Corte Madera. The Town’s adopted Housing Element includes policies to provide additional sites for multiple-family housing. The Housing Element identified potential housing sites that could accommodate a significant number of affordable housing units. The identified housing units include the Wornum Drive Extension to accommodate up to 25 small housing units, the San Clemente Drive/Paradise Drive Area for up to 78 housing units, and the Old Corte Madera Square Area for up to 20 housing units. The proposed General Plan Update Land Use Map is re-designating several areas in the Town from office, commercial, and public facilities to mixed-use. Additionally, the proposed General Plan Update includes policy provisions that are proposed to promote infill and housing development in the Community Plan areas and throughout the Town. The proposed General Plan Land Use Map would accommodate an additional 218 additional units.

Implementation of the proposed General Plan Update could result in a population of 9,917 people, approximately 4,118 total housing units, and 8,650 jobs at buildout. The population, housing, and job increases would be a result of increased infill development and the expansion of the two regional shopping centers. The ABAG growth projection for the Town of Corte Madera by the year 2025 is a population of 10,300, 4,620 dwelling units, and the total job number of 7,970. Therefore, the buildout conditions of the General Plan Update would not exceed ABAG projections for dwelling units and population. However, the buildout conditions of the General could exceed ABAG projections for total job numbers by 7%.

The potential growth in the Town’s population, housing, and employment would result in direct and indirect environmental effects such as noise, demand for services and utilities, traffic, and air quality. These effects associated with buildout of the General Plan are discussed in the relevant chapters of this EIR. However, implementation of the Town of Corte Madera General Plan Update and the associated land use designations would not exceed ABAG regional population and growth projections. Therefore, this is considered a less than significant impact .

General Plan and Housing Element Policies and Implementing Programs

The following policy provisions are proposed in the General Plan Update to provide for growth in the Town that would have the least effect on the natural environment.

LU-2.14 Support commercial, mixed-use and high density residential uses when consistent with Town objectives for development, including provision of necessary public services and infrastructure.

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1) reducing project intensity or density, and/or 2) ensuring the project developer mitigates the impacts. Where these options still would not adequately reduce such impacts, the Town shall deny the development proposal. Adverse impacts to the Town include:

• Substantial degradation of traffic circulation beyond existing conditions, or inability to provide adequate and safe vehicle, pedestrian and bicycle access.

• Inability to provide critical public services, including fire, police and related safety services.

• Inability to provide necessary water supplies, wastewater treatment or storm water drainage, including insufficient line or pump station capacities.

• Impaired development opportunities for other lands in the Town.

• Significant environmental impacts for which reasonable mitigation measures are unavailable.

LU-3.1 Provide for infill development in core Town areas.

Implementation Program LU-3.1.a: Infill Locations The General Plan Land Use Element includes policies calling for preparation of Community Plans for several key areas, and encourages redevelopment of other lands in and around commercial and office core areas of the Town. In doing so, the General Plan purposefully creates greater potential for more intensive infill development of sites that may be underutilized. Infill development can help create areas that are more compact with a diverse mixture of land uses, improve connectivity between neighborhoods and uses, reduce traffic congestion and provide a greater range of community amenities. In keeping with stated goals, infill development in core areas should also provide for transit oriented development.

Infill development may occur within the Town’s four Community Plan areas, and in the Mixed Use Commercial, Commercial Services, Region-Serving Commercial and Office land use designations. Additionally, redevelopment of older apartment complexes, in areas generally designated for Medium Density or High Density Residential, are acceptable infill developments if retaining or increasing the number of rental units, consistent with density criteria of the General Plan and state density bonus regulations.

LU-3.2 Support infill projects where clearly consistent with Town objectives for infill development.

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• Produce jobs for Town residents

• Create high density, market-rate and/or affordable housing

• Reduce automobile-oriented design

• Reduce creation of traffic congestion

• Utilize existing infrastructure systems

• Provide a desirable built environment, as described in LU-3.5, below

• Include community amenities, such as plazas, public art, street furniture, child care centers, appropriate street landscaping and tree planning, and similar uses or improvements

• Encourage community interaction through use of outdoor gathering and seating areas and inclusion of pedestrian-oriented improvements

• Embody environmentally sensitive design and construction principles, as described in Policy CD-6.2 in Chapter 5, Community Design

• Provide for more efficient use of Corte Madera’s limited land supply.

Implementation Program LU-3.2.b: Encourage Infill Update the Zoning Ordinance to remove impediments to infill development, including allowing flexible and shared parking, and updating building height, yard setback, lot coverage and similar standards to reflect the desire to allow for additional density where appropriate and transit oriented development.

RCS-2.6 Reduce energy consumption in buildings by balancing energy efficient designs with good planning principles.

Implementation Program RCS-2.6.a: Energy Efficient Building Design Require energy efficient site and building design in all new development projects consistent with the requirements of Title 24 of the California Administrative Code. Measures include building orientation and shading, landscaping, use of active and passive solar heating and hot water system, etc.

Implementation Program RCS-2.6.d: Green Building Guidelines Adopt Green Building guidelines for new construction, renovations and municipal projects. Integrate green building requirements into the development review and building permit process. Collaborate with local jurisdictions to share resources, and develop green building policies and programs that are optimized for the region. This approach may include the following:

• Optional or incentive based green building provisions to encourage compliance.

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• Conservation of natural resources when planning site development.

• Use of green building materials, including recycled-content materials.

• Promotion of water efficiency and conservation measures, including low impact development strategies.

• Increased energy efficiency in building and site designs.

• Promotion of the use of renewable energy.

• Improved indoor air quality that includes the use of formaldehyde-free, non-toxic construction materials.

CD-2.2 Install pedestrian and bicycle path connections between residential neighborhoods, commercial centers, schools, parks and other key community activity nodes, where feasible. Require these improvements to be made as part of new development projects.

Implementation Program CD-2.2.a: Connectivity Consider potential activity node connections for each new development project involving single-family residential or non-residential construction. The Town may require submittal of title or other information from a project applicant to assist in completing the review.

CD-3.1 Require residential design that respects natural areas and ecosystems within Corte Madera.

Implementation Program CD-3.1.a: Natural Site Design Apply the following site planning and design provisions in the Design Guidelines:

• Discourage development that would have detrimental effects on ridgelines.

• Encourage hillside development to follow the natural slope of the landform.

• Require development in the vicinity of creeks, wetlands, or the Bay to respect the natural integrity of those areas.

• Encourage the use of building materials that incorporate natural visual elements of the project’s particular environment.

CD-3.2 Encourage the use of residential building design and materials that conserve energy and material resources.

Implementation Program CD-3.2.a: Site Plan and Design Review Incorporate the following site planning and design provisions in the Design Guidelines:

• Encourage siting, design and orientation of buildings that includes optimal solar use, enhances natural ventilation, and reduces overall energy demand.

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• Encourage the use of drought-tolerant landscaping and recycled water.

• Encourage the use of Green Building materials and practices.

• Provide for administrative approvals of roof-top solar panel installation, consistent with provisions of the Design Guidelines.

Implementation of the above General Plan policies and associated implementation programs encourages infill development to allow transit-oriented development and decrease vehicle transportation. These policies also provide for housing in close proximity to employment centers and/or transit, therefore reducing the increase in vehicle traffic and its associated air and noise impacts associated with the proposed General Plan Update, as well as assisting in the reduction of traffic, air, and noise impacts by providing for community design that promotes alternative transportation resources. Policy provisions would also require compliance with green building guidelines. All of these policies and actions would aid in the reduction of impacts to the environment. Mitigation Measures

None required. Jobs/Housing Balance

Impact 4.2.2 Implementation of the proposed General Plan Update could result in housing impacts by creating an imbalance between employment and housing. This is a potentially significant impact.

The jobs/housing balance in the Town of Corte Madera in 2005 according to ABAG was 1.7/1. ABAG projected that by 2025 the Town would have a jobs/housing balance of 1.84/1. It is generally considered ideal to have a range of 1.0 to 1.5 jobs per housing unit in a jurisdiction. The number of jobs in Corte Madera in 2005 was 6,760 and the number of housing units in the Town was 3,900, resulting in an average of 1.7 jobs for every household. There are more jobs available per household than the average number of employees per household.

The jobs/housing imbalance within the Town is due to a general lack of affordable housing, as well as limited building site opportunities. A larger percentage of people commute into Corte Madera on a daily basis because there are more jobs in Corte Madera than employed residents; however, since most of the jobs in Corte Madera are in lower paying industries, they do not provide sufficient income to afford housing in Corte Madera. Additionally, 89.6% of Corte Madera residents do not work at home and commute an average of 26.3 minutes to work, which infers that the majority of Corte Madera residents do not work within the Town of Corte Madera and work in larger employment centers such as San Francisco.

Affordable housing is an issue of importance in a region containing a workforce unable to afford housing near their places of employment. The Background Report for the Corte Madera General Plan Update identified vacant lands within the Town. Within these areas, several sites were identified in the 2002 Housing Element as potential sites for affordable housing units in Corte Madera. The Housing Element includes policies to provide additional sites for multiple-family housing and to allow increased densities to make affordable housing feasible. Additionally, the General Plan includes several policies to encourage infill development within the Community Plan areas and throughout the Town. The proposed General Plan Land Use Map would accommodate 218 additional units and an additional 1,890 jobs. Therefore, the jobs/housing balance as a result of the proposed General Plan Update at buildout would be 2.1/1 (8,650 jobs at buildout/4,118 dwelling units at buildout). Therefore, the proposed General Plan Update would create a further imbalance in the jobs/housing balance in Corte Madera.

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The policy provisions identified below to improve the jobs/housing ratio would promote workforce housing, support provision of housing for all income categories, and implement the programs of the adopted Town of Corte Madera Housing Element. However, the implementation of the General Plan Update would further imbalance the Town’s jobs/housing balance. Additionally, the implementation of the General Plan Update could conflict with ABAG’s Regional Housing Needs Plan. Therefore, impacts related to a jobs/housing balance are potentially significant . General Plan and Housing Element Policies and Implementing Programs

The following policy provisions are from the existing Housing Element and are proposed in the General Plan Update related to the jobs/housing balance.

LU-2.2 Provide for the development of new housing to meet the diverse economic and physical needs of existing residents and projected population capacity.

Implementation Program LU-2.2.a: Implement Housing Element Implement the Goals, Objectives, Policies, and Implementing Programs of the adopted Town of Corte Madera Housing Element.

Implementation Program LU-2.2.b: Provide a Variety of Housing Types and Affordability Strive to promote a mix of housing types, densities, affordability levels, and designs. Promote innovative housing approaches by working with developers to explore “non-traditional” methods to finance, design, and construct different types of housing to meet local needs.

Implementation Program LU-2.2.c: Workforce Housing Promote workforce housing through the provision of programs to enable and encourage employees who work in Corte Madera to live in Town.

LU-2.11 Provide for housing affordable to all income categories.

Implementation Program LU-2.11.a: Support Housing Continue to support provision of housing for all income categories, particularly affordable housing and higher density housing, consistent with policies of the adopted Housing Element.

H3.1 The Town will strive to provide an adequate supply and variety of housing opportunities to meet the needs of Corte Madera’s workforce and their families, striving to match housing types and affordability with household income.

H3.2 Local housing needs for local workers must be considered when reviewing non- residential development proposals. The Town will require non-residential uses to contribute to the provision of affordable workforce housing by techniques such as in-lieu fees, provisions of housing or other alternatives of equal value.

H3.3 The Town will work with employers developing larger projects (20+ employees) to promote local housing opportunities for their employees and will encourage employers to find ways to provide housing assistance as part of their employee package. Developers of major projects in mixed-use areas will be encouraged to consider and propose housing, if feasible.

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Implementing Program H3.A: Complete Commercial/Housing Nexus Study In coordination with Marin County, review the Nexus Study (already in draft form) to determine appropriate and possible contributions for affordable housing from residential and non-residential uses, and to document the relationship between job growth and affordable housing needs of various types of development.

Implementing Program H3.B: Review and Update the Job/Housing Linkage Fee Program Review the Jobs/Housing Linkage Fee Ordinance with consideration of the following exaction requirements:

a. Set exaction requirements for dwelling units and/or in-lieu fees according to empirically based evidence and comply with all other legal tests.

b. Include affordable housing units within hotels, multimedia centers, office, other commercial, or industrial buildings if feasible (options may include housing on-site, off-site, subsidizing mortgages or rents, in-lieu fee for housing production).

c. Establish the payment into a Housing Trust Fund of in-lieu fees based on a dollar amount per square foot of office, commercial, and industrial building development.

Implementing Program H3.C: Identify Existing Employee Housing Opportunities Work with local school districts, public agencies, and existing businesses to seek opportunities for helping their employees find needed housing, such as purchasing or leasing larger facilities to provide local housing opportunities, mortgage buy-downs or subsidies, rent subsidies, etc. Seek the commitment of other organizations, such as the Marin Board of Realtors to have their members encourage employers to address employee housing opportunities.

Implementing Program H3.D: Implement Actions for First-Time Homebuyer Programs Provide first-time homebuyer programs as funding is available and combine such programs with housing counseling programs.

Implementing Program H3.E: Provide Housing for Teachers The Town will initiate discussions among motel and hotel owners in Corte Madera, the schools and non-profit housing sponsors for the acquisition, conversion and/or lease of units for use as long-term, affordable teacher housing. Tasks which the Town will undertake will include, but not be limited to: (1) support necessary to obtain funding commitments from governmental programs and non- governmental grants; (2) assistance in permit processing; (3) possible waiver of fees; (4) use of local funds if available; and (5) contact with transient-occupancy use owners.

Implementing Program H3.S: Implement Mixed Use Development Opportunities Encourage mixed residential/commercial uses on those parcels where a mix of uses is feasible and appropriate, consistent with the General Plan, through the following and other means, if appropriate: (1) increased densities; (2) reduced unit sizes; (3) allowances for ground-floor retail; and (4) modifications to parking requirements. The Town will also consider applying the Affordable Housing Optional overlay district to appropriate commercial locations. Continue to permit

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residential uses as conditional uses in commercial zoning districts (light-industrial district excluded).

H3.13 The Town will use density bonuses and other incentives to help achieve housing goals while ensuring that potential impacts are considered and mitigated. The Town will consider the following possible incentives for developments containing a significant percentage of very low or low income units on-site:

a. State Density Bonus Law. Offer density bonuses of 25 percent and at least one other incentive consistent with the State Density Bonus Law (Government Code Section 65915), for developments that include at least: (a) 20 percent of the units for lower-income households; or (b) 10 percent of the units for very low income households; or (c) 50 percent of the units for senior citizens.

b. Parking: Sites within 0.25 mile of a transit stop may be permitted up to a 30 percent reduction in parking required by current code, and tandem parking or off-site parking alternatives will also be considered.

c. Relationship of Density to Floor Area, Height and Lot Coverage: Provide flexibility in applying development standards (e.g., parking, floor area, setback, height standards), subject to the type of housing, size and unit mix, location and overall design. Additional density, beyond the maximum permitted, may be appropriate where units are significantly smaller and would have less impact than the market norm. (For example in a multiple residential zone where the norm is 1,200 square foot two bedroom units, two 600 square foot units may be permitted.)

d. Facilitating Affordable Housing Development Review. Affordable housing developments shall receive the highest priority and efforts will be made by staff and decision-makers to: (1) provide technical assistance to potential affordable housing developers in processing requirements, including community involvement; (2) consider project funding and timing needs in the processing and review of the application; and (3) provide the fastest turnaround time possible in determining application completeness.

e. Reduced Fees. Waive or reduce fees on a sliding scale related to the levels of affordability, such as a rebate of all planning and building fees for affordable units based on the proportion of such units in the project.

f. Coordination with Other Agencies. Coordinate with service providers and other agencies as necessary to create opportunities for the development to be built.

g. Use of Housing Trust Funds. Use Housing Trust Funds as appropriate to achieve greater affordability.

Implementing Program H3.U: Adopt an “Affordable Housing Overlay Zone” Zoning Designation Amend the Corte Madera Town Zoning Ordinance to establish affordable housing overlay zones in which residential densities will be substantially increased if a specified level of affordability is achieved. Two types of affordable housing overlay districts should be provided: (1) “exclusive” zones in which affordable housing will be required, and (2) “optional” zones in which incentives will be offered to encourage the provision of affordable housing.

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• The AFFORDABLE HOUSING — EXCLUSIVE OVERLAY DISTRICT Zone A (AHE-A) would require residential development projects with a minimum of 50 percent below market rate (BMR) units.

• The AFFORDABLE HOUSING — EXCLUSIVE OVERLAY DISTRICT Zone B (AHE-B) would require residential development projects comprised of only BMR units.

• The AFFORDABLE HOUSING — OPTIONAL OVERLAY DISTRICT Zone (AHO) would permit a mix of affordable housing with both residential and non- residential uses while preserving the character of the Old Corte Madera Square area.

• The AFFORDABLE HOUSING – OPTIONAL MIXED USE OVERLAY DISTRICT Zone (AHMU) would permit mixed use in commercial areas. Uses permitted and conditionally permitted by the underlying zoning would only be conditionally permitted, and only if at least one-half of the total floor area would be for residential uses.

Specific ideas to be considered in developing these overlay zones include but are not limited to:

a. Working with property owners and non-profit housing sponsors to identify ways in which incentives can be provided for affordable housing to be constructed, including use of local funding sources.

b. Requiring 100% affordable housing proposals to include a minimum of 30 percent very low, 15 percent low and 55 percent moderate income housing units to qualify for the benefits of the overlay zone. Overlay zones that allow less than 100 percent of the units to be affordable should require affordable units on a prorated basis from this minimum. Above moderate income market rate units should not exceed 50% of the total number of moderate income rental units counting as market rate units.

c. Affordable ownership and rental units shall be deed-restricted for a period of not less than 55 years to ensure affordable resale and rents.

d. Allow multifamily development of commercial sites.

e. Waive some, or all, local fees.

f. Target a percentage of units for special needs populations.

g. Provide flexibility in applying development standards (e.g., parking, setback, height), subject to type of housing, size and unit mix, location and overall design review (including a public hearing).

H3.15 To increase workforce affordable housing construction, the Town will require residential developments involving one or more units to provide a percentage of units or an in-lieu fee for very low, low and moderate income housing. The units provided through this policy are intended for permanent occupancy and must be deed restricted, including but not limited to single family housing, multi-family housing, condominiums, townhouses, locally approved licensed care facilities, stock cooperatives or land subdivisions.

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H3.18 Payment of in-lieu fees will only be accepted when it is determined that transfer of land and/or dedication of units would provide fewer affordable housing units than could be obtained by the expenditure of in-lieu fees on affordable housing development within the planning area. Fees paid in-lieu of providing units on site shall be of a value proportionally equivalent to the number of units required to be provided. The amount of the fee shall be established by a schedule that is periodically reviewed and updated by the Town Council.

Implementation of the above Housing Element and General Plan policies and Housing policies H3.4, H3.5, H3.6, H3.7, H3.8, and H3.F would encourage housing for all income levels to reduce impacts to the jobs/housing balance. However, because it is unclear whether these measures would fully mitigate the anticipated Town’s jobs/housing imbalance, this impact is considered significant and unavoidable.

Mitigation Measures

None available.

4.2.4 CUMULATIVE SETTING , IMPACTS , AND MITIGATION MEASURES

CUMULATIVE SETTING

Regionally, the Town of Corte Madera is located within Marin County in the San Francisco Bay Area of California. The Town is located within the southeastern portion of Marin County. This cumulative setting condition includes the Cities of Larkspur and Mill Valley and the Town of Tiburon and includes the proposed and approved projects listed in Table 4.0-1. The cumulative impact analysis herein focuses on the project’s contribution to cumulative impacts and whether that contribution is considerable.

CUMULATIVE IMPACTS AND MITIGATION MEASURES

Cumulative Population and Housing Increases

Impact 4.2.3 Buildout under the proposed General Plan Land Use Map would include population and housing increases which would not exceed ABAG projections for the Planning Area. This impact is less than cumulatively considerable .

As identified under Impact 4.2.1, the proposed General Plan Update would result in anticipated buildout conditions of 4,118 dwelling units, a total population of 9,917 people. The General Plan Update would not exceed regional ABAG projections for population or dwelling units.

This growth (in addition to growth projected for the surrounding cities and the region) would result in physical effects to the environment. These effects, associated with development under the General Plan, have been identified and considered within relevant sections of this document. The projected increase in Corte Madera with respect to population and housing units would result in direct and indirect environmental effects such as noise, demand for services and utilities, traffic, and air quality. These impacts could also occur in surrounding cities as well as the region as a result of the need for housing opportunities in Marin County.

Implementation of the Town of Corte Madera General Plan Update and the associated land use designations would directly cause growth. The proposed policy provisions would reduce the environmental impacts from projected growth by requiring development to mitigate impacts, promoting infill development near public transportation, and adopting green building guidelines

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.2-15 4.2 POPULATION /H OUSING /E MPLOYMENT for new construction. This is considered a less than cumulatively considerable because the projected growth of the General Plan Update would not exceed regional ABAG projections.

General Plan and Housing Element Policies and Implementing Programs

The following policy provisions are proposed in the General Plan Update to provide for growth in the Town that would have the least effect on the natural environment.

LU-2.14 Support commercial, mixed-use and high density residential uses when consistent with Town objectives for development, including provision of necessary public services and infrastructure.

Implementation Program LU-2.14.a: Avoidable Impacts Where a commercial or mixed-use development proposal is found to result in one or more of the following adverse impacts, the Town may modify the proposal by 1) reducing project intensity or density, and/or 2) ensuring the project developer mitigates the impacts. Where these options still would not adequately reduce such impacts, the Town shall deny the development proposal. Adverse impacts to the Town include:

• Substantial degradation of traffic circulation beyond existing conditions, or inability to provide adequate and safe vehicle, pedestrian and bicycle access.

• Inability to provide critical public services, including fire, police and related safety services.

• Inability to provide necessary water supplies, wastewater treatment or storm water drainage, including insufficient line or pump station capacities.

• Impaired development opportunities for other lands in the Town.

• Significant environmental impacts for which reasonable mitigation measures are unavailable.

LU-3.1 Provide for infill development in core Town areas.

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Density Residential, are acceptable infill developments if retaining or increasing the number of rental units, consistent with density criteria of the General Plan and state density bonus regulations.

LU-3.2 Support infill projects where clearly consistent with Town objectives for infill development.

• Produce jobs for Town residents

• Create high density, market-rate and/or affordable housing

• Reduce automobile-oriented design

• Reduce creation of traffic congestion

• Utilize existing infrastructure systems

• Provide a desirable built environment, as described in LU-3.5, below

• Include community amenities, such as plazas, public art, street furniture, child care centers, appropriate street landscaping and tree planning, and similar uses or improvements

• Encourage community interaction through use of outdoor gathering and seating areas and inclusion of pedestrian-oriented improvements

• Embody environmentally sensitive design and construction principles, as described in Policy CD-6.2 in Chapter 5, Community Design

• Provide for more efficient use of Corte Madera’s limited land supply.

RCS-2.6 Reduce energy consumption in buildings by balancing energy efficient design with good planning principles.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.2-17 4.2 POPULATION /H OUSING /E MPLOYMENT

Measures include building orientation and shading, landscaping, use of active and passive solar heating and hot water system, etc.

• Optional or incentive based green building provisions to encourage compliance.

• Conservation of natural resources when planning site development.

• Use of green building materials, including recycled-content materials.

• Promotion of water efficiency and conservation measures, including low impact development strategies.

• Increased energy efficiency in building and site designs.

• Promotion of the use of renewable energy.

• Improved indoor air quality that includes the use of formaldehyde-free, non-toxic construction materials.

CD-3.1 Require residential design that respects natural areas and ecosystems within Corte Madera

Implementation Program CD-3.1.a: Natural Site Design Apply the following site planning and design provisions in the Design Guidelines:

• Discourage development that would have detrimental effects on ridgelines.

• Encourage hillside development to follow the natural slope of the landform.

• Require development in the vicinity of creeks, wetlands, or the Bay to respect the natural integrity of those areas.

• Encourage the use of building materials that incorporate natural visual elements of the project’s particular environment.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.2-18 4.2 POPULATION /H OUSING /E MPLOYMENT

CD-3.2 Encourage the use of residential building design and materials that conserve energy and material resources.

Implementation Program CD-3.2.a: Site Plan and Design Review Incorporate the following site planning and design provisions in the Design Guidelines:

• Encourage siting, design and orientation of buildings that includes optimal solar use, enhances natural ventilation, and reduces overall energy demand.

• Encourage the use of drought-tolerant landscaping and recycled water.

• Encourage the use of Green Building materials and practices.

• Provide for administrative approvals of roof-top solar panel installation, consistent with provisions of the Design Guidelines.

Mitigation Measures

Implementation of the General Plan Update would allow for an increase in population and housing units in the Town of Corte Madera. The above General Plan policies and associated implementation programs would aid in the reduction of impacts to the environment. Additionally, implementation of the General Plan Update would not allow for substantial increase in housing above ABAG growth and population projections. Therefore, this impact is considered less than cumulatively considerable.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.2-19 4.2 POPULATION /H OUSING /E MPLOYMENT

REFERENCES

Association of Bay Area Governments. 2007. Projections 2007, Forecasts for the San Francisco Bay Area to the Year 2035.

Department of Finance, Table 2: E-5 City/County Population and Housing Estimates, 1/1/2006, January 2006.

Town of Corte Madera Planning Department. 2002. Town of Corte Madera Housing Element . Corte Madera, CA.

Town of Corte Madera Planning Department. 2007. Town of Corte Madera General Plan . Corte Madera, CA.

U.S. Census Bureau, Census 1990 and 2000, website available at: www.census.gov.

U.S. Department of Finance, Historic State Department of Finance, available at: www.dol.gov.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.2-20 4.3 – HUMAN HEALTH /R ISK OF UPSET

4.3 HUMAN HEALTH /R ISK OF UPSET

This section provides information on safety hazards in the Town of Corte Madera and addresses issues of wildland fires and other emergency services, as well as hazardous materials and wastes. Sections 4.5 (Air Quality), 4.6 (Noise), 4.7 (Geology and Soils), and 4.8 (Hydrology and Water Quality) address further information regarding impacts associated with noise, air quality hazards, geologic and seismic hazards, flooding and flood plain management, and water quality issues.

4.3.1 EXISTING SETTING

HAZARDS AND CONTAMINATED SITES

Hazardous Materials Defined

A material is considered hazardous if it appears on a list of hazardous materials prepared by a federal, state, or local agency, or if it has characteristics defined as hazardous by such an agency. A hazardous material is defined in Title 22 of the California Code of Regulations (CCR) as:

…A substance or combination of substances which, because of its quantity, concentration, or physical, chemical or infectious characteristics, may either (1) cause, or significantly contribute to, an increase in mortality or an increase in serious irreversible, or incapacitating reversible, illness; or (2) pose a substantial present or potential hazard to human health or environment when improperly treated, stored, transported or disposed of or otherwise managed (California Code of Regulations, Title 22, Section 66260.10).

Chemical and physical properties that cause a substance to be considered hazardous, including the properties of toxicity, ignitability, corrosivity, and reactivity, are defined in the CCR, Title 22, Sections 66261.20-66261.24. Factors that influence the health effects of exposure to hazardous material include the dose to which the person is exposed, the frequency of exposure, the exposure pathway, and individual susceptibility.

Hazardous Materials Sites within the Planning Area

The State of California Hazardous Waste and Substances Site List (also known as the “Cortese List”) is a planning document used by state and local agencies and developers to comply with the California Environmental Quality Act (CEQA) requirements in providing information about the location of hazardous materials sites. Government Code Section 65962.5 requires the California Environmental Protection Agency (Cal-EPA) to annually update the Cortese List. The Department of Toxic Substances Control (DTSC) is responsible for preparing a portion of the information that comprises the Cortese List. Other state and local government agencies are required to provide additional hazardous material release information that is part of the complete list. CAL-SITES (ASPIS) Database is compiled by the California Environmental Protection Agency to identify and track potential hazardous waste sites. Searches of the above resources and records identified 30 hazardous material sites in the vicinity of the Planning Area known to handle and store hazardous materials and associated with a hazardous material-related release or occurrence. The terms “release” or “occurrence” include any means by which a substance could harm the environment by spilling, leaking, discharging, dumping, injecting, or escaping. Table 4.3-1 displays all of the known hazardous material sites within the Planning Area (see Figure 4.3-1). Due to the lack of sizeable industrial operations, the Town of Corte Madera does not experience any significant threat from the use or storage of hazardous materials. Hazardous material sites within the Planning Area are typically associated with past automobile-related

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.3-1 4.3 HUMAN HEALTH /R ISK OF UPSET activities, such as service stations and automobile repair shops, and tend to be located in proximity to U.S. Highway 101, including sites on Tamalpais Drive, Paradise Drive, and Tamal Vista Boulevard. The primary risk the sites pose is leaking gasoline and diesel fuel hydrocarbons and related compounds into the soil and groundwater. Open files are those that have not been properly remediated or where contaminant levels and threats are unknown. Closed files are those that have been determined to be remediated to the satisfaction of the lead public agency. (Satisfactory remediation usually involves removal of the underground tanks and any contaminated soil.) Files that are listed as non-applicable are sites determined to pose no or only minor risk to public health. None of the sites listed in Table 4.3-1 are currently on the Cortese List.

TABLE 4.3-1 KNOWN HAZARDOUS MATERIAL RELEASE SITES IN THE VICINITY OF THE PLANNING AREA

Status Active? Facility Name Street Number and Name City Case Type Open/Closed/N/A

1) Arco 233 Tamalpais Drive Corte Madera LUFT Closed 2) Bianco Cadillac 201 Casa Buena Drive Corte Madera UST N/A 3) Bianco Cadillac 201 Casa Buena Drive Corte Madera LUFT Open 4) Big 4 Rents 5750 Paradise Drive Corte Madera LUFT Closed 5) Big 4 Rents 5750 Paradise Drive Corte Madera UST N/A 6) California Highway 53 San Clemente Drive Corte Madera UST N/A Patrol 7) Chevron 706 Tamalpais Drive Corte Madera LUFT Closed 8) Chevron #94737 90 Corte Madera Center Corte Madera UST N/A 9) Corte Madera 76 700 Tamalpais Drive Corte Madera UST N/A #253305

10) Corte Madera 143 Corte Madera Town Center Corte Madera SLIC Open Cleaners 11) Corte Madera 81 Lucky Drive Corte Madera LUFT Closed Corporation Yard 12) Corte Madera Fire 342 Tamalpais Drive Corte Madera LUFT Closed Department 13) Corte Madera 195 Casa Buena Drive Corte Madera LUFT Open Investments

14) Corte Madera Kwik 516 Tamalpais Drive Corte Madera UST N/A Service

15) Corte Madera Town 770 Tamalpais Drive Corte Madera LUFT Closed Station

16) Corte Madera Town 100 Town Center Corte Madera Corte Madera UST N/A Station 17) Crest Motors 5804 Paradise Drive Corte Madera LUFT Closed 18) Exxon 200 Nellen Avenue Corte Madera LUFT Closed 19) James River Corp. 195 Tamal Vista Blvd. Corte Madera LUFT Closed 20) Marin Honda 5860 Paradise Drive Corte Madera LUFT Closed 21) Marin Hyundai 5880 Paradise Drive Corte Madera LUFT Closed

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.3-2 4.3 HUMAN HEALTH /R ISK OF UPSET

Status Active? Facility Name Street Number and Name City Case Type Open/Closed/N/A

22) Marin Municipal Water 220 Tamal Vista Blvd. Corte Madera LUFT Closed District

23) Marin Municipal Water 220 Nellen Avenue Corte Madera Well N/A District

24) Marin Municipal Water District – Corporation 220 Tamal Vista Blvd. Corte Madera UST N/A Yard 25) Mobil 5581 Paradise Drive Corte Madera LUFT Closed 26) Paradise Cleaners 5593 Paradise Drive Corte Madera SLIC Open 27) Shell 516 Tamalpais Drive Corte Madera LUFT Closed 28) Shell 5639 Paradise Drive Corte Madera LUFT Closed

29) Stenson Property Tosco 13 San Clemente Drive Corte Madera LUFT Closed Facility #3505

30) Unocal 801 Tamalpais Drive Corte Madera LUFT Closed Case Type Glossary LUFT – Leaking Underground Fuel Tank SLIC – Spills, Leaks, Investigation and Cleanup UST – Underground Storage Tank Well – Well

TRANSPORTATION OF HAZARDOUS MATERIALS The transportation of hazardous materials within the Planning Area is subject to various federal, state, and local regulations. The only roadway and transportation route approved for the transportation of explosives, poisonous inhalation hazards, and radioactive materials in the Town of Corte Madera Planning Area is U.S. Highway 101. It would not be possible to identify the roads that could be used for local delivery, since any delivery of swimming pool chlorine would be considered transportation of an inhalant hazard. The transport of hazardous materials along the Highway 101 corridor presents the possibility of a hazard in the event of a materials leak or transport truck accident. The Corte Madera Fire Department and Certified United Program Agency (CUPA) hazards teams would respond to any such incidents. The Hazardous Materials Management Plan for the Town identifies places where flammable or toxic materials are used and stored, allowing appropriate response to a fire or other emergency. Mutual aid agreements with other agencies, including the Mil Valley Fire Department and the Marin County Fire Department, also expand the response capabilities for such emergencies.

There are no existing railroad facilities that pass through the Town limits and the Planning Area that could transport hazardous materials. A SMART commuter line is proposed for an existing railroad right-of-way from Cloverdale to Larkspur, but the current proposal would not extend the line into the Town of Corte Madera and would only carry passengers.

KNOWN AND UNKNOWN HAZARDOUS MATERIALS IN THE TOWN OF CORTE MADERA

Asbestos-Containing Building Materials

Structures constructed or remodeled between 1930 and 1981 have the potential to contain asbestos-containing building materials (ACBM). These materials may include, but are not limited to, floor coverings, drywall joint compounds, acoustic-ceiling tiles, piping insulation,

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.3-3 4.3 HUMAN HEALTH /R ISK OF UPSET electrical insulation, and fireproofing materials. Asbestos is a general name for a group of naturally occurring minerals composed of small fibers. It is common in many building materials. Various diseases have been associated with exposure to asbestos fibers, and the extensive use of asbestos in building materials has raised some concern about exposure in non-industrial settings. Health hazards associated with ACBMs include increased risks of cancer and respiratory-related illnesses and diseases. The presence of asbestos in a building does not mean that the health of building occupants is endangered. As long as asbestos-containing materials remain in good condition and are not disturbed or damaged, exposure is unlikely. On the other hand, damaged, deteriorated, or disturbed asbestos-containing materials can lead to fiber release (exposure), and unauthorized removal or disturbance of asbestos materials could result in adverse health effects. There are numerous buildings and structures within the Town that were constructed between 1930 and 1981. The potential safety hazards resulting from ACBMs are greatest during demolition activities.

Lead-Based Materials

Exposure to lead from older vintage paint is possible when the paint is in poor condition or during paint removal. In construction settings, workers can be exposed to airborne lead during renovation, maintenance, or removal work. Lead-based paints were phased out of production in the early 1970s. Lead is a highly toxic metal that was used for many years in products found in and around homes. Lead may cause a range of health effects, from behavioral problems and learning disabilities to seizures and death. Children 6 years old and under are most at risk. Research suggests that the primary sources of lead exposure for most children are deteriorating lead-based paint, lead-contaminated dust, and lead-contaminated residential soil. Many of the buildings and structures within the Town were constructed prior to the ban on lead-based paints, and therefore it is likely that these materials are present throughout the Town. Proper handling and disposal of lead-based materials significantly reduces potential environmental-related impacts. In addition to lead associated with household uses, it is likely that aerially deposited lead is present along some of the roadways in the Town. This is primarily a concern along U.S. Highway 101, where there are substantial amounts of traffic volumes. Aerially deposited lead is lead deposited within unpaved areas or formerly unpaved areas, primarily due to vehicle emissions. Aerially deposited lead is typically found within the top 0.6-m of material in unpaved areas within heavily traveled roadway rights-of-way.

Polychlorinated Biphenyls (PCB) Transformers

In 1976, the United States Congress enacted the Toxic Substances Control Act (TSCA), which gave the U.S. Environmental Protection Agency (EPA) the ability to track all industrial chemicals imported into and used in the U.S. The EPA repeatedly screens these chemicals and can require reporting or testing of those chemicals that may pose an environmental or human health hazard. The EPA can ban the manufacture and import of those chemicals that pose an unreasonable risk. The TSCA directed the EPA to ban the manufacture of PCBs and regulated their use and disposal. The EPA accomplished this through the issuance of regulations in 1978. Generally, sources of PCBs include fluorescent light ballast and electric transformers. Both of these potential PCB-containing sources are located within the existing Town limits. Pacific Gas & Electric Company (PG&E) provides electric service to the entire Town and is responsible for the operation, maintenance, and repair of transformers and electrical facilities. The EPA maintains the PCB Activity Database (PADS) that identifies generators, transporters, commercial storers, and brokers and disposers of PCBs. PG&E is subject to EPA regulations regarding PCB transformers and is required to notify EPA of any PCB-related activities or incidents. It is PG&E’s practice to routinely identify and replace all leaking and PCB-containing transformers within its service area boundaries (PG&E, 2007).

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4.3 HUMAN HEALTH /R ISK OF UPSET

AIRPORT OPERATIONS HAZARDS

There are no air-related facilities in the existing Town limits; however, there are two airports within approximately 14 miles of Corte Madera within Marin County. Marin County Airport at Gnoss Field is located at 351 A Airport Road in the City of Novato approximately 14 miles from Corte Madera. The nearest general aviation airport is the San Rafael Airport located at 2173 D Francisco Boulevard in San Rafael, approximately six miles from Corte Madera. The San Rafael Airport is not permitted to land helicopters. The airport-related hazards are generally associated with aircraft accidents, particularly during takeoffs and landings. Airport operation hazards include incompatible land uses, power transmission lines, wildlife hazards (e.g., bird strikes), and tall structures that penetrate the imaginary surfaces surrounding an airport. The Planning Area is not within the safety zones (or Comprehensive Land Use area) of either airport.

PUBLIC SAFETY

The Corte Madera Fire Department provides for the safety, health, and well-being of all individuals, property, and the environment through a range of programs designed to respond to threats from potential hazards. The Department issues an Emergency Preparedness Handbook in preparation for catastrophic events as part of its disaster preparedness program and conducts two-day Community Emergency Response Team (CERT) classes for the general public and business community.

WILDLAND FIRES

Marin County communities and the Town of Corte Madera are susceptible to the hazards and risks associated with wildland fires. Wildland fires pose a significant hazard to Marin County due to the lack of large fires in recent history, which have led to increasing fuel loads. For example, areas surrounding Mt. Tamalpais have not burned since 1945, which has resulted in forests overstocked with trees, brush, and high concentrations of dead material. The last large fire in Marin County was the Vision Fire, which occurred in 2002. The Vision Fire occurred in the Point Reyes area and burned approximately 12,354 acres. The previous fire occurred in 1923 and burned 40,000 acres of land from Lucas Valley to Bolinas.

Fire risk potential is based on a variety of factors including the amount of surrounding fuel loads, slope, climate, and the direction a home is facing in terms of the wind direction. Landscape characteristics such as steep slopes also contribute to fire hazard by intensifying the effects of wind and making fire suppression difficult. Vegetation type influences wildfire hazard levels as well. For example, landscapes dominated by chaparral are more flammable than other vegetation types. Additionally, the recent occurrence of sudden oak death in Marin County has created additional dry material that will amplify the threat of wildland fires to homes and communities located on the urban interface. Also, climate and weather characteristics such as wind, temperature, humidity, and fuel moisture content affect the potential for fire. Of these four, wind is the dominant factor in spreading fire since burning embers can easily be carried with the wind to adjacent exposed areas, starting additional fires. Large costly fires are frequently associated with severe fire weather conditions including high temperatures, low humidity, and strong surface winds. In Marin County, strong north or northeast winds drive severe fire weather. Under these weather conditions, the entire county is at risk. These winds may happen several times a fire season or not at all (Marin County Fire Dept., 2007).

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.3-7 4.3 HUMAN HEALTH /R ISK OF UPSET

Areas in Marin County that are the most susceptible to fire hazards include older developments where homes were built on hillsides or steep slopes that have limited access and are surrounded by brush and trees. Additionally, the fire risk within Marin County has increased over the last several decades since residential development has continued to encroach on wildlands. Wildfire risk and hazards expose residential and other development within the County to an increased danger of conflagration, threatening life and property protection. Additionally, insufficient water pressure, supply, and difficult access contribute to the risk of property damage, injury, and loss of life from fire in some locations.

The Town of Corte Madera faces ongoing threats from both urban and wildland fires consistent with Marin County. The Town’s varied topography ranges from just above sea level to nearly 1,000 feet atop the Corte Madera Ridge. Upland terrain of hills and ridges with steep slopes makes areas of the Town particularly susceptible to wildland fires. With its dry summers and varied topography, the Town of Corte Madera has a varied wildland fire potential ranging from very high to high to moderate (see Figure 4.3-2).

The areas of the Town that have the highest susceptibility to wildland fires include the residential neighborhoods in the hillside areas including Chapman Hill and Christmas Tree Hill. These areas suffer from higher wildland fire threats due to the accumulation of dead or drying vegetation at ground level, steep slopes, summer or early fall fire weather conditions (hot daytime temperatures, low humidity, and strong winds), and adjoining open space preserves. The wildland fire hazard risk is exacerbated by vehicular access constraints, such as steep, winding, and narrow roads, and access to water supply and adequate water pressure.

4.3.2 REGULATORY FRAMEWORK

FEDERAL

Environmental Protection Agency

The Environmental Protection Agency (EPA) provides leadership in the nation's environmental science, research, education, and assessment efforts. The EPA works closely with other federal agencies, state and local governments, and Indian tribes to develop and enforce regulations under existing environmental laws. The EPA is responsible for researching and setting national standards for a variety of environmental programs and delegates to states and tribes responsibility for issuing permits and monitoring and enforcing compliance.

Other Federal Agencies

Other federal agencies that regulate hazardous materials include the Occupational Safety and Health Administration (OSHA), the Department of Transportation (DOT), and the National Institute of Health (NIH). The following federal laws and guidelines govern hazardous materials.

• Federal Water Pollution Control • Clean Air Act • Occupational Safety and Health Act • Federal Insecticide, Fungicide, and Rodenticide Act • Comprehensive Environmental Response, Compensation, and Liability Act • Guidelines for Carcinogens and Biohazards • Superfund Amendments and Reauthorization Act Title III • Resource Conservation and Recovery Act • Safe Drinking Water Act • Toxic Substances Control Act

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.3-8 M A

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Source: Marin Map 2007, PMC 2007

3,000 0 3,000 Figure 4.3-2 Corte Madera FEET ´ Fire Threat Map

4.3 HUMAN HEALTH /R ISK OF UPSET

Table 4.3-2 lists federal and state regulatory agencies that oversee hazardous materials handling and hazardous waste management, and the statutes and regulations they administer.

TABLE 4.3-2 SUMMARY OF HAZARDOUS MATERIALS REGULATORY AUTHORITY

Regulatory Agency Authority Federal Agencies Department of Transportation (DOT) Hazardous Materials Transport Act - Code of Federal Regulations (CFR) 49 Federal Water Pollution Control Act Clean Air Act Resource Conservation and Recovery Act (RCRA) Environmental Protection Agency (EPA) Comprehensive Environmental Response, Compensation and Liability Act (CERCLA) Superfund Amendments and Reauthorization Act (SARA) Federal Insecticide, Fungicide, and Rodenticide Act Occupational Safety and Health Occupational Safety and Health Act and CFR 29 Administration (OSHA) State Agencies Department of Toxic Substances California Code of Regulations Control (DTSC) Department of Industrial Relations California Occupational Safety and Health Act, CCR Title 8 (CAL-OSHA)

State Water Resources Control Board Porter-Cologne Water Quality Act and Regional Water Quality Control Board Underground Storage Tank Law Health and Welfare Agency Safe Drinking Water and Toxic Enforcement Act Air Resources Board and Air Air Resources Act Pollution Control District Office of Emergency Services Hazardous Materials Release Response Plans/Inventory Law Department of Food and Agriculture Food and Agriculture Code State Fire Marshall Uniform Fire Code, CR Title 19

Prior to August 1992, the principal agency at the federal level regulating the generation, transport, and disposal of hazardous waste was the EPA under the authority of the Resource Conservation and Recovery Act (RCRA). As of August 1, 1992, however, the California Department of Toxic Substance Control (DTSC) was authorized to implement the state’s hazardous waste management program for the EPA. The federal EPA continues to regulate hazardous substances under the Comprehensive Response Compensation and Liability Act (CERCLA).

National Fire Plan

The National Fire Plan, finalized in August 2001 by the Department of the Interior and Department of Agriculture, outlines a coordinated national 10-year comprehensive strategy for the management of wildland fire, hazardous fuels, and ecosystem restoration and

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.3-11 4.3 HUMAN HEALTH /R ISK OF UPSET rehabilitation on federal and adjacent state, tribal, and private forest and range lands in the United States. This approach recognizes fire as part of the ecosystem; focuses on hazardous fuels reduction, integrated vegetation management, and firefighting strategies; and allocates and utilizes resources in a cost-effective manner over a long-term basis. An implementation plan of the National Fire Plan, completed in May 2002, designates general responsibilities for federal, state, and local agencies.

STATE

California Environmental Protection Agency

The California Environmental Protection Agency (Cal-EPA) and the State Water Resources Control Board establish rules governing the use of hazardous materials and the management of hazardous waste. Applicable state and local laws include the following:

• Public Safety/Fire Regulations/Building Codes • Hazardous Waste Control Law • Hazardous Substances Information and Training Act • Air Toxics Hot Spots and Emissions Inventory Law • Underground Storage of Hazardous Substances Act • Porter-Cologne Water Quality Control Act • Department of Toxic Substances Control

Within Cal-EPA, the Department of Toxic Substances Control (DTSC) has primary regulatory responsibility, with delegation of enforcement to local jurisdictions that enter into agreements with the state agency, for the management of hazardous materials and the generation, transport, and disposal of hazardous waste under the authority of the Hazardous Waste Control Law (HWCL).

Certified United Program Agency (CUPA)

The Certified United Program Agency (CUPA) is the consolidation of six state environmental programs into one program under the authority of a CUPA. These can be a county, city, or JPA (Joint Powers Authority). This program was established under the amendments to the California Health and Safety Code made by SB 1082 in 1994. The Certified Unified Program Agency is a local agency that has been certified by Cal-EPA to implement the six state environmental programs within the local agency’s jurisdiction.

California Vehicle Code (CVC)

The following provisions are included in the California Vehicle Code (CVC) and pertain to the transportation of hazardous related materials. The California Highway Patrol (CHP) designates the routes in California which are to be used for the transportation of explosives (Section 31616). The CVC applies when the explosives are transported as a delivery service for hire or in quantities in excess of 1,000 pounds. The transportation of explosives in quantities of 1,000 pounds or less, or other than on a public highway, is subject to the California Health and Safety Code (Section 31601(a)). It is illegal to transport explosives or inhalation hazards on any public highway not designated for that purpose, unless the use of the highway is required to permit delivery of, or the loading of, such materials (Section 31602(b) and Section 32104(a)). When transporting explosives through or into a city for which a route has not been designated by the CHP, drivers must follow routes as may be prescribed or established by local authorities (Section 31614(a)). Inhalation hazards and poison gases are subject to additional safeguards. These materials are highly toxic, spread rapidly, and require rapid and widespread evacuation

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Other Applicable State and Local Hazardous Materials Laws and Policies

Other applicable state and local hazardous materials laws and policies are provided in Table 4.3-3.

TABLE 4.3-3 OTHER APPLICABLE HAZARDOUS MATERIAL REGULATIONS

Regulation Authority The Carpenter-Presley-Tanner Hazardous Substances Act or Hazardous Substance Account Act, also known as the California Superfund, establishes a program to provide for Hazardous Substance Account Act of 1981 response authority and funding for accidental releases of hazardous substances and hazardous waste disposal sites that pose a threat to public health or the environment. The Toxic Injection Well Control Act prohibits any injection of hazardous waste into the ground that would Toxic Injection Well Control Act of 1985 endanger the use of the particular groundwater that is designated as drinking water. The California Hazardous Materials Release Response Plans and Inventory Law, also known as the Business Plan Act, requires preparation of Hazardous Materials Business Plans and disclosure of hazardous material inventories. A Business Plan includes information such as an inventory of hazardous materials handled, storage location of hazardous materials, an emergency response plan, and provisions for employee training in safety and emergency response procedures. The State Office of Emergency Services (OES) has primary regulatory responsibility with delegation of authority to local jurisdictions. Local agencies include the various local fire protection districts Business Plan Act (1985) and the Solid Waste & Hazardous Materials Division of Emergency Management Division (EMD). Under certain circumstances, a business must prepare a Risk Management and Prevention Plan to minimize offsite risks associated with acutely hazardous materials. This plan provides additional planning information that covers equipment and system safety, operating procedures, preventive maintenance, upset risk assessments, and safety auditing. Statewide, the Department of Toxic Substance Control (DTSC) has primary regulatory responsibility for management of hazardous materials, with delegation of authority to the local agencies mentioned above. The California Hazardous Waste Control Act, also known as the Tanner Act (AB 2948), requires the preparation of a California Hazardous Waste Control Act of 1986 County Hazardous Waste Management Plan and the identification of potential areas for the siting of needed future hazardous waste facilities.

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Regulation Authority The Safe Drinking Water and Toxic Enforcement Act, also known as Proposition 65, prohibits the contamination of drinking water with chemicals known to cause cancer or reproductive toxicity. Many hazardous materials are included in this category. This law also requires the Safe Drinking Water and Toxic Enforcement Act of 1986 publication and annual updates of a list of these chemicals. The California Office of Environmental Health Hazard Assessment (OEHHA) last updated the list in March 4, 2005, and more than 600 chemicals have so far been listed (Office of Environmental Health Hazard Assessment, 2005). Assembly Bill (AB) 1809 addresses hazardous waste generated by households. AB 1809 requires counties to identify a program for the safe management of household hazardous wastes, which should be separated from the solid waste stream. The law authorizes cities and counties Assembly Bill 1809 (1986) to approve an increase in solid waste collection fees to offset the cost of establishing, publicizing, and maintaining a household hazardous waste inspection program. AB 1809 also requires the California Integrated Waste Management Board to develop a public information program. AB 2185, also known as the Waters Bill, incorporated the provisions of Title III of the Superfund Amendments and Reauthorization Act into a state program. This law delegated implementation of emergency planning and community-right-to-know programs to the OES, which has Assembly Bill 2185 (1987) in turn authorized local government agencies to implement the program. Local Administering Agencies are required to prepare Area Plans for environmental emergency planning purposes and to identify and maintain resources for disasters and accidental releases. The Aboveground Petroleum Storage Act establishes an inspection program for above ground storage tanks. In Aboveground Petroleum Storage Act of 1990 general, the Act requires owners or operators of aboveground petroleum storage tanks to file a storage statement and implement measures to prevent spills. Within the regulatory framework of the Medical Waste Management Act, the Medical Waste Management Program of the California Department of Health Services (DHS) ensures the proper handling and disposal of Medical Waste Management Act of 1991 medical waste throughout California. DHS permits and inspects medical offsite treatment facilities, transfer stations, and medical waste transporters throughout the state. Locally, EMD enforces the provisions of this Act (California Department of Health Services, 2002). AB 2707 requires cities and counties to prepare a Household Hazardous Waste Element, which would be Assembly Bill 2707 (1991) included in their County Hazardous Waste Management Plan. Senate Bill (SB) 1082 required the establishment of a unified hazardous waste and hazardous materials Senate Bill 1082 (1993) management program. The result was the California Environmental Protection Agency (Cal-EPA) Unified Program, which consolidates, coordinates, and makes

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Regulation Authority consistent the administration, permitting, inspections, enforcement, and fee functions of DTSC, the SWRCB, the RWQCB, OES, and the State Fire Marshal. The Unified Program is implemented at the local government level by the CUPA (California Environmental Protection Agency, 2005). The bill authorizes the SWRCB to require a person who is submitting a report relating to a program administered by Assembly Bill 2886 of 2000 the board, to the board, a regional board, or a local agency, to submit the report in electronic format, as prescribed. This bill created the GeoTracker database.

Fire Hazard Severity

California has enacted statewide laws aimed at reducing wildfire hazards in wildland-urban interface areas. These regulations cover topics such as fire prevention, vegetation management, notification and penalties, fire hazard severity zones, defensible space, setbacks, and exemptions. The uses of fire hazard zoning are many. Once fire hazards have been classified, zoning allows local planners to implement land use standards that agree with the state legislature’s mandates. These standards can apply to various aspects of land use, including but not limited to (1) structural components such as roofing, (2) defensible space standards such as vegetative clearance and structures, (3) infrastructure such fire apparatus access and water supplies, and (4) preventative land use planning such as greenbelts and fuel breaks. Fire hazard zoning is also an effective tool for public education and awareness.

LOCAL

Marin County Emergency Operations Plan

The Marin County Emergency Operations Plan (EOP) was established to ensure the effective and economical allocation of resources for protection of life, property, and the environment in times of an emergency. The plan establishes emergency policies and procedures to provide for the coordination of planning efforts of appropriate staff and service elements utilizing the Standardized Emergency Management System (SEMS). The County’s emergency operations plan is an extension of the State Emergency Plan.

Marin County Hazardous and Solid Waste Joint Powers Authority

The Marin County Hazardous and Solid Waste Joint Powers Authority implements a household hazardous waste program for all of Marin (except the City of Novato) with a permanent collection facility in San Rafael. The County regulates hazardous waste and materials handling through permitting, enforcement, and programs to assure safe storage, treatment, and disposal.

The Waste Management Division of Public Works (Marin County) keeps records for the Certified Unified Program Agency (CUPA), a program created by Senate Bill 1082 in 1993 and monitored by Cal-EPA. CUPA is responsible for the consolidation and coordination of the administrative requirements for permitting, inspecting and enforcing activities following environmental and emergency management programs. CUPA is implemented at the local level and is responsible for identifying hazardous materials and waste programs within local jurisdictions, and includes:

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• Hazardous Material Business Plan (HMBP – Community Right to Know) • Hazardous Waste Generators • Underground Storage Tanks (UST) • Tiered Permitting (Hazardous Waste Treatment or Permit by Rule PBR) • California Accidental Release Program (CalARP) • Uniform Fire Code (sections duplicate HMBP)

Town of Corte Madera Emergency Operations Plan

In coordination with the other agencies in Marin County, the Town has updated a set of plans, known as the Town of Corte Madera Emergency Operations Plan (April 2001), that meets the state’s framework requirements for a Standardized Emergency Management System (SEMS). The objective of the plan is to incorporate and coordinate all the Town’s facilities and personnel into an efficient organization capable of responding to any emergency. The emergency operations plan is an extension of the Marin Operational Area Emergency Operations Plan. In addition, the Town of Corte Madera Disaster Council works directly with residents to raise the level of community preparedness for major catastrophic events, and is credited with implementing the following programs:

• The Town of Corte Madera Disaster Preparedness Book, a handbook for residents distributed to all homes in the community.

• AM 1330, a Town-owned radio broadcast station used to give residents vital information during an emergency.

• The Town’s emergency siren, used in a sudden emergency to alert residents to tune in AM 1330.

• Donation and installation of Automated External Defibrillators at various locations throughout the Town.

• Installation of emergency generators at each of the Town’s principal facilities assuring safety services will continue during power outages.

• Contracts with businesses making resources available during an emergency.

Town of Corte Madera Fire Code

The Town Municipal Code has a Building and Construction Fire Code for all development and construction activities within the Corte Madera. The Fire Code requires compliance with California Fire Code and Uniform Fire Code and was adopted for the purpose of prescribing regulations governing conditions hazardous to life and property from fire or explosion. The Fire Code includes requirements for the storage of petroleum gases and storage of explosives (Title 15, Chapter 15.02 Fire Code).

4.3.3 IMPACTS AND MITIGATION MEASURES

STANDARDS OF SIGNIFICANCE

For purposes of this EIR, the following criteria were used in determining whether implementation of the proposed Town of Corte Madera General Plan Update would result in a significant impact (based on State CEQA Guidelines Appendix G):

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1) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials;

2) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment;

3) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school;

4) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, create a significant hazard to the public or the environment;

5) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, result in a safety hazard for people residing or working in the project area;

6) For a project within the vicinity of a private airstrip, result in a safety hazard for people residing or working in the project area;

7) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan; and,

8) Expose people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands.

As stated in the Initial Study, the project site is not located within the vicinity of public or private airport. Therefore, these issues are not addressed further in this Draft EIR.

METHODOLOGY

This analysis of hazards, human health, and risk of upset included the review of existing documentation, field review of the Planning Area, and consultation with applicable local, state, and federal agencies including the Town of Corte Madera, Town of Corte Madera Emergency Operation Plan, and the Geotracker database for hazardous sites within the Town.

IMPACTS AND MITIGATION MEASURES

Known and Unknown Hazardous Materials in the Planning Area

Impact 4.3.1 Implementation of the proposed General Plan Update may contain the potential to expose persons to known and unknown hazardous materials contamination in areas identified for development. Additionally, the development and activities anticipated in the General Plan Update may involve the routine transport, use, or disposal of hazardous materials, as well as accidents involving the release of hazardous materials. This is considered a potentially significant impact.

Implementation of the proposed General Plan Update may result in known and unknown hazardous material being discovered or encountered at subsequent development sites.

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Known hazardous waste sites are identified in Table 4.3-1 and Figure 4.3-1. Most of these sites involve issues of leaking underground storage tanks typically associated with past automobile- related activities located in proximity to U.S. Highway 101. Four of the 30 sites identified to have known hazardous materials within the Planning Area are considered open files. In addition to the known hazardous sites, urban land uses (e.g., commercial and industrial uses) also can result in hazardous contamination such as industrial products containing polychlorinated biphenyls (PCBs) and heavy metals, as well as persistent residual chemicals including pesticides, herbicides, and fertilizers.

There are a number of electrical transformers throughout the Planning Area that may contain PCBs. There are no known leaking PCB transformers in the existing Town limits that pose a threat to human health or safety. However, PG&E must comply with federal and state EPA regulations regarding the maintenance, storage, operation, or disposal of PCB-containing equipment.

Until 1980, numerous types of building materials, such as roofing paper, shingles, drywall, drywall texturing, linoleum, and mastic, contained considerable amounts of asbestos. Many of the existing structures in the Planning Area were built prior to 1980; therefore, they may have friable asbestos-containing materials (ACMs). Some of these buildings may be demolished and/or removed due to development associated with the proposed General Plan Update. Based on the age of the structures, removal or disturbance of these structures may result in the airborne release of asbestos from ACMs.

In 1978, the Environmental Protection Agency passed legislation prohibiting the use of lead in paints and other construction materials. There are several buildings and structures located in the Planning Area that were constructed prior to 1978. Therefore, it is likely that many of the older structures contain lead-based paint materials. Implementation of the proposed General Plan Update may include the demolition and removal of some of these structures.

To site and construct a state-funded school, a public school district must complete an extensive and independent statutory review process in accordance with the siting requirements of the California Department of Education. In addition to CEQA review, and in order to ensure that each new school site is safe from toxic hazards, new school sites may be subject to review from the following agencies: the Department of Toxic Substances Control; the State Allocation Board, which administers and allocates funding requests; and the Division of the State Architect, which reviews the design, plans, and construction of public-funded schools. These review processes are most typically done on a site-specific basis. The selection of new public school sites must comply with the California Education Code ( including Section 17521, requiring the governing board of the school district to adopt a resolution in connection with consideration of proposal for occupancy of a building to be constructed on its property, and to conduct a public meeting), and the California Code of Regulations (CCR), Title 5, Sections 14001 through 14012, which outlines the powers and duties and establishes standards with which the California Department of Education, and all public school districts, must comply with in the selection of new school sites. Due to the fact that any future siting of schools within the Planning Area would have to comply with state statutory and regulatory requirements addressing public and environmental health as well as safety from hazards, including hazardous substances, impacts from siting schools in the vicinity of such hazards are not evaluated further in this document. However, impacts due to the siting of schools and hazards within the Planning Area are not anticipated to be significant. At this time, any further analysis of this impact would be speculative.

Hazardous materials used during construction and routine operational activities throughout the Town may expose nearby residents and other sensitive receptors to toxic emissions. Known and unknown hazardous materials have the potential to pose a health and safety risk via

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.3-18 4.3 HUMAN HEALTH /R ISK OF UPSET accidental release or misuse in the Town. The potential for exposure to toxic air contaminants is addressed in Section 4.5, Air Quality. As discussed in the Regulatory Framework Section, the transportation of hazardous materials on area roadways is regulated by the California Vehicle Code (CVC) and the California Highway Patrol (CHP) designates the routes in California which can be used for the transportation of hazardous materials. The use, storage, and transport of hazardous materials by developers, contractors, business owners, and others are required to be in compliance with local, state, and federal regulations during project construction and operation. Facilities that use hazardous materials are required to obtain permits and comply with appropriate regulatory agency standards designed to avoid hazardous waste releases.

Additionally, CUPA maintains and monitors an active file on all hazardous materials and waste programs within the Town. Impacts related to exposure of persons to hazardous materials in the event of a materials leak or truck accidents, through transport along Highway 101, or any new hazardous material users are regulated by local, state and federal standards.

The proposed General Plan Update would result in changes to the Town’s land use patterns, by re-designating existing commercial and office lands to mixed use. Such land use changes could expose construction workers and future residents to hazardous materials/contamination from previous land uses on these sites. This potential impact could also occur associated with policy provisions under the proposed General Plan Update that would involve the construction of new trails and potential passive recreation facilities (as proposed under the Parks and Recreation Element). As a result, this impact is considered potentially significant and subject to mitigation.

Mitigation Measure

The following mitigation measures shall be incorporated into the Town of Corte Madera General Plan as policy and implementation programs under Goal PSH-2 in the Public Safety and Hazards element.

MM 4.3.1a The Town of Corte Madera will work with property owners and applicable regulatory agencies to identify and eliminate hazardous waste releases from both private companies and public agencies.

MM 4.3.1b Regularly review the Town’s codes to ensure that Town regulations reflect the most up-to-date standards for storage, handling, and use of toxic materials.

MM 4.3.1c As part of the review and approval of development plans and building permits, ensure that secondary containment is provided for hazardous and toxic materials as required by local, state, and federal standards.

MM 4.3.1d Prior to site improvements for properties that are suspected or known to contain hazardous materials and sites that are listed on or identified on any hazardous material/waste database search, the site and surrounding area shall be reviewed, tested, and remediated for potential hazardous materials in accordance with all local, state, and federal regulations.

The proposed mitigation measures would require that proposed development and activities anticipated under the proposed General Plan Update would reduce the potential exposure to hazardous materials/contaminants and require remediation prior to development on sites

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Impairment of an Emergency Response Plan

Impact 4.3.2 Future development within the Town could impair implementation of the existing emergency response plan. This is considered to be a less than significant impact.

The proposed General Plan Update would not alter the Town’s overall land use patterns or land use designations to such an extent that they would conflict with the Town Emergency Operations Plans. The Town’s Emergency Operations Plan includes programs and action items that help to ensure effective emergency response to significant hazards. Objectives and action items in the Plan include community education programs including a disaster preparedness handbook, post-emergency power generators, and communication and response systems that contribute to effective emergency response in the Town. However, development allowed by the proposed General Plan Update, including the re-designation of commercial and offices uses to mixed uses, could result in impacts to emergency response. This impact is considered less than significant with the implementation of the policy provisions identified below that would update and publicize the Town’s Emergency Response Plan and promote awareness of natural hazards to the residents of Corte Madera.

General Plan Policies and Implementing Programs

The following policy provisions are provided in the General Plan Update to address issues related to the emergency response plan.

PSH-2.1 Establish and maintain an effective emergency response program that anticipates the potential for disasters.

Implementation Program PSH-2.1.a: Implement Town Emergency Plan Continue to implement consolidated emergency response programs and plans for fire, flooding, seismic and other potential hazard events contained in the Town Emergency Response Plan. The Plan shall be shared among Town departments, emergency response providers and support groups.

Implementation Program PSH-2.1.b: Community-Based Disaster Plan Continue to involve community-based disaster response planning that involves local businesses and neighborhoods.

Implementation Program PSH-2.1.c: Emergency Response Plan Regularly update and publicize the Town’s Emergency Response Plan to include evacuation routes, emergency connectors, and emergency shelters in conformance with state guidelines through the Library, Town website, local radio and other community outreach sources.

Implementation Program PSH-2.1.d: Emergency Drills Hold regular (at least one per year) emergency preparedness drills, and include the services of the Community Emergency Response Training (CERT), Marin County Office of Emergency Services (OES) and related emergency services agencies and groups.

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Implementation Program PSH-2.1.e: Natural Hazards Awareness Promote awareness and caution among residents regarding possible natural hazards, including landslides, earthquakes, flooding, and fire hazards through a publicized disaster plan.

PSH-2.2 Provide public safety employee training to ensure team members’ skills remain current.

Implementation Program PSH-2.2.a: Training for Town Employees Continue to train Town and public safety employees in emergency responsiveness. Include the Marin County Office of Emergency Services (OES) in training exercises.

PSH-2.3 Maintain active involvement with Marin Emergency Radio Authority (MERA) and pursue installation and activation of the MERA radio system.

Implementation Program PSH-2.3.a: MERA Radio System Work with MERA to install and activate the MERA radio system in Corte Madera, consistent with Town emergency response plan needs.

PSH-2.5 Continue to coordinate neighborhood disaster response preparedness planning efforts through fire programs and coordination with emergency response agencies.

Implementation Program PSH-2.5.a: Neighborhood Safety Training Organize neighborhood teams of CERT graduates and continue to support neighborhood training on how to maintain public safety.

Implementation Program PSH-2.5.b: Special Needs Services Work with the social service community to ensure the safety of special needs populations during times of disaster.

PSH-2.6 Utilize mutual aid agreements that provide public safety personnel in times of emergency.

Implementation Program PSH-2.6.a: Mutual Aid Agreements Continue to support mutual aid agreements with local agencies and jurisdictions that provide public safety personnel in times of emergency.

PSH-2.7 Explore ways to transport public safety employees from outlying areas when damaged infrastructure prevents them from driving to Corte Madera in emergency situations.

Implementation Program PSH-2.7.a: Ingress/Egress Plans Include a public safety “ingress” component to the Town’s emergency preparedness plans.

PSH-2.8 Ensure that public safety facilities, apparatus and equipment are designed and constructed adequately to efficiently operate paramedic, fire, and police services in times of disaster.

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Implementation Program PSH-2.8.a: Public Safety Audits Conduct performance audits of public safety facilities and identify any needed/corrective measures.

PSH-2.9 Establish or identify facilities and provide equipment that may be used by residents during the first days immediately after a major disaster.

Implementation Program PSH-2.9.a: Identify Emergency Supplies Identify needed emergency supplies to assist Town residents in the first days following an emergency or major disaster.

Implementation Program PSH-2.9.b: CIP Funding for Emergencies Use Capital Improvement Program or similar funding to establish a readily- accessible supply of funds for use by the Town in times of an emergency or major disaster.

PSH-3.1 Utilize hillside paths as alternative escape routes in the event of an emergency.

Implementation Program PSH-3.1.a: Hillside Paths Continue to utilize Capital Improvement Program funding to maintain hillside paths. Where funding allows, consider Town improvement and maintenance of additional pathways, and include in the Town Trails Plan. Regularly provide escape route information to residents in hazardous hillside areas through the Town newsletter and website.

PSH-3.2 Encourage hillside residents to learn the trails and footpaths in their neighborhoods for use as alternative escape routes.

Implementation Program PSH-3.2.a: Ingress and Egress Routes Work with the Christmas Tree Hilldweller’s Association and similar groups to identify emergency ingress and egress routes, including opportunities for construction of periodic vehicle pullouts.

PSH-3.3 Pursue the development of emergency route connectors to service roads in the hillside areas in a manner that respects the established semi-rural neighborhood character.

Implementation Program PSH-3.3.a: Emergency Vehicle Access Increase accessibility to emergency vehicles in hillside areas and improve evacuation routes through construction of vehicle pullouts and through exploration of road widening or construction in selected wildland fire hazard areas.

PSH-3.4 Maintain road conditions for improved emergency access.

Implementation Program PSH-3.4.a: CIP Funding for Vehicle Access Use Capital Improvement Program funding to maintain roadways and to improve vehicle emergency access.

Implementation of the above policies and their associated implementation programs would reduce any potential impacts resulting from the proposed General Plan Update interfering with the Corte Madera Emergency Operations Plan to a less than significant level.

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Mitigation Measures

None required.

Risk of Wildland Fires

Impact 4.3.3 The Town is located in close proximity to wildlands, so the risk of wildland fires is high, especially in the residential hillside neighborhoods. Additionally, emergency vehicle access is constrained by steep, winding, and narrow roads. This is considered to be a less than significant impact.

The risk of wildland fires is high in some areas of the Planning Area, specifically within the Chapman Hill and Christmas Tree Hill neighborhoods which are located within the wildland- urban interface (see Figure 4.3-2). The proposed General Plan Update would result in changes to the Town’s land use patterns, by re-designating existing commercial and office lands to mixed use. However, the changes to the land use map to mixed-use designations would not be located in areas with high wildland fire hazards.

The Corte Madera Fire Code would be implemented for any subsequent development or activities under the proposed General Plan Update (Chapter 15.02). The Fire Code provides development standards and restrictions regarding structure design, fuel modification zone design, adequacy of emergency access, water for fire fighting, and other associated standards.

Policies and implementation programs proposed with the General Plan Update, identified below, require new development to incorporate fire prevention measures including design of sites to provide a fuel reduction area between proposed uses and the wildland/fire interface, use of non-combustible materials, inclusion of sprinkler systems, and use of fire-safe planting materials. The proposed General Plan Update also provides policies and programs that would ensure fire hazards are reduced; these policies and programs would require adequate emergency access to be provided and maintained (see Impact 4.3.2) and would also require ongoing management of vegetation to reduce fuel sources. Therefore, this impact is considered less than significant .

General Plan Policies and Implementing Programs

The following policy provisions are provided in the General Plan Update to address the risk of wildland fires.

PSH-1.1 Require fire safe construction practices, such as fire preventive site design, landscaping and building materials, and installation of sprinklers on new development and redevelopment projects.

Implementation Program PSH-1.1.a: Non-Combustible Construction Continue to implement requirements for non-combustible roofs, and expand the Fire Code to include non-combustible exterior siding and/or outside sprinkler systems.

Implementation Program PSH-1.1.b: Development Review Through the project review process, continue to ensure that landscaping, lighting, building siting and design, adequate water pressure and peak load

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storage capacity, and building construction materials reduce the opportunity for fire hazards.

Implementation Program PSH-1.1.c: Firefighting Access Continue to require access for emergency vehicles and firefighting equipment on all new development and redevelopment projects. The Town shall also identify the feasibility of constructing additional emergency access improvements, such as:

• Additional vehicle pullouts at key hillside locations.

• Limiting or restricting on-street parking at key hillside locations.

• Potential for construction of new or improved emergency access routes.

PSH-1.2 Encourage landscaping maintenance programs to reduce potential fire hazards in the hills, wildland areas and urban interface.

Implementation Program PSH-1.2.a: Vegetation Management Continue to aggressively enforce vegetation management as required by the Fire Code. The Town shall also identify the feasibility of other aggressive vegetation management options, including:

• Increased landscaping safety through elimination of use of fire- hazardous plants.

• Use of non-prolific landscaping species.

• Improved fire flows and water supplies to hillside areas.

• Fuel reduction programs, including use of the Wildland Interface Code.

Implementation Program PSH-1.2.b: Construction Materials Continue to require use of construction materials that decrease fire hazards in new developments in hillside areas, including mandatory use of spark arresters on chimneys. Include provisions in the Design Guidelines.

Implementation Program PSH-1.2.c: Landscaping Requirements Require the use of fire-safe planting materials in landscape plans for new development, including the use of non-prolific species. Include provisions in the Design Guidelines.

Implementation Program PSH-1.2.d: Use Website for Fire Awareness Provide information on methods for reducing fire hazards through the Town’s website and newsletter, including clearing of plant debris and using fire-safe landscaping.

PSH-1.3 Reduce fire hazard risks in existing developments by ensuring that private property is maintained to minimize vulnerability.

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Implementation Program PSH-1.3.c: Fire Extinguisher Installation Continue to promote fire extinguisher installation in existing structures through distribution of informational brochures and notices to Town residents and businesses.

PSH-2.1 Establish and maintain an effective emergency response program that anticipates the potential for disasters.

PSH-2.4 Maintain accurate maps of fire hazards.

Implementation Program PSH-2.4.a: Update Fire Hazard Maps Periodically update maps identifying fire hazard areas in Corte Madera.

PSH-2.5 Continue to coordinate neighborhood disaster response preparedness planning efforts through fire programs and coordination with emergency response agencies.

Implementation of the above policies and their associated implementation programs would reduce potential impacts to the risk of wildland fires to less than significant .

Mitigation Measures

None required.

4.3.4 CUMULATIVE SETTING , IMPACTS , AND MITIGATION MEASURES

CUMULATIVE SETTING

Hazards associated with hazardous materials contamination and the use and potential upset of hazardous materials are generally site-specific conditions and are not cumulative in nature. However, the cumulative setting for wildland fires would consist of wildland hazard areas adjacent to the Town boundaries which include large areas of the Cities of Mill Valley and Larkspur (see Figure 4.3-2).

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CUMULATIVE IMPACTS AND MITIGATION MEASURES

Cumulative Hazard Impacts

Impact 4.3.4 Land use and infill development under the proposed General Plan would not result in cumulative hazardous materials and human health risk impacts. This would be less than cumulatively considerable .

With the exception of wildland fire hazards, potential exposure or generation of hazardous conditions in the Town is site-specific rather than associated with the combination of other hazards in the region to result in a significant effect. Implementation of policies and mitigation measures identified under Impacts 4.3.1 through 4.3.3 would address site-specific hazards and emergency access and operation. Anticipated development projects (e.g., residential, commercial, park, and recreational land uses) that would occur under the proposed General Plan Update and the Community Plan areas, would include, but not be limited to, public and utility extension projects, roadway widenings, intersection improvements, and trail extensions. These proposed land uses would not significantly increase human health or safety risks.

The cumulative development within the Town of Corte Madera and in the neighboring Cities of Mill Valley and Larkspur could contribute to increased exposure of people and structures to the risk associated with wildland fire hazards. However, as discussed under Impact 4.3.3, the majority of subsequent development under the proposed General Plan Update would not be located in areas with high wildland fire hazards, and policies and implementation programs are included in the General Plan Update to reduce the risk of fire hazards to both existing and planned development in wildland interface areas.

This impact is considered less than cumulatively considerable with the implementation of the policy provisions and mitigation measures identified above for fire hazards, emergency operations, and identification of hazardous materials and contamination before site development.

Mitigation Measure

None required.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.3-26 4.3 HUMAN HEALTH /R ISK OF UPSET

REFERENCES

California Department of Toxic Substances Control. 2007. State of California Hazardous Waste and Substances Sites List . June.

County of Marin Fire Department. 2007. Fire Department History. Accessed June 2007. http://www.co.marin.ca.us/depts/FR/main/fire/history.cfm>.

Environmental Protection Agency (EPA). Accessed 2007 June. .

Environmental Protection Agency (EPA) Map of Radon Zones. Accessed 2007 June.

Pacific Gas and Electric Company (PG&E). Accessed 2007 October. http://www.pge.com/

Town of Corte Madera Planning Department. 2007. Town of Corte Madera General Plan. Corte Madera, CA.

Town of Corte Madera Planning Department. 2001. The Town of Corte Madera Emergency Operations Plan, Corte Madera, CA.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.3-27

4.4 – TRANSPORTATION AND CIRCULATION

4.4 TRANSPORTATION AND CIRCULATION

The Transportation and Circulation section of this Draft EIR describes the existing transportation system in the Planning Area and analyzes the potential impacts associated with the proposed land uses of the Draft General Plan. The analysis is based on the traffic analysis performed by Fehr & Peers Transportation Consultants (see Appendix B). This section of the Draft EIR identifies potential impacts and appropriate mitigation measures to offset those impacts.

4.4.1 EXISTING SETTING

Roadways are the primary existing transportation facilities within the Planning Area. The existing roadway network consists of freeways, thoroughfares, arterials, collectors, and local streets. Existing bicycle, pedestrian, and transit facilities are also present in the Planning Area, although these facilities are currently limited. A description of the major transportation facilities, major roadway segments, current traffic volumes, and alternative transportation modes are discussed below.

ROADWAY SYSTEM

U.S. (Highway) 101 is an eight-lane freeway that bisects the Town on a north-south axis. It provides regional access to Marin County and points beyond. Full access to the Town is provided at an interchange with Tamalpais Drive. Southbound access is provided by slip ramps at Fifer Avenue and Madera Boulevard, and northbound access is available via a slip ramp at Industrial Way.

TOWN OF CORTE MADERA LIMITS

The following are some of the major roadways in the town limits of Corte Madera. Figure 4.4-1 shows the existing roadway network within the Town.

Tamalpais Drive is an east-west two-to-four-lane arterial that extends from Corte Madera Avenue to Redwood Highway. It has a full access interchange at Highway 101. Arterials provide primary connections between major areas within the Town and also distribute traffic between adjacent communities. While some land uses have direct access to an arterial, an arterial’s primary purpose is to provide connections between major areas. Speed limits generally range from 30 to 50 miles per hour (mph).

Madera Boulevard is a north-south two-to–four-lane arterial that extends from Casa Buena Drive to Highway 101. Arterials provide primary connections between major areas within the Town and also distribute traffic between adjacent communities. While some land uses have direct access to an arterial, an arterial’s primary purpose is to provide connections between major areas. Speed limits generally range from 30 to 50 miles per hour.

San Clemente Drive is a north-south four-lane arterial that extends from Redwood Highway/Tamalpais Drive to Paradise Drive. Arterials provide primary connections between major areas within the Town and also distribute traffic between adjacent communities. While some land uses have direct access to an arterial, an arterial’s primary purpose is to provide connections between major areas. Speed limits generally range from 30 to 50 miles per hour.

Corte Madera Avenue is a north-south two-lane collector that extends from Larkspur in the north as Magnolia Avenue and south into Mill Valley as Camino Alto. It acts as a “main street” for some of the Town’s older neighborhoods. Collectors typically serve intra-city, rather than regional, circulation needs. Their primary function is to provide access to adjacent properties

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-1 4.4 TRANSPORTATION AND CIRCULATION and connections between local roads and other roadways that are higher in the hierarchy of classification. Travel speeds on collectors generally range between 25 mph and 45 mph.

Fifer Avenue is an east-west two-lane collector that extends from the Highway 101 ramps to Lucky Drive. Collectors typically serve intra-city, rather than regional, circulation needs. Their primary function is to provide access to adjacent properties and connections between local roads and other roadways that are higher in the hierarchy of classification. Travel speeds on collectors generally range between 25 mph and 45 mph.

Redwood Highway is a north-south two-to-four-lane collector that extends from Tamalpais Drive to Greenbrae Boardwalk, generally paralleling Highway 101 on the east side of the freeway. Collectors typically serve intra-city, rather than regional, circulation needs. Their primary function is to provide access to adjacent properties and connections between local roads and other roadways that are higher in the hierarchy of classification. Travel speeds on collectors generally range between 25 mph and 45 mph.

Tamal Vista Boulevard is a north-south two-lane collector that extends from Madera Boulevard to Fifer Avenue. Collectors typically serve intra-city, rather than regional, circulation needs. Their primary function is to provide access to adjacent properties and connections between local roads and other roadways that are higher in the hierarchy of classification. Travel speeds on collectors generally range between 25 mph and 45 mph.

Paradise Drive is an east-west two-to-four-lane collector that extends from San Clemente Drive into Tiburon. Collectors typically serve intra-city, rather than regional, circulation needs. Their primary function is to provide access to adjacent properties and connections between local roads and other roadways that are higher in the hierarchy of classification. Travel speeds on collectors generally range between 25 mph and 45 mph.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-2 ays.ai, July 2007 101 San

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Source: Fehr and Peers Figure 4.4-1 Not to scale Town of Corte Madera Major Roadways

4.4 TRANSPORTATION AND CIRCULATION

TRAFFIC ACCIDENT DATA

The Statewide Integrated Traffic Records System (SWITRS) is a centralized statewide records system used to monitor fatal and injury motor vehicle traffic accidents. In addition, a large proportion of the reported property damage-only accidents are also processed into SWITRS. The SWITRS reports are generated from over 100 California Highway Patrol (CHP) areas and over 500 city police departments, sheriff’s offices, and local law enforcement agencies. According to the SWITRS 2005, there were two collisions that resulted in a fatality, 66 resulted in injuries, and 77 resulted in some form of property damage on Corte Madera area roadways in 2005.

According to the Town of Corte Madera Yearly Traffic Report, during 2005 there were a total of 238 traffic collisions in the Town. Of these accidents, 145 occurred on the town streets (93 on private property). There were 137 traffic collisions where no police report was taken. In 2005, 101 traffic collisions were investigated by the police, a 9% increase from 2004 at 92. In 2004, injury accidents increased by 2% at 43, from 42 accidents. Driving under the influence (DUI) arrests and hazardous moving citations increased by 49% from 404 in 2004 to 603.

STUDY AREA AND FORECAST SCENARIOS

This analysis focuses on the following 19 intersections and 7 freeway segments in the project vicinity which were selected with consultation from Caltrans, Transportation Authority of Marin (TAM), and Town of Corte Madera staff. Figure 4.4-2 depicts the location of these 19 intersections. Study Intersections

1) Tamalpais Drive/Madera Boulevard

2) Tamalpais Drive/Corte Madera Town Center Entrance

3) Tamalpais Drive/US 101 Southbound Off-Ramp

4) Tamalpais Drive/US 101 Northbound Off-Ramp

5) Tamalpais Drive/San Clemente Drive

6) Redwood Highway/Village at Corte Madera South Driveway

7) Redwood Highway/Village at Corte Madera Middle Driveway

8) Redwood Highway/Village at Corte Madera Northeast Driveway

9) Tamalpais Drive/Eastman Avenue

10) Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard

11) Redwood Highway/Wornum Drive

12) Tamal Vista Boulevard/Wornum Drive

13) Tamal Vista Boulevard/Fifer Avenue

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-5 4.4 TRANSPORTATION AND CIRCULATION

14) Lucky Drive/Fifer Avenue

15) Redwood Highway/Industrial Way

16) Corte Madera Avenue/Redwood Avenue

17) Paradise Drive/San Clemente Drive

18) Paradise Drive/Harbor Avenue

19) Paradise Drive/El Camino Drive/Seawolf Passage

Freeway Segments

1) Northbound US 101 South of Tamalpais Drive

2) Northbound US 101 North of Tamalpais Drive and South of Industrial Way

3) Northbound US 101 North of Industrial Way

4) Southbound US 101 North of Fifer Avenue

5) Southbound US 101 South of Fifer Avenue and North of Madera Boulevard

6) Southbound US 101 South of Madera Boulevard and North of Tamalpais Drive

7) Southbound US 101 South of Tamalpais Drive

EXISTING INTERSECTION TRAFFIC VOLUMES AND OPERATING CONDITIONS

The following is a description of existing traffic volumes and traffic operating conditions on roadways in the Planning Area, including a description of the methodology used to analyze existing conditions.

Intersection Operating Conditions

To assess the effects project buildout would have on the existing transportation system, Fehr & Peers examined existing traffic volumes based on PM peak hour traffic counts. Typical midweek PM peak hour (4:00 – 6:00) conditions were assured under these conditions. The PM peak hour was selected as the time period for study because in most areas of the County this is generally the time when traffic volumes and congestion are highest.

Level of Service Analysis

Traffic conditions on roads and at intersections are generally characterized by their “level of service” or LOS. LOS is a convenient way to express the ratio between volume and capacity on a given link or at a given intersection and is expressed as a letter grade ranging from LOS A through LOS F. The methodology used for the LOS analysis was based on the Highway Capacity Manual, 2000 Edition. The methods presented in the Transportation Research Board’s 2000 Highway Capacity Manual (HCM) were used for service level calculations for signalized and unsignalized intersections.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-6 Figure 4.4-2 = Study Intersection 1 LEGEND:

Bay San Dr. Francisco

Paradise 19 Seawolf Passage Study Area and Intersection Locations

Harbor Dr. 18 17 San Clemente Dr. 6 5 7 Paradise Dr. 4 8 at Corte Village Madera

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Source: Fehr & Peers, September 2007 Not to scale T:\_CS\Work\Corte Madera, City of\EIR\Figures\ai files, April 2008 April files, of\EIR\Figures\ai City Madera, T:\_CS\Work\Corte

4.4 TRANSPORTATION AND CIRCULATION

Traffic operating conditions on intersections in the Town are characterized using levels of service (LOS) and delay. Level of service is a qualitative measure of traffic operating conditions, which varies from LOS A (the best) to LOS F (the worst). Table 4.4-1 presents a description of traffic flow characteristics at each LOS.

TABLE 4.4-1 LEVEL OF SERVICE DESCRIPTIONS Average Control/Delay Per Level of Service Description Vehicle (in Seconds) Represents free flow or very low delays and short intersection cycle A 10.0 or less length. In the range of stable flow, with low intersection delays and short B 10.1 to 20.0 cycle lengths. Average intersection delays from fair progression and some longer C 20.1 to 35.0 cycle lengths. Represents high-density, slower speeds and longer intersection D 35.1 to 55.0 delays, accompanied by many vehicle stops. Conditions unacceptable to most drivers, with poor progression and E 55.1 to 80.0 long intersection cycle lengths. Represents breakdown conditions, due to over-saturation of vehicles F 80.1 or more and very long cycle lengths. Source: Transportation Research Board, Highway Capacity Manual (2000)

TRAFFIC VOLUMES AND LEVEL OF SERVICE

Existing traffic volumes, delay, and LOS at Town intersections during the PM peak hours are presented in Table 4.4-2. As described in more detail later in this section of the Draft EIR, the Town has a LOS threshold requiring intersections operate at a minimum LOS C.

TABLE 4.4-2 EXISTING PM INTERSECTION OPERATING CONDITIONS

Existing (2005) PM Peak Hour Intersection Control2 Conditions Delay3 LOS 1. Tamalpais Dr./Madera Blvd. Signal 36 D 2. Tamalpais Dr./Corte Madera Town Center Entrance Signal 7 A 3. Tamalpais Dr./US 101 Southbound Off-Ramp Signal 10 A 4. Tamalpais Dr./US 101 Northbound Off-Ramp Signal 13 B 5. Tamalpais Dr./San Clemente Dr. Signal 18 B 6. Redwood Hwy/Village at Corte Madera South Driveway Signal 9 A 7. Redwood Hwy/Village at Corte Madera Middle Driveway Signal 5 A 8. Redwood Hwy/Village at Corte Madera Northeast Driveway Signal 6 A 9. Tamalpais Dr./Eastman Ave. Signal 9 A

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-9 4.4 TRANSPORTATION AND CIRCULATION

Existing (2005) PM Peak Hour Intersection Control2 Conditions Delay3 LOS 10. Madera Blvd./Council Crest Dr./Tamal Vista Blvd. AWSC >50 F 11. Redwood Hwy/Wornum Dr. Signal 14 B 12. Tamal Vista Blvd./Wornum Dr. Signal 13 B 13. Tamal Vista Blvd./Fifer Ave. Signal 36 D 14. Lucky Dr./Fifer Ave.3 SSSC (25) 2 (D) A 15. Redwood Hwy/Industrial Wy Signal 14 B 16. Corte Madera Ave/Redwood Ave. Signal 25 C 17. Paradise Dr./San Clemente Dr. Signal 10 B 18. Paradise Dr./Harbor Ave. Signal 11 B 19. Paradise Dr./El Camino Dr./Seawolf Passage Signal 13 B Bolded LOS identifies where the Town’s current LOS standard of C is not being met. Note: 1. Results for intersections 1-8 along the Tamalpais Drive corridor are based on microsimulation analysis 2. Signal = Signalized intersection; AWSC = All-way stop controlled intersection; SSSC = Side-street stop-controlled intersection. 3. Signalized and all-way stop-controlled intersection level of service based on weighted average control delay per vehicle, according to the Highway Capacity Manual (Transportation Research Board, 2000). For side-street stop-controlled intersections, the LOS for the worst side-street movement is presented and shown in parentheses. Source: Fehr & Peers, September 2007.

All Town intersections currently operate at LOS C or higher under existing PM peak hour conditions with the exception of following intersections:

• Tamalpais Boulevard/Madera Boulevard • Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard • Tamal Vista Boulevard/Fifer Avenue

The traffic volume and operation in the Town of Corte Madera is associated with commuting patterns by residents working outside of the Town. Residents of Corte Madera’s neighboring cities such as the City of Larkspur accessing Highway 101 also contribute to the Town’s traffic volume. Additional traffic volume is the result of morning and afternoon peak hour trips related to student drop-off at schools.

The presence of Highway 101 as a bisecting, north-south freeway in Corte Madera has impacted Town circulation in two aspects. First, the freeway has created a physical barrier for local circulation between the east and west sides of Town, broken only by the vehicle overcrossing at Tamalpais Drive, the vehicle undercrossing at Wornum Drive, and pedestrian/bicycle crossings (Tamalpais Drive, Wornum Drive, and an overcrossing structure near the Town limit near Larkspur). Second, the freeway has provided regional access for two regional shopping centers, the Village Shopping Center and Town Center, which generate vehicular traffic from both regional shoppers and out-of-town employees, particularly during seasonal shopping periods.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-10 4.4 TRANSPORTATION AND CIRCULATION

EXISTING FREEWAY TRAFFIC VOLUMES AND OPERATING CONDITIONS

Freeway Operating Conditions

US 101 which travels through Corte Madera currently has three mixed-flow travel lanes and one peak-direction HOV lane in each direction. Existing PM peak hour traffic volumes were obtained from a count conducted in late 2004 and compared with Caltrans’ published freeway volumes for year 2003. According to the data, the worst case condition for freeway segments in this area is the PM peak hour. Using the peak-hour volumes and theoretical freeway peak-hour capacities, the V/C ratio for each segment was calculated by dividing the actual traffic volumes by the theoretical capacity. This ratio was used to calculate the segment LOS.

The capacities of the study freeway facilities were obtained from the 2000 Highway Capacity Manual (HCM). According to the HCM, for a freeway segment with minimum 12-foot travel lane widths, 6-foot shoulder widths, 2-foot median lateral clearance, a traffic stream composed entirely of passenger cars, interchange spacing greater than two miles, level terrain, and a driver population composed principally of regular users, the ideal freeway capacity is 2,400 vehicles per hour per lane. However, segments of US 101 through Corte Madera have many features that reduce the capacity flow rates from the ideal, including:

• Heavy vehicles, including trucks, buses, and recreational vehicles, represent approximately 5% of vehicles on US 101.

• Locations with short merge distances for on-ramps.

• Interchange spacing typically less than two miles.

Therefore, the capacity of 2,200 vehicles per hour per lane was selected as an appropriate approximation of freeway lane capacity through Corte Madera. This analysis assumes a HOV lane capacity is 50% of a mixed-flow lane. Although an HOV lane has a lower vehicle flow rate, there is a higher passenger flow rate due to the increased number of passengers per vehicle. Table 4.4-3 summarizes the relationship between V/C and LOS for freeway segments.

TABLE 4.4-3 FREEWAY SEGMENT LOS CRITERIA

Level of Service Description Upper V/C Threshold

A Free-flow speeds 0.60 B Little or no congestion 0.70 C Small amount of traffic congestion 0.80 D Average traffic congestion 0.90 E High traffic congestion 1.00 F Very high traffic congestion >1.00 Source: Highway Capacity Manual, Transportation Research Board, 2000.

TRAFFIC VOLUMES AND LEVEL OF SERVICE

The existing freeway traffic volumes and V/C ratios, as well as the theoretical capacity of each segment and the resulting LOS are depicted in Table 4.4-4. As shown below, northbound US 101 experiences congestion throughout Corte Madera during the PM peak hour, while southbound traffic is relatively uncongested.

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TABLE 4.4-4 EXISTING FREEWAY SEGMENT OPERATING CONDITIONS

Existing Theoretical Direction Freeway Segment 1 Demand Capacity V/C3 LOS Volume2 1. South of Tamalpais Drive 8,800 7,790 0.89 D Northbound US 2. North of Tamalpais Drive, South of Industrial 7,700 7,600 0.99 E 101 Way 3. North of Industrial Way4 8,800 8,070 0.92 E 4. North of Fifer Avenue 8,800 6,710 0.76 C 5. South of Fifer Avenue, North of Madera 8,800 6,390 0.73 C Southbound US Boulevard 101 6. South of Madera Boulevard, North of 8,800 6,230 0.71 C Tamalpais Drive 7. South of Tamalpais Drive 8,800 6,290 0.71 C

Bolded LOS identifies where the LOS standard of C is not being met. Notes: 1. Assumes a mixed-flow freeway capacity of 2,200 vehicles per hour per lane. HOV lane (peak direction only) capacity is 50% of a mixed-flow freeway lane. Auxiliary lane capacity is 50% of a mixed-flow freeway lane. 2. To account for downstream bottlenecks, traffic demand volume is used for determining the volume to capacity ratio. Demand volume is calculated based on actual freeway counts plus queued vehicles upstream of a given bottleneck location. During the afternoon peak hour, 570 vehicles are estimated to be queued upstream of the northbound US 101 bottleneck location just south of the Sir Francis Drake Boulevard on-ramp, This estimate is based on queue length and vehicle density observations conducted during the afternoon peak hour. 3. Freeway segment level of service based on volume to capacity ratio according to the Highway Capacity Manual (Transportation Research Board, 2000). Highway Capacity Manual, Transportation Research Board, 2000. 4. Capacity immediately north of Industrial Way on-ramp based on a configuration of 1 HOV lane, 3 mixed-flow lanes, and 1 auxiliary lane. PM peak hour congestion on northbound US 101 is generally due to two bottlenecks outside the study area: the loss of one mixed-flow lane just south of the Sir Francis Drake on-ramp and the US 101/I-580 interchange in San Rafael. When completed, the US 101 HOV Gap Closure project is expected to reduce northbound congestion at these locations. Source: Fehr & Peers, September 2007.

Roadway Improvements

There are several documents and projects that identify recent and future transportation improvements in the Town of Corte Madera and the surrounding area.

Corte Madera Avenue/Redwood Avenue Intersection

The Town completed a full traffic signal warrant analysis; Traffic Safety Analysis of Redwood Avenue/Corte Madera Avenue was conducted at the intersection of Corte Madera Avenue/ Redwood Avenue in November 2005. The study found that signal warrants were met for the intersection. The Town of Corte Madera completed the installation of a signal at the intersection of Corte Madera Avenue and Redwood Avenue in July 2007. The Redwood Avenue/Corte Madera Avenue intersection was therefore analyzed as a signalized intersection in this analysis. TAM Greenbrae Corridor Study

In 2002 the Marin County Congestion Management Agency (CMA) completed an Interim Planning Study which identified seven alternatives to meet current and future travel needs on

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-12 4.4 TRANSPORTATION AND CIRCULATION

US 101 at the Sir Francis Drake interchange. In 2002, the Town of Corte Madera and City of Larkspur supported Alternative 4 from the Interim Planning Study which included construction of a new interchange at Wornum Drive in Greenbrae.

The Transportation Authority of Marin (TAM) is currently also leading subsequent efforts to further develop a range of improvements for the Greenbrae Corridor between Tamalpais Drive and Sir Francis Drake Boulevard. This project, funded through Regional Measure 2, was initiated in July 2006 and has resulted in the development of additional alternatives for the Greenbrae Corridor. Because a preferred alternative for improvement to the Highway 101 corridor has not yet been identified, these improvements are not assumed as a part of proposed General Plan buildout conditions.

As part of the TAM study, several options for US 101 corridor improvements were presented at a Public Workshop in March 2007. These options were grouped by travel direction on US 101 (i.e., northbound and southbound). Additionally, potential improvements to the Tamalpais Drive interchange and options for the Central Marin bicycle/pedestrian Ferry Connection (CMFC) were presented. These alternatives are described below: Southbound US 101 Alternatives

• Southbound Option A: This option would include the construction of a frontage road parallel to southbound US 101 between the Sir Francis Drake Boulevard on-ramp and the Madera Boulevard off-ramp. The road would be one way and would require traffic entering the freeway from Sir Francis Drake Boulevard to proceed through a signalized intersection at Lucky Drive before merging onto the freeway. The frontage road would serve as an alternate route for traffic that currently travels southbound on Tamal Vista Boulevard.

• Southbound Option B: This option would include the construction of a new southbound on- and off-ramp at Wornum Drive. Additionally, a frontage road connection would be built between Wornum Drive and Madera Boulevard. Because this option would close the current freeway ramps at Lucky Drive, there would be some increase in traffic using Wornum Drive and Tamal Vista Boulevard north of Wornum Drive.

• Southbound Option C: Southbound Option C would be similar to Option B but would also include a grade-separated, or “braided,” Sir Francis Drake on-ramp and Wornum Drive off-ramp. While this would reduce freeway “weaving” conflicts between entering and exiting freeway traffic on southbound US 101, traffic patterns on local streets would be similar to Option B.

• Southbound Option D: This option would make improvements to the Sir Francis Drake on- ramp by widening the ramp and closing the southbound off-ramp to Lucky Drive. Traffic bound for Lucky Drive would exit US 101 upstream at Sir Francis Drake Boulevard and travel along the widened Sir Francis Drake on-ramp. This option would improve freeway weaving operations between Sir Francis Drake and Lucky Drive. Traffic patterns on local streets would likely be similar to existing patterns with this alternative. Northbound US 101 Alternatives

• Northbound Option A: This option would include the construction of a new northbound on- and off-ramp at Wornum Drive and would close the existing ramps at Industrial Avenue. While this option would allow traffic entering the freeway at Wornum Drive to merge directly onto US 101 instead of traveling through the Sir Francis Drake Boulevard interchange, there is a potential that this option will create freeway weaving issues between Wornum Drive and Sir Francis Drake Boulevard.

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-13 4.4 TRANSPORTATION AND CIRCULATION

• Northbound Option B: This option would be similar to Option A, but would include a roundabout intersection at Wornum Drive. Due to projected traffic volumes, it would need to be configured as a double-lane roundabout. Because this intersection also includes a bicycle/pedestrian trail crossing, installation of a double-lane roundabout may make street crossings for bicyclists and pedestrians more challenging.

• Northbound Option C: Northbound Option C would include the construction of a new northbound on- and off-ramp at Wornum Drive, though the on-ramp would function similar to a loop on-ramp in the southeast quadrant of the interchange. This would improve traffic operations along Wornum Drive but would still create potential freeway weaving issues between Wornum Drive and Sir Francis Drake Boulevard.

• Northbound Option D: Northbound Option D would reconfigure the northbound Industrial Avenue on-ramp to provide direct access to northbound US 101. This option would eliminate the need for traffic entering the freeway at Industrial Drive to travel through the Sir Francis Drake/US 101 northbound ramps intersection in order to access US 101. Instead, a structure would be built over the Sir Francis Drake/US 101 northbound ramp intersection that would provide direct access to the freeway. Tamalpais Drive Alternatives

Alternatives for Tamalpais Drive were developed as part of the Tamalpais Drive Interchange Planning Study in January 2007. These alternatives focus in improvements to the Tamalpais Interchange that will improve conditions for all travel modes, including bicyclists, pedestrians, transit users, and motorists. Options for reconfiguring Tamalpais Drive include:

• Option A – Realignment and Intersection Modifications: Option A would realign the southbound and northbound diagonal on-ramps at the Tamalpais interchange as a way of improving bicycle and pedestrian conditions and reducing potential conflicts. Bicycle lanes would be striped along the overpass, and pedestrian crossing locations would be upgraded. Improvements to the San Clemente Drive/Tamalpais Drive and Madera Boulevard/Tamalpais Drive intersections are also included as part of Option A.

• Option B – Widen North Side of Tamalpais: Option B would include all improvements that are part of Option A, but it would also widen the Tamalpais interchange structure to accommodate a sidewalk on the north side of the roadway. The southbound loop on-ramp would also be reconfigured to reduce bicycle and pedestrian conflicts.

• Option C – Full Reconstruction: Option C would result in the full reconstruction of the interchange and ramps as a “tight diamond” layout. This would require a substantial investment and would result in a substantially wider structure than exists today because left turn lanes would be necessary with a tight diamond configuration. Central Marin Ferry Connection Multi-Use Path

• New Multi-Use Path – Also part of the Greenbrae Corridor study is a connection to the Larkspur Ferry Terminal. This path would be constructed across Corte Madera Creek and enable residents of Corte Madera to have a direct connection to the Ferry Terminal. If this connection is built, it may increase the number of ferry commuters accessing the terminal via non-auto modes.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-14 4.4 TRANSPORTATION AND CIRCULATION

US 101 HOV Gap Closure Project

Caltrans is currently constructing the US 101 HOV gap closure project. This project recently extended HOV lanes northward from Corte Madera to San Rafael. Over the next three years, HOV lanes will connect to existing lanes north of San Rafael as part of this project.

TRANSIT SYSTEM

Public Transit

Existing Bus Service

The Marin County Transit District (MCTD) is responsible for providing local transit service within Marin County (see Figure 4.4-3). MCTD operates some transit routes, but it also contracts with other providers, including Golden Gate Transit and Whistlestop Wheels, for local bus and paratransit services. The Twin Cities Shuttle (Route 221) is a weekday, local shuttle in the Corte Madera and Larkspur areas operated by MCTD. The route connects the Village at Corte Madera and Corte Madera Town Center with Downtown Larkspur, Redwood High School, and the Larkspur Ferry Terminal.

The Golden Gate Bridge Highway and Transit District provides transit service in the Town of Corte Madera. Golden Gate Bridge Highway and Transit District is the contract operator hired by Marin County Transit District (MCTD) to provide local services. MCTD contracts with Golden Gate Transit (GGT) to provide the buses and drivers. MCTD local routes are currently Routes 17, 18, 22, 24, 26, 27, 36, 38, 44, 54, 56, 58, 60, 71, 72, 73, 74, 76, and 97. MCTD contracts with other service providers for local paratransit van services and rural fixed route service in West Marin. Service routes and stops vary over time, in part due to budgetary restrictions of the District. Commuter service to locations in Marin County and San Francisco are currently provided.

The Marin Airporter provides service to and from San Francisco International Airport from locations throughout Marin County. The nearest Greyhound bus services are located in San Rafael.

Ferry Service

The Angel Island Ferry offers service between Tiburon and Angel Island. The Blue and Gold Fleet offers ferry service between Tiburon, Sausalito, Angel Island, and San Francisco. The Golden Gate Bridge Highway and Transportation District Ferry Service provides daily ferry service between Larkspur, Sausalito, and San Francisco. The Golden Gate Ferry is a heavily used commuter service to San Francisco. The ferry operates with 20-30 minute headways during peak commute hours and takes 30 minutes to cross the Bay.

AMTRAK

AMTRAK does not provide passenger rail service within Marin County. The closest AMTRAK station is in Emeryville at 5885 Horton Street. A shuttle service through Marin Door To Door offers service to San Francisco or Oakland airport, Amtrak Emeryville train station, or the Port of San Francisco cruise ships.

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Private Taxi Service

Private taxis and shuttles are available in the County and account for the remainder of the public transportation service in the Town. Taxis are the only form of public transportation available at night.

EXISTING BICYCLE AND PEDESTRIAN SYSTEM

The Planning Area has approximately 4½ miles of bike lanes/routes. These include facilities along Paradise Drive, San Clemente Drive, Tamalpais Drive, Tamal Vista Boulevard, Corte Madera Avenue, and Lakeside Drive. Figure 4.4-3 shows the existing bicycle facilities.

The Corte Madera Bicycle Transportation Plan was adopted in July 2001. The Plan distinguishes between bikeways as follows:

• Class I Bikeway (Bike Path). Provides for pedestrian and bicycle use on a paved right-of- way separate from any street or highway. Under Caltrans standards, the bikeway must be at least 8 feet wide for a two-way path, although the Town prefers widths of 12 feet where space allows.

• Class II Lane. Provides for a striped and stenciled lane for one-way travel on a street or highway. A bike lane has a minimum standard width of 4 feet.

• Class III Route. Provides for shared use of a street with pedestrians or motor vehicle traffic and may be identified only by signing. Bike routes usually connect other bike lane segments.

Bicycle and pedestrian facilities are currently limited within the existing Town limits and other portions of the Planning Area.

Regionally, bicycle trails extend well beyond the borders of Corte Madera, connecting to open space areas and to bicycle paths along public roads and trail systems. Corte Madera and Marin County are unique in that they provide popular, regional access for recreational bicyclists. Marin County prepared a Bicycle and Pedestrian Master Plan in June 2001 addressing county-wide bicycle and pedestrian systems. The Plan addresses various goals and objectives for maintaining existing systems as well as possible construction or upgrades to improve the system to meet the needs of county bicyclists and pedestrians. Marin County has a well-established “Share the Road” program that is intended to reduce conflicts between vehicles and bicyclists sharing county roadways.

Additionally, a multi-jurisdictional effort is underway to complete the Bay Trail, which will provide a continuous bicycle path around the San Francisco Bay. The Bay Trail would proceed through Corte Madera along portions of Paradise Drive and along Bay frontage.

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-16 Figure 4.4-3 = Basic Bus Route = Commute Bus Route = Marin County Local Route = Marin County Local Shuttle Route = Class I Bike Path = Class II Bike Lane = City Limit 70 22 18 221 LEGEND:

Bay San Dr. Francisco

Paradise

Seawolf Passage Transit Routes and Bicycle / Pedestrian Facilities Harbor Dr.

San Clemente Dr. 221

Paradise Dr at Corte Village Madera Redwood Industrial Wy. Hwy 70 101 80 71 36 22 17 97 24

Blvd.

Madera Dr. Town Corte Center Madera

Fifer Tamal Vista Blvd.

221 Wornum Sanford St. Sanford

18 Lucky Dr. Lucky

Tamalpais Dr. Eastman Ave. Eastman 22 221

Doherty Dr. Ave.

Corte Madera Redwood Ave. Redwood

Source: Fehr & Peers, September 2007 Not to scale T:\_CS\Work\Corte Madera, City of\EIR\Figures\ai files, April 2008 April files, of\EIR\Figures\ai City Madera, T:\_CS\Work\Corte

4.4 TRANSPORTATION AND CIRCULATION

Future Bicycle and Pedestrian System

The Bicycle Transportation Plan for the Town (July 2001) inventoried existing bike facilities and recommended future improvements, which are listed below. Some of the improvements are not currently feasible due to limited right-of-way options for constructing improvements or excessive costs for construction.

• Improve bicycle/pedestrian access across Highway 101. Several alternatives exist to achieve this goal, including improving the existing overpass on Tamalpais Drive or construction of an overpass either to the north or south of Tamalpais Drive.

• Construction improvements to the Corte Madera Creek Trestle, linking Corte Madera and Larkspur near the Greenbrae Boardwalk.

• Construction improvements for the Cal Park Hill Tunnel linking Larkspur and San Rafael further north of the Greenbrae Boardwalk. Additionally, local bicycle advocacy groups have suggested reopening Alto Tunnel.

• Improvements to bicycle lanes along Tamalpais Drive, Paradise Drive, and Corte Madera Avenue where bicycle lanes are narrow or unstriped.

AIRPORTS

The Town does not have a commercial or general aviation airport. The nearest general aviation facility is in San Rafael. Commercial service is available at the San Francisco and Oakland International Airports.

The San Francisco International Airport is located at 1 McDonnell Road in the City of San Bruno. San Francisco is the largest airport in the San Francisco Bay Area and is the second busiest airport in the state of California after Los Angeles International Airport. Oakland International Airport is located at 1 Airport Drive in the City of Oakland. Oakland International Airport provides service to numerous destinations in the United States (and Mexico) through many of the low cost domestic airlines and is one of the nation’s fastest growing airports.

RAIL SERVICE

Future Rail Service

There are no rail facilities or services in Corte Madera or the adjacent communities. The Sonoma Marin Area Rapid Transit may establish rail service between Cloverdale and Larkspur during the life of this General Plan. Historic railroad rights-of-way in the Town, through Menke Park south to the Alto Tunnel and along Bay frontage, have been converted to pedestrian/bicycle paths.

4.4.2 REGULATORY FRAMEWORK

STATE

California Department of Transportation (Caltrans)

The California Department of Transportation (Caltrans) operates and maintains Highway 101, which provides regional access to the Town of Corte Madera and the neighboring cities within Marin County. Additionally, the Caltrans Division of Planning has four major functions including

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-19 4.4 TRANSPORTATION AND CIRCULATION the Office of Advance Planning, Regional Planning/Metropolitan Planning Organization, Local Assistance/IGR/CEQA, and System Planning Public Transportation.

The Office of System Planning Public Transportation prepares Transportation Concept Reports in coordination with the regional planning partners and other District Divisions. The Transportation Concept Reports (TCRs) are long-term planning documents which evaluate current and projected conditions along specified routes. The TCRs establish 20-year planning visions and concepts and recommend long-term improvements to achieve the concept. California Transportation Commission (CTC)

The California Transportation Commission (CTC) is responsible for the programming and allocation of funds for the construction of highway, passenger rail, and transit improvements throughout California. The CTC also advises and assists the Secretary of Business, Transportation and Housing Agency and the Legislature in formulating and evaluating state policies and plans for California’s transportation programs. The State Transportation Improvement Program (STIP) is a multi-year capital improvement program of transportation projects on and off the State Route System, funded with revenues from the State Route Account and other funding sources. STIP programming generally occurs every two years. State guidelines generally set the framework for regional and local planning efforts. State law requires the regional and local planning agencies to develop and submit a Regional Transportation Improvement Program (RTIP) every three years to the California Transportation Commission (CTC) and the California Department of Transportation (Caltrans). In the Bay Area, this plan is prepared by MTC (Metropolitan Transportation Commission), the regional planning agency, in cooperation with nine countywide Congestion Management Agencies (CMAs). MTC writes the RTIP, which along with Caltrans ITIP (Interregional Transportation Improvement Plan), goes to form the STIP, with the parts selected (to greater and lesser degrees) by the CTC. MTC is the RTPA (Regional Transportation Planning Agency). The RTIP is prepared every odd-numbered year for STIP adoption by the CTC in even- numbered years.

REGIONAL

Metropolitan Transportation Commission (MTC)

The majority of federal, state, and local financing available for transportation projects is allocated at the regional level by the Metropolitan Transportation Commission (MTC), the transportation planning, coordinating, and financing agency for the nine-county Bay Area. The current regional transportation plan, known as Transportation 2030, was adopted by MTC on February 23, 2005. Transportation 2030 specifies a detailed set of investments and strategies throughout the region from 2005 through 2030 to maintain, manage, and improve the surface transportation system. The Plan specifies how anticipated federal, state, and local transportation funds will be spent in the Bay Area during the next 25 years. Most of this “committed funding” will go toward protecting the region’s existing transportation infrastructure. Improvements to the US 101/Greenbrae interchange are included in the 2030 Regional Transportation Plan as a Regional Measure 2 funded project.

LOCAL

Transportation Authority of Marin (TAM)

The Transportation Authority of Marin (TAM) has been designated as the Marin Congestion Management Agency (CMA), to address Marin’s unique transportation issues and to fulfill the General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-20 4.4 TRANSPORTATION AND CIRCULATION legislative requirements of Propositions 111 and 116, approved in June 1990. The agency was created for the purpose of administering the sales tax Measure A. The Authority is responsible for programming funding for all transportation programs in Marin County. The TAM Board includes representatives from each city and town in Marin County, plus the five members of the Board of Supervisors. Marin County General Plan

The intent of the Marin County General Plan Circulation Element is a balanced, integrated transportation system with an overall strategy of providing a high quality of transportation service by operating the road system at high efficiency while facilitating additional transit, bicycle, and pedestrian modes of travel.

As one of the communities located within Marin County, the Town of Corte Madera is impacted by County policies regarding traffic and circulation. The County recently completed a General Plan update, which includes revisions to County-wide transportation policies.

4.4.3 IMPACTS AND MITIGATION MEASURES

STANDARDS OF SIGNIFICANCE

The State CEQA Guidelines state that a project will be expected to result in a significant transportation and circulation impact if it causes an increase in traffic that is substantial in relation to the existing traffic load and capacity of the street system. For the purpose of this EIR, impacts are considered to be significant if the following could result from the implementation of the proposed project:

1) Cause an increase in traffic that is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the V/C ratio for freeways, or congestion at intersections);

2) Exceed, either individually or cumulatively, a level of service (LOS) standard established by the county congestion management agency1 or Town of Corte Madera for designated roads or highways;

3) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks;

4) Substantially increase hazards due to a design feature (i.e., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment);

5) Result in inadequate emergency access;

6) Result in inadequate parking capacity; or

7) Conflict with adopted policies, plans, or programs supporting alternative transportation.

1 No streets within Corte Madera are part of the 2005 Congestion Management Program network of transportation facilities.

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Based on the Town of Corte Madera’s current transportation impact criteria, the general significance criteria are interpreted as follows in evaluating the proposed General Plan. The following significance criteria are from the current 1989 Town of Corte Madera General Plan:

• Guiding Policy 5.1.g. Establish a standard for intersection operations of 0.79 volume/capacity ratio (LOS C) or better where maintenance or attainment of this standard is feasible.2

• Implementing Policy 5.1.i. Minimize intrusion of vehicular traffic in residential neighborhoods.

• Implementing Policy 5.1.j. Design road improvements to preserve small-town scale and maintain the natural appearance of the surrounding hills and ridges.

US 101 Impact Criteria: Significant traffic impacts on freeway segments are identified as when a project causes:

1) The volume on the freeway segment to exceed its capacity (cause LOS E or better to deteriorate to LOS F); or

2) An increase in the amount of traffic on a freeway segment already exceeding its capacity by more than one percent of the freeway segment’s design capacity.

Additionally, the 2005 Marin Congestion Management Program (CMP) identifies the studied freeway segments for the project as “grandfathered” roadway segments. These roadway segments were operating at a lower LOS than the standard at the time of implementation in 1991 and are allowed to continue to operate at a lower LOS standard level until such time as they are improved or the traffic load is diverted. A roadway’s designation as “grandfathered” does not affect this analysis, but it provides context for why some roadways operate at a substandard level.

A roadway design impact is considered significant when:

1) A project introduces a design feature that presents safety concerns.

An emergency vehicle access impact is considered to be significant if it would:

1) Provide inadequate design features to accommodate emergency vehicle access and circulation.

A pedestrian impact is considered significant if it would:

1) Disrupt existing pedestrian facilities;

2) Interfere with planned pedestrian facilities; or

2 The standard for intersection operations under the proposed General Plan Update would be LOS D (Implementation Program CIR-1.1a). This analysis uses the currently-adopted standard of LOS C to identify potential impacts and recognizes that the proposed standard of LOS D will mitigate potential impacts at intersections that comply with this change in policy in the General Plan Update.

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3) Create inconsistencies with adopted pedestrian system plans, guidelines, policies, or standards.

A bicycle impact is considered significant if it would:

1) Disrupt existing bicycle facilities; 2) Interfere with planned bicycle facilities; 3) Conflict or create inconsistencies with adopted bicycle system plans, guidelines, policies, or standards; or 4) Not provide secure and safe bicycle parking in adequate proportion to anticipated demand.

A transit impact is considered significant if it would:

1) Result in a significant unanticipated increase in transit patronage; or

2) Result in development that is inaccessible to transit riders.

Transportation/Traffic Issues Not Further Analyzed

Due to the nature and scope of the proposed project (adoption of the General Plan Update), implementation of the project would not have the potential to result in a change in air traffic patterns at any airport in the area. No further analysis of this issue is required.

METHODOLOGY

To assess the effects growth under the proposed General Plan Update would have on the existing transportation system, Fehr & Peers examined existing and future traffic conditions with and without project. Typical midweek PM peak hour (4:00 – 6:00) conditions were assessed. As identified in Sections 3.0 and 4.0, the Town is nearly built out with a minor amount of residential development potential remaining. However, the proposed General Plan Update would allow for a substantial increase in commercial floor area at the Town’s existing mall sites (Village at Corte Madera and Corte Madera Town Center). As identified in Table 4.4-4, the proposed increase of allowed commercial floor area (0.60 FAR) under the proposed General Plan Update would result in substantially higher PM peak hour traffic conditions than AM peak hour conditions. Thus, PM peak hour conditions were utilized in the impact analysis.

The Corte Madera Model was used to develop traffic volumes and is based on the Marin County Travel Model, but was further developed to show a greater level of detail along local streets within the Town of Corte Madera. The scope of the traffic impact analysis was developed based on NOP comment letters received from Caltrans and TAM and subsequent consultation with both agencies in order to develop an appropriate traffic analysis for a General Plan Update.

Trip Generation

Trips generated by the project were estimated based on trip generation equations presented in ITE Trip Generation, 7th Edition. Existing development, projected growth, internalization, and interaction between the Village at Corte Madera and the Corte Madera Town Center were accounted for based on methods presented in the ITE Trip Generation Handbook. Traffic modeling for the Town for future conditions included anticipated buildout by the year 2025 and

Town of Corte Madera General Plan Update April 2008 Draft Environmental Impact Report 4.4-23 4.4 TRANSPORTATION AND CIRCULATION

General Plan Update proposed FAR increases for the Village at Corte Madera and the Corte Madera Town Center (as further described below).

Trip Distribution

In addition to evaluating future further residential and non-residential development in the Town and region, a full retail expansion at the Corte Madera Town Center and Village at Corte Madera was assumed in this analysis for the total project trip distribution. Office land use was assumed for potential development at Paradise Drive and San Clemente Drive. Based on these assumptions, buildout of the proposed General Plan would consist of the following land use changes:

• 645 thousand square feet (ksf) of additional retail land use, beyond uses currently permitted under the existing General Plan

• 14 thousand square feet (ksf) of additional office land use, beyond uses currently permitted under the existing General Plan

While the proposed General Plan Implementation Program LU-4.3a promotes establishing a mix of land uses at the Town Center and Village shopping centers, this analysis assumes all expansion would be retail in nature. Because retail land uses generate more vehicle trips per square foot than office or residential uses, the results shown below represent a “worst case” scenario. Analysis of a worst case condition is consistent with CEQA requirements.

Trips generated by buildout of the Village and Town Center sites under the proposed General Plan are shown in Table 4.4-5. Trips were estimated based on trip generation equations presented in ITE Trip Generation, 7th Edition and represent the net difference in trips between the existing 1989 General Plan and the proposed General Plan.

TABLE 4.4-5 NET CHANGE IN VEHICLE TRIPS WITH PROPOSED GENERAL PLAN

AM Peak Hour PM Peak Hour Description Size Daily Trips Trips Trips Village at Corte Madera, Corte Madera Town Center, Koch Road Area Land Use 659 ksf 15,800 330 1,510 Changes Source: Fehr & Peers, 2007. Note: Numbers represent the additional trips with buildout of the proposed General Plan, compared to buildout of the currently adopted 1989 General Plan

Assumed Roadway Improvements

As identified in the above setting discussion, the traffic analysis included the recent signalization of the Redwood Avenue/Corte Madera Avenue intersection as well as consideration of the anticipated Highway 101 improvements under development by TAM.

Analysis Tools

The Traffix and SYNCHRO software packages were used to evaluate intersections at isolated locations. These software packages do not account for interaction between closely spaced,

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-24 4.4 TRANSPORTATION AND CIRCULATION

adjacent intersections. Thus, the reported delay and level of service do not include the added delay due to queue spillback from downstream intersections.

Isolated intersection analysis does not capture the effects of queue spillbacks between closely spaced intersections or turn pocket overflow which will occur in the study area. To better capture these effects, operations at intersection along Tamalpais Drive near the interchange (intersections 1 through 8) were analyzed using the SImTraffic software package. SimTraffic allows for the inclusion of a detailed vehicle mix and drive behavior, creating a model reflective of the interaction between the study intersections.

Assumptions

Impacts are assessed based upon comparison between existing conditions (based on data collected from 2004 to 2005) and future (Year 2025) with project conditions. For purposes of this EIR, future with General Plan Update conditions are based on forecasted Year 2025 land uses.

The freeway analysis of US 101 examined LOS of the main through lanes. Although an assessment of merge/diverge movements and ramp operations can be useful in analyzing traffic operations, not all information was available to conduct this analysis. However, the mainline analysis is considered adequate for characterizing the transportation and circulation impacts of the proposed General Plan.

PROJECT IMPACTS AND MITIGATION MEASURES

Intersection Operations

Impact 4.4.1 Implementation of the proposed General Plan Update would result in increased traffic volumes, delay, and a decrease in LOS on area intersections during the PM peak hours. This is considered a significant impact.

Traffic volumes, delay, and LOS on area intersections during the PM peak hours with implementation of the proposed General Plan are presented in Table 4.4-6. These traffic impacts could also impact response times for fire protection and law enforcement personnel and equipment.

TABLE 4.4-6 INTERSECTION LEVELS OF SERVICE FOR PROPOSED GENERAL PLAN

Project (Proposed General Existing Conditions Plan) Intersection 1, 2 Delay Delay LOS LOS (sec) (sec)

1. Tamalpais Drive/Madera Boulevard 36 D >80 F

2. Tamalpais Drive/Corte Madera Town Center Entrance 7 A 17 B

3. Tamalpais Drive/US 101 Southbound Off-Ramp 10 A 74 E

4. Tamalpais Drive/US 101 Northbound Off-Ramp 13 B >80 F

5. Tamalpais Drive/San Clemente Drive 18 B 57 E

6. Redwood Highway/Village at Corte Madera South Driveway 9 A 17 B

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Project (Proposed General Existing Conditions Plan) Intersection 1, 2 Delay Delay LOS LOS (sec) (sec)

7. Redwood Highway/Village at Corte Madera Middle Driveway 5 A 7 A

8. Redwood Highway/Village at Corte Madera Northeast Driveway 6 A 9 A

9. Tamalpais Drive/Eastman Avenue 9 A 9 A

10. Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard >50 F >50 F

11. Redwood Highway/Wornum Drive 14 B 16 B

12. Tamal Vista Boulevard/Wornum Drive 13 B 17 B

13. Tamal Vista Boulevard/Fifer Avenue 36 D 43 D

(25) (D) (29) (F) 14. Lucky Drive/Fifer Avenue 3 2 A 3 A

15. Redwood Hwy/Industrial Way 14 B 18 B

16. Corte Madera Avenue/Redwood Avenue 25 C 31 C

17. Paradise Drive/San Clemente Drive 10 B 10 B

18. Paradise Drive/Harbor Avenue 11 B 12 B

19. Paradise Drive/El Camino Drive/Seawolf Passage 13 B 15 B

Source: Fehr & Peers, September 2007. Notes: 1. Results from intersections 1-8 along the Tamalpais Drive corridor are based on microsimulation analysis. 2. All intersections are signalized except #14 Fifer/Lucky, which is SSSC, and #10 Council Crest & Madera/Tamal Vista, which is AWSC. 3. Signalized and all-way stop-controlled intersection level of service based on weighted average control delay per vehicle, according to the Highway Capacity Manual (Transportation Research Board, 2000). Worst movement LOS is shown in parentheses. 4. Shaded cells identify intersections that would not meet LOS standards under the existing General Plan (LOS C) or the proposed General Plan Update (LOS D). 5. Bolded LOS identify intersections where the LOS standard under the existing General Plan (LOS C) would not be met but would be met under the proposed General Plan Update (LOS D).

Future traffic conditions with the proposed General Plan Update would see the following study intersections experience a decline in LOS that would not meet the LOS standard of the existing General Plan (LOS C) or the proposed General Plan Update:

• Tamalpais Drive/Madera Boulevard • Tamalpais Drive/US 101 Southbound Off-Ramp • Tamalpais Drive/US 101 Northbound Off-Ramp • Tamalpais Drive/San Clemente Drive • Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard

The following intersections would not meet the existing General Plan LOS standard (LOS C), but would meet the proposed General Plan Update LOS standard of D. • Tamal Vista Boulevard/Fifer Avenue

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-26 4.4 TRANSPORTATION AND CIRCULATION

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update to address traffic operations.

CIR-1.1 Provide safe and convenient linkages between all modes of travel within the planning area, and extending between the Town and adjacent jurisdictions in the region.

Implementation Program CIR-1.1.a: Town Circulation In developing circulation projects, consider all modes of travel, including access to transit stations and stops, and bicycle and pedestrian path connections between work, home, school, and commercial services.

Implementation Program CIR-1.1.b: Regional Connections Partner with local jurisdictions and Marin County to extend bicycle and pedestrian path connections so that circulation is uninterrupted between the Town and adjacent jurisdictions.

Implementation Program CIR-1.1.c: New Development Incorporate convenient bicycle and pedestrian access and facilities in new development projects that link to Town and regional bicycle and pedestrian path connections.

CIR-1.2 Ensure that current Levels of Service at intersections are maintained when considering new development within Corte Madera.

Implementation Program CIR-1.2.a: Level of Service Standards The Town shall strive to maintain Level of Service (LOS) D operation during the weekday morning and evening peak periods at intersections of an arterial street with either another arterial or a collector street and intersections of two collector streets. For projected future conditions the LOS is to be calculated using the average traffic demand over the highest 60-minute period. For all types of controls the Level of Service standard is to be applied to the average operation of the intersection, and not that for any single movement or approach. Exceptions to meeting this standard include:

1) Stop-controlled minor street approaches to either collector or arterial streets, where safety shall be the primary consideration; 2) Locations where the Town Engineer deems improvement to be technically, financially, or environmentally infeasible; 3) Conditions where the improvement would result in significant adverse impacts to other travel modes, including walking, bicycling, or transit; or 4) Locations where attainment would ensure the loss of an area’s unique character.

CIR-1.4 Work cooperatively with surrounding jurisdictions to effectively address concerns of through-traffic on Town streets, seeking innovative traffic solutions to issues related to peak-hour commute patterns and practices.

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Implementation Program CIR-1.4.a: Interagency Cooperation Work with the City of Larkspur, TAM, and Caltrans to explore options for developing an improved connection between the east end of Doherty Drive and Highway 101, as part of the Highway 101/Sir Francis Drake Boulevard Interchange Study. The objective of this connection would be to provide the residents of Larkspur with access to Highway 101 along a route that does not include Tamalpais Drive and Old Corte Madera Square.

CIR-1.5 Emphasize traffic safety and reduce travel-related impacts to residential neighborhoods and the local street system.

Implementation Program CIR-1.5.a: Circulation Studies Developers shall fund and the Town will administer traffic impact studies to address on- and off-site traffic and circulation impacts, including assessments of project level of service intersection impacts.

CIR-1.7 Apply appropriate functional classifications and modern design standards in the construction of new roadways, and reconstruction of existing roadways in the Town.

Implementation Program CIR-1.7.b: Street Design As part of the Design Guidelines, develop streetscape design standards consistent with General Plan design goals and planned Mixed-Use land use designations.

Implementation Program CIR-1.7.c: Complete Streets Develop streetscape design standards that support the concept of complete streets whereby all modes of transportation are accommodated.

CIR-1.8 Support investment in local and regional transit and transportation plans that provide alternatives to automobile-intensive transportation programs through CIP actions.

Implementation Program CIR-1.8.a: Regional Transit Partner with regional transportation agencies and transit providers to create programs aimed at reducing vehicle miles traveled (VMT) in the Town and region. These programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior.

Implementation Program CIR-1.8.b: Reduce Vehicle Miles Traveled (VMT) Facilitate employment opportunities that minimize the need for automobile trips, such as live/work, telecommuting, satellite work centers, home occupations and mixed use development strategies.

CIR-1.12 Actively encourage public and private schools to implement trip reduction programs and reduce congestion caused by commuting students and staff.

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supporting increased funding of school buses and crossing guards, construction of safe routes to schools, and staggering school hours.

Implementation Program CIR-1.12.b: TDM for New Schools Work with local school districts in establishing Travel Demand Management (TDM) programs for existing, new or expanded public schools. Private schools shall include TDM proposals with their development applications to the Town.

CIR-2.1 Prioritize options for improving bicycle and pedestrian access across Highway 101.

Implementation Program CIR-2.1.a: Priority Projects Upgrades to the Tamalpais/Paradise Drive – Highway 101 interchange and completion of a Class I bicycle lane along Paradise Drive to the Tiburon city limit (consistent with planned improvements for the Bay Trail) are recognized as top priorities. This priority may also be implemented by construction of a free-standing pedestrian/bicycle bridge to the north or south of the existing interchange.

CIR-2.2 Prioritize the reconstruction of the Tamalpais/Paradise Drive – Highway 101 interchange to improve use by vehicles, bicycles and pedestrians.

Implementation Program CIR-2.2.a: Improvements to Highway 101 Work with Caltrans and TAM on plans for improvement of Highway 101 interchanges in the Corte Madera and Larkspur areas. In particular, support those plans that include improvements to the Tamalpais Drive interchange on Highway 101.

Implementation Program CIR-2.2.b: Tamalpais/Highway 101 Interchange The Town designates upgrades to the Tamalpais/Paradise Drive – Highway 101 interchange as its top priority for major roadway improvements. Accordingly, the Town shall work with Caltrans, TAM, and related agencies to ensure the interchange improvements are recognized through regional transportation construction and funding programs. The improvements to the interchange shall address the following key issues:

• Improvement of existing limited vehicular sight distance on the bridge.

• Separation of on- and off-ramp traffic from surface street flow.

• Structural upgrades to the bridge to meet current state and federal standards.

• Upgrades to the existing pedestrian and bicycle paths and overcrossing, including improved access from intersections adjacent to the overcrossing. (Note: Construction of a free-standing pedestrian/bicycle overcrossing north or south of the interchange remains an option.)

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• Expansion of the right-of-way in the vicinity of the interchange, as necessary, to accommodate necessary improvements.

CIR-3.1 Increase the Town’s network of bicycle and pedestrian paths, especially Class I facilities, as viable alternatives to vehicular transportation, especially for access to neighborhoods, commercial centers, schools, parks and other key activity centers.

Implementation Program CIR-3.1.b: Bike Lane Improvements The Town will prioritize improvements to existing bicycle lanes and construction of new lanes, based on the following criteria:

• Existing needs that are not adequately addressed. • The number of potential users served. • The potential for adverse impacts on surrounding areas. • The need for supporting improvements. • Costs for constructing and maintaining improvements. • Environmental or related impacts associated with construction.

As noted above, the Town’s top priorities for construction of bicycle lane improvements are to the Tamalpais/Paradise Drive – Highway 101 interchange, and completion of a Class I facility (constructed in coordination with the Bay Trail) on Paradise Drive south to the Tiburon city limit. Additional priority improvements may include a Class I north/south bicycle lane extending from Town Park to Lucky Drive (achieved in part through paving and possible widening of existing gravel paths), and, as site conditions and right-of-way allow, along Meadowsweet Drive.

The Town shall include its prioritization of construction improvements in an updated Bicycle Transportation Plan.

Implementation Program CIR-3.1.d: Development of Bicycle Paths Where appropriate, require proposed development projects adjacent to existing or proposed bikeway routes to include bicycle paths or lanes in their street improvement plans and to construct the bicycle paths or lanes as a condition of project approval.

CIR-4.1 Expand the number of public transit locations within Corte Madera.

Implementation Program CIR-4.1.b: Regional Transit Plans Support regional transit, particularly those plans and programs which improve transit services in the Corte Madera area and which may help reduce through- Town traffic, through CIP and other funding efforts and by offering support to such programs, such as Marin County Transit District’s Twin Cities Shuttle.

Implementation Program CIR-4.1.c: Mall Shuttle System Work with the Village and Town Center mall operators to reduce shopping traffic and parking congestion by establishing a shuttle system during peak shopping periods for use by local residents. Consider extending the shuttle service to other areas of the community. Alternatively, a pedestrian/bicycle bridge linking the two centers should be explored in conjunction with planned improvements to the Tamalpais/Paradise Drive – Highway 101 interchange. Such a structure could be an attractive and important visual landmark for the community.

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Mitigation Measures

With the implementation of the proposed General Plan Update Implementation Program CIR-1.2a, only the following intersections would fail to meet the Town’s LOS standard of D:

• Tamalpais Drive/Madera Boulevard (LOS F during PM peak hour) • Tamalpais Drive/US 101 Southbound Off-Ramp (LOS E during PM peak hour) • Tamalpais Drive/US 101 Northbound Off-Ramp (LOS F during PM peak hour) • Tamalpais Drive/San Clemente Drive (LOS E during PM peak hour) • Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard (LOS F during PM peak hour)

As shown in Table 4.4-6, based on the Town’s updated level of service policy (CIR-1.2a), which calculates LOS using overall average intersection delay for side street stop-controlled intersections, rather than the delay for only the worst approach, the LOS for the Lucky Drive/Fifer Avenue intersection would change from LOS F to LOS A. Therefore, impacts to this intersection would be considered less than significant with adoption of the proposed General Plan.

The following mitigation measures address these intersections

MM 4.4.1a As part of Implementation Program CIR-1.3a, the Town shall include the following improvement in the CIP: • Signalization or design of a roundabout that meets Town LOS standards for the Madera Boulevard/Council Crest Drive/Tamal Vista Boulevard intersection.

Mitigation Option 1 for Tamalpais Drive Corridor

MM 4.4.1b Signalize the following Intersections on Tamalpais Drive:

• Tamalpais Drive/Madera Boulevard (LOS F during the PM peak hour) • Tamalpais Drive/US 101 Southbound Off-Ramp (LOS E during the PM peak hour) • Tamalpais Drive/US 101 Northbound Off-Ramp (LOS F during the PM peak hour) • Tamalpais Drive/San Clemente Drive (LOS E during the PM peak hour)

MM 4.4.1c Optimize signal timing along Tamalpais Drive.

MM 4.4.1d The following improvements would be made along the Tamalpais Drive interchange area:

• Widen eastbound Tamalpais Drive to three lanes from the Highway 101 Northbound Off-Ramp through the San Clemente Drive intersection.

• Extend the third through lane at the San Clemente Drive intersection into one of the northbound left-turn lanes at the Redwood Highway/Village at Corte Madera South Driveway intersection.

• Construct a total of three northbound left-turn lanes and one right-turn lane at the intersection of Tamalpais Drive/San Clemente Drive.

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• Install a stop sign on Paradise Drive.

Fehr & Peers tested the effectiveness of three potential geometric mitigation measures along Tamalpais Drive under Cumulative (Year 2025) plus Project Conditions. Figure 4.4-4 below describes the lane configurations for MM 4.4.1.b through MM 4.4.1d.

FIGURE 4.4-4 LANE CONFIGURATIONS WITH MITIGATION OPTION 1

Mitigation Measure Option 1 would result in significant and unavoidable impacts at the following two locations:

• Tamalpais Drive/Madera Boulevard • Tamalpais Drive/US 101 Northbound Ramp

Mitigation Option 2 for Tamalpais Drive Corridor

MM 4.4.1e The following improvements at Tamalpais Drive/Madera Boulevard would improve operating conditions at the intersection to LOS E:

• Re-stripe the northbound direction to one left-turn lane, one through lane, and one right-turn lane. • Re-stripe the southbound direction to double left-turn lanes and a shared through/right-turn lane. • Extend the southbound shared through/right-turn lane to the Mohawk Avenue intersection. • Change the signal timing from split phasing to protected left turns in the northbound and southbound directions.

With the improvements listed above under MM 4.4.1.b through MM 4.4.1d and MM 4.4.1e, Mitigation Measure Option 2 would result in significant and unavoidable impacts at the following locations:

• The Tamalpais Drive/US 101 Northbound Off-Ramp (LOS F). • Tamalpais Drive/Madera Boulevard (LOS E)

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Figure 4.4-5 below describes the lane configurations with Mitigation Option 2.

FIGURE 4.4-5 LANE CONFIGURATIONS WITH MITIGATION OPTION 2

Mitigation Option 3 for Tamalpais Drive Corridor

Option 3 details the necessary roadway improvements that when applied to the 2025 network would mitigate the significant traffic operation impacts at the locations specified to LOS D or better conditions. Figure 4.4-6 below depicts the lane configurations.

MM 4.4.1f Expand Tamalpais Drive to three lanes in each direction from the Corte Madera Town Center Entrance to San Clemente Drive, improve the US 101 Southbound Off-Ramp to provide both double left and right turn lanes, and extend both northbound left-turn pockets at Redwood Highway/Village at Corte Madera South Driveway to Tamalpais Drive/San Clemente Drive.

FIGURE 4.4-6 LANE CONFIGURATIONS WITH MITIGATION OPTION 3

The improvements listed above under MM 4.4.1.b through MM 4.4.1f would result in all impacts being less than significant and level of service to LOS D or better. Widening of these roadways would result in potential environmental impacts associated with visual resources, noise, air quality, and growth inducement, which would be reduced through implementation of General

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Plan Update policy provisions and mitigation measures identified in this EIR for these topic areas. Also secondary impacts may result along Tamalpais Drive if intersections are not reconstructed to effectively and safely accommodate all travel modes. Transit System

Impact 4.4.2 Implementation of the proposed General Plan Update would result in an increased demand for transit service. This is considered a less than significant impact.

According to the 2000 U.S. Census, 8.7% of Corte Madera residents use transit for their journey to work. Based upon the current mode split, it is reasonable to assume that implementation of the proposed General Plan Update would result in additional residential and non-residential trips and a corresponding increase in demand for transit service. In the long term, this could include increased frequency bus service with transit priority and transit-oriented development practices. However, the proposed General Plan Update accommodates a mix of residential densities, commercial uses, and pedestrian and bicycle facilities to promote options for movement beyond the use of motor vehicles and includes proposed enhancements to existing transit service.

No conflicts with current transit provisions or plans (e.g., roadway design that would conflict with transit service with the Town) are expected as a result of implementation of the proposed General Plan Update.

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update that address and support transit service.

CIR-1.1 Provide safe and convenient linkages between all modes of travel within the planning area, and extending between the Town and adjacent jurisdictions in the region.

Implementation Program CIR-1.7.c: Complete Streets Develop streetscape design standards that support the concept of complete streets whereby all modes of transportation are accommodated.

CIR-1.8 Support investment in local and regional transit and transportation plans that provide alternatives to automobile-intensive transportation programs through CIP actions.

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CIR-4.1 Expand the number of public transit locations within Corte Madera.

Implementation Program CIR-4.1.a: Additional Transit Locations Identify appropriate locations for additional transit routes and bus shelters in Corte Madera. Potential shelter sites for consideration include the intersection of Koch Road and Paradise Drive; along Paradise Drive near the Aegis assisted living center; and in the vicinity of school uses on the east side of Town, including the Marin Montessori School, the Marin County Day School and Granada School. Bus shelters should utilize advanced global positioning technologies to identify arrival of next scheduled bus.

Implementation of the above policy provisions would provide for continued and expanded transit service opportunities and would reduce potential transit impacts to a less than significant level. Mitigation Measures

None required.

Bicycle and Pedestrian Facilities

Impact 4.4.3 Implementation of the proposed General Plan Update would result in an increased demand for bicycle and pedestrian facilities. This is considered a less than significant impact.

According to the 2000 U.S. Census, 1.1% of Corte Madera residents used a bicycle to commute to work. Implementation of the proposed General Plan Update would result in additional residential and non-residential trips and a corresponding increase in demand for bicycle facilities, including safe and secure bicycle parking.

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The project would increase pedestrian and bicycle use in the Town in addition to anticipated growth in pedestrian and bicycle usage in the region. However, the proposed General Plan Update includes provisions to accommodate a mix of residential densities, commercial uses, and pedestrian and bicycle facilities to promote options for movement other than the use of motor vehicles and includes proposed new bikeways and trails that would connect with existing trails and provide new facilities to accommodate its contribution to this demand. The environmental effects of bike and trail expansions and improvements are programmatically addressed in the technical sections of this Draft EIR.

General Plan Policies and Implementation Programs

The following policy provisions in the General Plan Update address and enhance pedestrian and bicycle uses.

CIR-1.1 Provide safe and convenient linkages between all modes of travel within the planning area, and extending between the Town and adjacent jurisdictions in the region.

CIR-1.7 Apply appropriate functional classifications and modern design standards in the construction of new roadways, and reconstruction of existing roadways in the Town.

Implementation Program CIR-1.7.c: Complete Streets Develop streetscape design standards that support the concept of complete streets whereby all modes of transportation are accommodated.

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employers to support variable work hours, transit passes, and programs aimed at altering travel behavior.

Implementation Program CIR-1.12.a: Reduction of School Traffic Actively support efforts to improve upon and expand transportation options for students and reduce school-related traffic congestion. Examples include supporting increased funding of school buses and crossing guards, construction of safe routes to schools, and staggering school hours.

Implementation Program CIR-3.1.a: Bicycle Transportation Plan Periodically update the Bicycle Transportation Plan. As part of the update process, expand the scope to the Plan to include pedestrian trails.

Implementation Program CIR-3.1.b: Bike Lane Improvements The Town will prioritize improvements to existing bicycle lanes and construction of new lanes, based on the following criteria:

The Town shall include its prioritization of construction improvements in an updated Bicycle Transportation Plan.

Implementation Program CIR-3.1.e: Bike Paths Revise the Municipal Code to provide flexibility in street standards for subdivisions that encourage construction of bicycle paths where they presently do not exist.

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Implementation Program CIR-3.1.f: Bicycle Circulation Review Require bicycle circulation to be considered in the review of development projects and include in the Design Guidelines.

CIR-3.2 Support the improvement of bicycle lanes and pedestrian paths as part of the Safe Routes to School program.

Implementation Program CIR-3.2.a: Safe Routes to School Work with local School Districts to identify those bicycle and pedestrian routes most critical for Safe Routes to School improvements.

CIR-3.3 Explore opportunities to install bicycle and pedestrian paths that provide connections to surrounding communities and regional open spaces.

Implementation Program CIR-3.3.a: Pathway Connections As part of the Town’s CIP and Specific Plans, identify locations for provision of bicycle or pedestrian pathways through cul-de-sacs or dead-end streets where land may be available to do so.

Implementation Program CIR-3.3.b: Access to Hiking Trails Improve access to hiking trails by placing bicycle racks at selected locations where on-street parking is unavailable, such as at the southern terminus of Koch Road and at cul-de-sacs in the vicinity of Ring Mountain.

Implementation Program CIR-3.3.c: Alto Tunnel Participate in multi-jurisdictional and inter-agency efforts (including local and regional bicycle organizations) to determine the feasibility of reopening and funding the reconstruction of the Alto Tunnel (or equivalent options) as a regional bicycle and pedestrian path connecting Corte Madera and Mill Valley. Coordinate any future reconstruction efforts with the Marin County Open Space District and Mill Valley.

Implementation Program CIR-33.d: Bike Rest Stop Consider installation of a bicycle rest pullout on Corte Madera Avenue at the summit of Chapman Hill. If feasible, construct a pullout funded in cooperation with local and regional bicycle organizations and the Town CIP.

Implementation of the above policy provisions would provide for continued and improved pedestrian and bicycle opportunities and would reduce potential impacts to bicycle and pedestrian facilities to a less than significant level. Mitigation Measures

None required. Roadway Safety and Emergency Access

Impact 4.4.4 Implementation of the proposed General Plan Update would result in an increase in traffic volumes, which would increase the potential opportunities for safety conflicts. This impact is considered less than significant.

While implementation of the proposed General Plan Update would increase the amount of vehicle traffic and the number of potential safety conflicts, implementation of the proposed

General Plan Update Town of Corte Madera Draft Environmental Impact Report April 2008 4.4-38 4.4 TRANSPORTATION AND CIRCULATION

General Plan Update and modern construction design standards would also result in the provision of facilities without unacceptable safety conflicts. In addition, current Town and state requirements require the provision of emergency access for emergency response and evacuation. General Plan Policies and Implementation Programs

The following policy provisions in the proposed General Plan Update address roadway safety and emergency access.

CIR-1.5 Emphasize traffic safety and reduce travel-related impacts to residential neighborhoods and the local street system.

CIR-1.7 Apply appropriate functional classifications and modern design standards in the construction of new roadways, and reconstruction of existing roadways in the Town.

Implementation Program CIR-1.7.a: Roadway Standards Require that new and reconstructed roadways meet the standards pursuant to CalTrans’ Traffic Manual and Highway Design Manual, as applicable.

• Additional vehicle pullouts at key hillside locations.

• Limiting or restricting on-street parking at key hillside locations.

• Potential for construction of new or improved emergency access routes.

Implementation Program PSH-3.1.a: Hillside Paths Continue to utilize Capital Improvement Program funding to maintain hillside paths. Where funding allows, consider Town improvement and maintenance of additional pathways, and include in the Town Trails Plan (see Chapter 6, Parks and Recreation). Regularly provide escape route information to residents in hazardous hillside areas through the Town newsletter and website.

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Implementation Program PSH-3.4.a: CIP Funding for Vehicle Access Use Capital Improvement Program funding to maintain roadways and to improve vehicle emergency access.

Implementation of the above policy provisions, in conjunction with enforcement of modern design standards in the construction of new roadway facilities, would ensure that construction of roadway facilities associated with the proposed General Plan Update would not result in unacceptable safety conflicts. Therefore, impacts are considered less than significant.

Mitigation Measures

None required. Inadequate Parking

Impact 4.4.5 Implementation of the proposed General Plan Update would result in an increase in parking demand. This impact is considered less than significant.

Implementation of the proposed General Plan Update would result in additional residential and non-residential trips and a corresponding increase in demand for motor vehicle parking. The proposed General Plan Update parking policies have the potential to impact the transportation mode choices of residents, employees, and retail customers. The Town’s development review process implements parking requirements that are intended to ensure that adequate numbers of parking spaces are provided. In addition to the VMT reduction measures identified under Implementation Program CIR-1.8b, which includes programs designed to reduce the demand for vehicle trips and, consequently, parking, the following General Plan policies would reduce the impact on parking demand.

Proposed General Plan Policies

The following policy provisions in the proposed General Plan Update address parking.

CIR-6.1 Require parking to meet the needs of existing and planned land uses.

Implementation Program CIR-6.1.a: Off-Street Parking Through the design review process and appropriate update to the Zoning Ordinance, require all new development to provide sufficient off-street parking. However, the Zoning Ordinance parking standards shall recognize reduced on- site parking requirements when developments include mixed uses with offset peak hour parking and provisions for alternative transportation modes.

Implementation Program CIR-6.1.b: Preferential Employee Parking The Zoning Ordinance shall require that all new office, commercial and light industrial development that includes 50 or more on-site employees provide preferential employee parking for carpools and vanpools.

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Implementation of the above policy provisions and Town parking standards would ensure adequate parking for future uses. Impacts to parking are expected to be less than significant.

Mitigation Measures

None required.

4.4.4 CUMULATIVE (YEAR 2025) SETTING, IMPACTS, AND MITIGATION MEASURES

CUMULATIVE SETTING

The cumulative analysis for year 2025 takes into account planned development patterns set forth in the Marin County General Plan, as well as potential future urban development within the City of Mill Valley, City of Larkspur, and Town of Tiburon, including large-scale proposed and approved development projects identified in Table 4.0-1. In addition, the cumulative traffic analysis considers planned improvements for the Highway 101 corridor near the Town being developed by TAM. Given that the traffic modeling conducted for the proposed General Plan Update includes future regional traffic growth (year 2025 conditions), no additional analysis of the study intersections is required.

CUMULATIVE IMPACTS AND MITIGATION MEASURES

Cumulative Traffic Impacts on Freeway Operations

Impact 4.4.6 Implementation of the proposed General Plan Update would result in increased motor vehicle traffic, which would contribute to an unacceptable level of service (LOS) on Highway 101. This impact is considered cumulatively considerable.

Implementation of the proposed General Plan Update would increase the amount of traffic on Highway 101 in the northbound and southbound directions. In the northbound direction, the volume on two freeway segments would deteriorate to LOS F with growth in regional traffic and implementation of the proposed General Plan Update. Implementation of the proposed General Plan would also increase the amount of traffic on northbound Highway 101 by more than one percent of the freeway segment’s design capacity.

General Plan Policies and Implementation Programs

The following policy provisions of the proposed General Plan Update address traffic impacts on Highway 101.

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CIR-1.8 Support investment in local and regional transit and transportation plans that provide alternatives to automobile-intensive transportation programs through CIP actions.

CIR-2.1 Prioritize options for improving bicycle and pedestrian access across Highway 101.

CIR-2.2 Prioritize the reconstruction of the Tamalpais/Paradise Drive – Highway 101 interchange to improve use by vehicles, bicycles and pedestrians.

• Improvement of existing limited vehicular sight distance on the bridge.

• Separation of on- and off-ramp traffic from surface street flow.

• Structural upgrades to the bridge to meet current state and federal standards.

• Upgrades to the existing pedestrian and bicycle paths and overcrossing, including improved access from intersections adjacent to the

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overcrossing. (Note: Construction of a free-standing pedestrian/bicycle overcrossing north or south of the interchange remains an option.)

• Expansion of the right-of-way in the vicinity of the interchange, as necessary, to accommodate necessary improvements.

The 2005 Marin Congestion Management Program (CMP) identifies these freeway segments as “grandfathered” roadway segments. These roadway segments were operating at a lower LOS than the standard at the time of its implementation in 1991 and are allowed to continue to operate at a lower LOS standard level until such time as they are improved or the traffic load is diverted.

Mitigation Measures

Widening of northbound Highway 101 from three to four mixed flow lanes (in addition to one HOV lane) from the Tamalpais Drive to Sir Francis Drake Boulevard interchanges would expand roadway capacity from 7,700 to 9,900 vehicles per hour between Tamalpais Drive and Industrial Way and from 8,800 to 11,000 vehicles per hour north of Industrial Way, thus providing acceptable operations. However, this roadway improvement is neither planned nor funded. Though a number of General Plan policies and programs would help reduce traffic congestion on Highway 101, they would not reduce this impact to a less-than-significant level. Therefore, this impact is considered cumulatively considerable and significant and unavoidable.

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REFERENCES

American Association of State Highway Transportation Officials. 2000. A Policy on the Geometric Design of Highways and Streets.

Caltrans. Traffic Volumes on California State Highways, 1990-2000. State of California Business, Transportation and Housing Agency. Department of Transportation. Sacramento, CA.

Federal Highway Administration. 1988. Manual on Uniform Traffic Control Devices. Washington, D.C.

Fehr & Peers Transportation Consultants 2008. Corte Madera General Plan EIR, Transportation Analysis Report. January 10, 2008.

Institute of Transportation Engineers. Updated November 2003. Trip Generation Manual, Seventh Edition. Washington, D.C.

Transportation Research Board, National Research Council. 2000. Highway Capacity Manual 2000. Washington, D.C.

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4.5 AIR QUALITY

This section examines the climatic influences that affect air quality of the Corte Madera Planning Area and describes available data on measured contaminant levels near the study area. In addition, it outlines the regulatory and planning agencies and programs relevant to the Planning Area.

4.5.1 EXISTING SETTING

AIR BASIN CHARACTERISTICS

The topography of the Town of Corte Madera varies from just above sea level on the east bordering San Francisco Bay to nearly 1,000 feet at the top of Corte Madera Ridge to the west. The geological terrain of the town ranges from upland hills and ridges with steep slopes to lowland valley lands and Bay lands. Surface elevation within the Coast Ranges varies from 500 to 3,500 feet (152 to 1,064 m).

San Francisco Bay Area Air Basin

The California Air Resources Board (CARB) divides the state into air basins that share similar meteorological and topographical features. The planning area is located within Marin County which is part of the nine-county San Francisco Bay Air Basin. Marin County is bounded on the west by the Pacific Ocean, on the east by San Pablo Bay, on the south by the Golden Gate, and on the north by the Petaluma Gap. Corte Madera is partially sheltered from prevailing northwesterly winds from off the Pacific Ocean by elevated terrain. The prevailing wind direction is southwesterly, which is the wind direction when marine breezes flow through the Carquinez Strait. Marine breezes dominate during the spring and summer months and show strong daily variations. Highest average wind speeds occur in the afternoon and evening hours; lightest winds occur in the night and morning hours. During fall and winter, when the sea breeze diminishes, northerly winds occur more frequently, but southwesterly winds still predominate. The eastern side of Marin County has warmer weather than the western side because of its distance from the ocean and because the hills that separate eastern Marin from western Marin occasionally block the flow of marine air. Temperatures in Corte Madera are moderated by the cooling effect of the San Francisco Bay in summer and the warming effect of the Bay in winter. Corte Madera experiences average maximum summer temperatures in the low 80s and average minimum winter temperatures in the low 40s.

Marin County does not have many polluting industries and is located on the up-wind edge of the air basin, so that current air quality is good despite a high climatological pollution potential.

AMBIENT AIR QUALITY STANDARDS

Both the U.S. Environmental Protection Agency and the California Air Resources Board have established ambient air quality standards for common pollutants. These ambient air quality standards are levels of contaminants that represent safe levels that avoid specific adverse health effects associated with each pollutant. The ambient air quality standards cover what are called “criteria” pollutants because the health and other effects of each pollutant are described in criteria documents. The federal and California state ambient air quality standards for important pollutants are summarized in Table 4.5-1. The federal and state ambient standards were developed independently with differing purposes and methods, although both processes attempted to avoid health-related effects. As a result, the federal and state standards differ in some cases. In general, the California state standards are more stringent. This is particularly true for ozone and PM10.

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-1 4.5 AIR QUALITY

TABLE 4.5-1 FEDERAL AND STATE AMBIENT AIR QUALITY STANDARDS

Federal Primary Pollutant Averaging Time State Standard Standard 1-Hour 0.075 PPM 0.09 PPM Ozone 8-Hour 0.07 PPM 8-Hour 9.0 PPM 9.0 PPM Carbon Monoxide 1-Hour 35 PPM 20.0 PPM Annual Average 0.053 PPM 0.03 PPM Nitrogen Dioxide 1-Hour -- 0.18 PPM Annual Average 0.03 PPM -- Sulfur Dioxide 24-Hour 0.14 PPM 0.04 PPM 1-Hour 0.25 PPM Annual Average -- 20 μg/m3 PM10 24-Hour 150 μg/m3 50 μg/m3 Annual 15 μg/m3 12 μg/m3 PM2.5 24-Hour 35 μg/m3 -- Source: California Air Resources Board (06/22/07) Notes: ppm = parts per million, ug/m3 = micrograms per cubic meter PM10 = particulate matter 10 microns or less, PM2.5 = particulate matter 2.5 microns or less

The U.S. Environmental Protection Agency in March 2008 adopted new national air quality standards for ground-level ozone, reducing the 8-hour standard from 0.08 PPM to 0.075 ppm. National standards for fine particulate matter (diameter 2.5 microns or less) have also been recently amended for 24-hour and annual averaging periods. The current PM10 standards were retained, but the method and form for determining compliance with the standards were revised. Implementation of the new ozone and particulate matter standards was delayed by a lawsuit. On February 27, 2001, the U. S. Supreme Court unanimously ruled in favor of the Environmental Protection Agency, clearing the way for implementation of the new standards.

AMBIENT AIR QUALITY

The Bay Area Air Quality Management District (BAAQMD) and California Air Resources Board (CARB) maintain several air quality monitoring sites in the Bay area, including sites in the Cities of San Rafael and Vallejo. The San Rafael monitoring site (534 4th Street) measures the following pollutants: ozone, carbon monoxide, nitrogen dioxide, and particulate matter (PM10). The nearest monitoring site for sulfur dioxide and particulate matter (PM2.5) is at 304 Tuolumne Street in the City of Vallejo. Table 4.5-2 shows historical occurrences of pollutant levels exceeding the state/federal ambient air quality standards for the three-year period 2004-2006. The number of days that each standard was exceeded is shown. All federal and state ambient air quality standards are met in the Corte Madera area, with the exception of particulate matter (PM10) in 2005 and 2006 and ozone in 2004 and 2006.

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TABLE 4.5-2 AMBIENT AIR QUALITY MONITORING DATA FOR SAN RAFAEL (534 4TH STREET) AND VALLEJO (304 TUOLUMNE STREET)

Pollutant Standards 2004 2005 2006

Ozone (San Rafael) Maximum 1-hour concentration (ppm) 0.09 0.08 .09 Maximum 8-hour concentration (ppm) 0.06 0.06 .06 Number of days standard exceededa NAAQS 1-hour (>0.12 ppm) 0 0 0 CAAQS 1-hour (>0.09 ppm) 0 0 0 NAAQS 8-hour (>0.08 ppm) 0 0 0 Carbon Monoxide (CO) (San Rafael) Maximum 8-hour concentration (ppm) 2.0 1.7 1.5 Maximum 1-hour concentration (ppm) 3.2 3.0 2.6 Number of days standard exceededa NAAQS 8-hour (>9.0 ppm) 0 0 0 CAAQS 8-hour (>9.0 ppm) 0 0 0 NAAQS 1-hour (>35 ppm) 0 0 0 CAAQS 1-hour (>20 ppm) 0 0 0

Nitrogen Dioxide (NO2) (San Rafael) Maximum 1-Hour concentration (ppm) 0.06 0.05 0.05 Annual Concentration (ppm) 0.015 0.013 0.014 Number of days standard exceededa CAAQS 1-hour (>0.25 ppm) 0 0 0

Sulfur Dioxide (SO2) (Vallejo) Maximum 24-Hour concentration (ppm) 0.005 0.005 0.004 Annual Concentration (ppm) 0.0013 0.0012 0.001 Number of days standard exceededa CAAQS 24-hour (>0.04 ppm) 0 0 0 NAAQS 24-hour (>0.14 ppm) 0 0 0

b Particulate Matter (PM10) (San Rafael) Maximum 24-hour concentration (µg/m3) 52 39 68 Annual average concentration (µg/m3)e 17.9 16.5 18.1 Number of days standard exceededa NAAQS 24-hour (>150 µg/m3)f 0 0 0 CAAQS 24-hour (>50 µg/m3)f 1 0 1

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Pollutant Standards 2004 2005 2006

b Particulate Matter (PM2.5) (Vallejo) Maximum 24-hour concentration (µg/m3) 40 43.8 42.2 Annual average concentration (µg/m3)e 11.1 9.7 9.8 Number of days standard exceededa NAAQS 24-hour (>65 µg/m3)f 0 0 0 Notes: CAAQS = California ambient air quality standards. NAAQS = national ambient air quality standards. Highlighted cells indicate an exceedance. a An exceedance is not necessarily a violation. It should be noted that the federal ozone 1-hour standard has been revoked by EPA. b Measurements usually are collected every 6 days. c National statistics are based on standard conditions data. In addition, national statistics are based on samplers using federal reference or equivalent methods. d State statistics are based on local conditions data, except in the South Coast Air Basin, for which statistics are based on standard conditions data. In addition, state statistics are based on California-approved samplers. e State criteria for ensuring that data are sufficiently complete for calculating valid annual averages are more stringent than the national criteria. f Mathematical estimate of how many days concentrations would have been measured as higher than the level of the standard had each day been monitored. Sources: Bay Area Air Quality Management District Air Pollution Summaries 2004, 2005, and 2006. http://www.baaqmd.gov/pio/aq_summaries/index.htm

AIR POLLUTANTS OF CONCERN AND HEALTH EFFECTS

The most problematic pollutants in the Corte Madera area include ozone and particulate matter. The health effects and major sources of these pollutants are described below. Toxic air pollutants are a separate class of pollutants and are discussed later in this section. Ozone

Ground level ozone, commonly referred to as smog, is greatest on warm, windless, sunny days. Ozone is not emitted directly into the air, but formed through a complex series of chemical reactions between reactive organic gases (ROG) and nitrogen oxides (NOx). These reactions occur over time in the presence of sunlight. Ground level ozone formation can occur in a matter of hours under ideal conditions. The time required for ozone formation allows the reacting compounds to spread over a large area, producing a regional pollution concern. Once formed, ozone can remain in the atmosphere for one or two days.

Ozone is also a public health concern because it is a respiratory irritant that increases susceptibility to respiratory infections and diseases, and because it can harm lung tissue at high concentrations. In addition, ozone can cause substantial damage to leaf tissues of crops and natural vegetation and can damage many natural and manmade materials by acting as a chemical oxidizing agent.

The principal sources of the ozone precursors (ROG and NOx) are the combustion of fuels and the evaporation of solvents, paints, and fuels. Particulate Matter (PM)

Particulate matter can be divided into several size fractions. Coarse particles are between 2.5 and 10 microns in diameter and arise primarily from natural processes, such as wind-blown dust or soil. Fine particles are less than 2.5 microns in diameter and are produced mostly from

Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-4 4.5 AIR QUALITY combustion or burning activities. Fuel burned in cars and trucks, power plants, factories, fireplaces, and wood stoves produces fine particles.

The level of fine particulate matter in the air is a public health concern because it can bypass the body’s natural filtration system more easily than larger particles and can lodge deep in the lungs. The health effects vary depending on a variety of factors, including the type and size of particles. Research has demonstrated a correlation between high PM concentrations and increased mortality rates. Elevated PM concentrations can also aggravate chronic respiratory illnesses such as bronchitis and asthma. Carbon Monoxide (CO)

Carbon monoxide (CO) is an odorless, colorless gas that is formed by the incomplete combustion of fuels. Motor vehicle emissions are the dominant source of CO in the San Francisco Bay region. At high concentrations, CO reduces the oxygen-carrying capacity of the blood and can cause dizziness, headaches, unconsciousness, and even death. CO can also aggravate cardiovascular disease. Relatively low concentrations of CO can significantly affect the amount of oxygen in the bloodstream because CO binds to hemoglobin 220–245 times more strongly than oxygen.

CO emissions and ambient concentrations have decreased significantly in recent years. These improvements are due largely to the introduction of cleaner burning motor vehicles and motor vehicle fuels. CO is still a pollutant that must be closely monitored, however, due to its severe effect on human health.

Elevated CO concentrations are usually localized and are often the result of a combination of high traffic volumes and traffic congestion. Elevated CO levels develop primarily during winter periods of light winds or calm conditions combined with the formation of ground-level temperature inversions. Wintertime CO concentrations are higher because of reduced dispersion of vehicle emissions and because CO emission rates from motor vehicles increase as temperature decreases. Toxic Air Contaminants

In addition to the criteria pollutants discussed above, toxic air contaminants (TACs) are another group of pollutants of concern. Unlike criteria pollutants, no safe levels of exposure to TACs have been established. There are many different types of TACs, with varying degrees of toxicity. Sources of TACs include industrial processes such as petroleum refining and chrome plating operations, commercial operations such as gasoline stations and dry cleaners, and motor vehicle exhaust. Public exposure to TACs can result from emissions from normal operations, as well as accidental releases of hazardous materials during upset conditions. The health effects of TACs include cancer, birth defects, neurological damage, and death.

Diesel exhaust is a TAC of growing concern in California. The California Air Resources Board in 1998 identified diesel engine particulate matter as a TAC. The exhaust from diesel engines contains hundreds of different gaseous and particulate components, many of which are toxic. Many of these compounds adhere to the particles, and because diesel particles are so small, they penetrate deep into the lungs. Diesel engine particulate has been identified as a human carcinogen. Mobile sources, such as trucks, buses, automobiles, trains, ships, and farm equipment, are by far the largest source of diesel emissions. Studies show that diesel particulate matter concentrations are much higher near heavily traveled highways and intersections.

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Sensitive Receptors and Pollution Sources

Sensitive receptors are facilities where sensitive receptor population groups (children, the elderly, the acutely ill, and the chronically ill) are likely to be located. These land uses include schools, retirement homes, convalescent homes, hospitals, and medical clinics. The major sensitive receptors in Corte Madera are schools and residences.

The Bay Area Air Quality Management District (BAAQMD) maintains inventories of stationary sources of both criteria pollutants and TACs. The BAAQMD inventory lists no major emitting facilities for criteria pollutants in Corte Madera. The current inventory identifies numerous dry cleaners as sources of TACs spread over the commercial areas of Corte Madera. None of the sources of TACs in Corte Madera are considered as facilities with health risks requiring public notification under the Air Toxics Hot Spots Program.

EMERGING AIR QUALITY ISSUES

The following is a discussion of emerging air quality issues. Diesel Exhaust/Land Use Issues

In 1998, after a 10-year scientific assessment process, the Air Resources Board identified particulate matter from diesel-fueled engines as a toxic air contaminant (TAC). Unlike criteria pollutants like carbon monoxide, TACs do not have ambient air quality standards. Since no safe levels of TACs can be determined, there are no air quality standards for TACs. Instead, TAC impacts are evaluated by calculating the health risks associated with a given exposure. Two types of risk are usually assessed: chronic non-cancer risk and acute non-cancer risk. Diesel particulate has been identified as a carcinogenic material, but is not considered to have acute non-cancer risks. The state has begun a program of identifying and reducing risks associated with particulate matter emissions from diesel-fueled vehicles. The plan consists of new regulatory standards for all new on road, off-road and stationary diesel-fueled engines and vehicles, new retrofit requirements for existing on-road, off-road and stationary diesel-fueled engines and vehicles, and new diesel fuel regulations to reduce the sulfur content of diesel fuel as required by advanced diesel emission control systems. Land uses where individuals could be exposed to high levels of diesel exhaust include:

• Warehouses • Schools with high volume of bus traffic • High volume highways • High volume arterials and local roadways with high level of diesel traffic.

The design, layout, and orientation of high-density housing needs to minimize exposure of residents to diesel exhaust. Wood Smoke

Wood smoke has long been identified as a significant source of pollutants in urban and suburban areas. Wood smoke contributes to particulate matter and carbon monoxide concentrations, reduces visibility and contains numerous toxic air contaminants. Present controls on this source include the adoption of emission standards for wood stoves and fireplace inserts. Interest in wood smoke is likely to increase with the recent adoption of a PM2.5 (particulate matter less than 2.5 microns in diameter) national standard.

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Greenhouse Gases and Links to Global Climate Change

Various gases in the earth’s atmosphere, classified as atmospheric greenhouse gases (GHGs), play a critical role in determining the earth’s surface temperature. Solar radiation enters the earth’s atmosphere from space, and a portion of the radiation is absorbed by the earth’s surface. The earth emits this radiation back toward space, but the properties of the radiation change from high-frequency solar radiation to lower-frequency infrared radiation. Greenhouse gases, which are transparent to solar radiation, are effective in absorbing infrared radiation. As a result, this radiation that otherwise would have escaped back into space is now retained, resulting in a warming of the atmosphere. This phenomenon is known as the greenhouse effect.

Among the prominent GHGs contributing to the greenhouse effect are carbon dioxide (CO2), methane (CH4), ozone (O3), water vapor, nitrous oxide (N2O), and chlorofluorocarbons (CFCs). Human-caused emissions of these GHGs in excess of natural ambient concentrations are responsible for enhancing the greenhouse effect (Ahrens 2003). Emissions of GHGs contributing to global climate change are attributable in large part to human activities associated with the industrial/manufacturing, utility, transportation, residential, and agricultural sectors (Placer County, 2007). In California, the transportation sector is the largest emitter of GHGs, followed by electricity generation (Placer County, 2007). A byproduct of fossil fuel combustion is CO2. Methane, a highly potent GHG, results from offgassing associated with agricultural practices and landfills. Processes that absorb and accumulate CO2, often called CO2 “sinks,” include uptake by vegetation and dissolution into the ocean.

Global climate change is a global problem. GHGs are global pollutants, unlike criteria air pollutants and toxic air contaminants, which are pollutants of regional and local concern, respectively. California is the 12th to 16th largest emitter of CO2 in the world and produced 492 million gross metric tons of carbon dioxide equivalents in 2004 (Placer County, 2007). Carbon dioxide equivalents is a measurement used to account for the fact that different GHGs have different potential to retain infrared radiation in the atmosphere and contribute to the greenhouse effect. This potential, known as the global warming potential of a GHG, is also dependent on the lifetime, or persistence, of the gas molecule in the atmosphere. For example, CH4 is a much more potent GHG than CO2. The General Reporting Protocol of the California Climate Action Registry (2006) states that one ton of CH4 has the same contribution to the greenhouse effect as approximately 21 tons of CO2. Expressing GHG emissions in carbon dioxide equivalents takes the contribution of all GHG emissions to the greenhouse effect and converts them to a single unit equivalent to the effect that would occur if only CO2 were being emitted. Consumption of fossil fuels in the transportation sector was the single largest source of California’s GHG emissions in 2004, accounting for 40.7% of total GHG emissions in the state (Placer County, 2007). This category was followed by the electric power sector (including both in-state and out-of-state sources) (22.2%) and the industrial sector (20.5%) (Placer County, 2007).

Feedback Mechanisms and Uncertainty

Many complex mechanisms interact within the earth’s energy budget to establish the global average temperature. For example, a change in ocean temperature would be expected to lead to changes in the circulation of ocean currents, which, in turn would further alter ocean temperatures. There is uncertainty about how some factors could affect global climate change because they have the potential to both enhance and neutralize future climate warming. Examples of these conditions are also described below (Placer County, 2007).

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Direct and Indirect Effects of Aerosols

Aerosols, including particulate matter, reflect sunlight back to space. As particulate matter attainment designations are met, and fewer emissions of particulate matter occur, the cooling effect of anthropogenic aerosols would be reduced, and the greenhouse effect would be further enhanced. Similarly, aerosols act as cloud condensation nuclei, aiding in cloud formation and increasing cloud lifetime. Clouds can efficiently reflect solar radiation back to space (see discussion of the cloud effect below). As particulate matter emissions are reduced, the indirect positive effect of aerosols on clouds would be reduced, potentially further amplifying the greenhouse effect (Placer County, 2007).

The Cloud Effect

As global temperature rises, the ability of the air to hold moisture increases, facilitating cloud formation. If an increase in cloud cover occurs at low or middle altitudes, resulting in clouds with greater liquid water content such as stratus or cumulus clouds, more radiation would be reflected back to space, resulting in a negative feedback mechanism, wherein the side effect of more cloud cover resulting from global warming acts to balance further warming. If clouds form at higher altitudes in the form of cirrus clouds, however, these clouds actually allow more solar radiation to pass through than they reflect, and ultimately they act as a GHG themselves. This results in a positive feedback mechanism in which the side effect of global warming acts to enhance the warming process. This feedback mechanism, known as the “cloud effect” contributes to uncertainties associated with projecting future global climate conditions (Placer County, 2007).

Other Feedback Mechanisms

As global temperature continues to rise, CH4 gas currently trapped in permafrost would be released into the atmosphere when areas of permafrost thaw. Thawing of permafrost attributable to global warming would be expected to accelerate and enhance global warming trends. Additionally, as the surface area of polar and sea ice continues to diminish, the earth’s albedo, or reflectivity, is also anticipated to decrease. More incoming solar radiation will likely be absorbed by the earth rather than being reflected back to space, further enhancing the greenhouse effect. The scientific community is still studying these and other positive and negative feedback mechanisms to better understand their potential effects on global climate change (Placer County, 2007).

Existing Greenhouse Gas Emissions

The major sources of GHG emissions in the Bay Area, Marin County, and in Corte Madera are transportation (50.5%), industry/commercial (25.7%), domestic uses (10.9%), power plants (7.2%), and oil refining (5.6%). Vehicle emissions primarily consist of CO2 from the tailpipe during vehicle operation and constitute the largest contributor to greenhouse gas emissions in the Bay Area. Table 4.5-3 demonstrates the greenhouse gas emissions for the Bay Area, Marin County, and the Town of Corte Madera for carbon dioxide (CO2) and methane (CH4) (expressed in CO2 metro ton equivalent (metric tons/year)).

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TABLE 4.5-3 CURRENT EMISSIONS SUMMARY FOR THE BAY AREA, MARIN COUNTY, AND CORTE MADERA

Marin County Bay Area Greenhouse Town of Corte Madera Greenhouse Gas Gas Emissions Greenhouse Gas Emissions Emissions Year (Metric Tons/Year) (Metric Tons/Year) (Metric Tons/Year)

CO2 CO2 CO2 2000 85,500,000 2,903,607 — 2005 — 2,846,886 — 2006 92,600,000 — 6,881 Source: BAAQMD, Inventory of Bay Area Greenhouse Gas Emissions, 2007; Marin County, Inventory of Green House Gas Emissions,2007; Ambient Consulting, 2007

Consideration of Climate Change and its Environmental Effects

Global climate change is anticipated to influence many interconnected phenomena, which may in turn affect the rate of climate change itself. Faced with this overwhelmingly complicated system, climate change modeling efforts need to make assumptions to simplify the phenomenon, such as assuming a rate of temperature change. Thus, these assumptions make the models applicable to particular aspects of the changing environment, and the models represent possible scenarios that come with a set of presuppositions. For these reasons, a range of models must be examined when trying to assess the potential effects of climate change and the resulting analysis is most appropriately qualitative. However, the following potential environmental effects from climate change have been identified:

• Sea level rise • Decrease in snow pack/decrease in water supply • Fire hazards/wildfires • Impacts to agriculture from temperature increases • Increased growth in weeds and pests • Reduced forest productivity • Public health/air pollution-related death and disease/asthma • Increased electricity demand due to temperature rise The following is a further discussion of environmental effects on the Town associated with sea level rise, flooding, and water resources and supply.

Sea Level Rise and Increased Flooding

Global climate change could cause thermal expansion of ocean waters and melting of ice from land surfaces, which in turn could cause sea levels to rise (Kiparsky and Gleick, 2003). The California Environmental Protection Agency’s “Scenarios of Climate Change in California: An Overview” (Climate Scenarios Report 2006) identifies that by the 2070-2099 period, sea levels could rise from 13 to 89 cm (5.1 to 35.2 inches) (depending on the emissions scenario modeled). The California coast has already experienced rises of sea level of approximately 15 to 20 cm (6 to 8 inches) over the past century (CalEPA, 2006). Sea level rise and increased flooding is one of the primary concerns from global warming for the Town of Corte Madera due to its proximity to the San Francisco Bay and the low lying areas that exist within the Town and because of the Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-9 4.5 AIR QUALITY subsidence issues that land areas in the Town are experiencing. Sea level rise and its effects on the Town are discussed in Section 4.8, Hydrology and Water Quality.

Water Resources

The Climate Scenarios Report indicates that results of CALSIM modeling identify storage and delivery issues for the Central Valley Water Project (CVP) and the State Water Project (SWP) as a result of climate change, which serves a large majority of Northern California and the Central Valley. However, the residents of southern and central Marin are served by a unique water supply system. At present, the district obtains its principal supply of water from rainfall collected in five local reservoirs on the Mount Tamalpais Watershed, located in central Marin. Additional water comes from two west Marin reservoirs, augmented by water imported from the Russian River in Sonoma County and a small recycling facility. Therefore, the Town of Corte Madera is not projected to experience similar storage and delivery issues as the Central Valley Water Project (CVP) and the State Water Project (SWP). However, changes in precipitation patterns from climate change could impact these facilities.

No detailed technical analyses have been done specifically on Marin County’s water resources associated with the effects of climate change (e.g., Mount Tamalpais Watershed). While it is anticipated that climate change would have some impact on surface water resources and flows in the county, it is speculative to identify what those specific impacts would be and whether they would substantially reduce current water supplies. Additionally, minimal research has been conducted on the effects of climate change on specific groundwater basins, groundwater quality, or groundwater recharge characteristics. Changes in rainfall and changes in the timing of the groundwater recharge season would result in changes in recharge. Warmer temperatures could lead to higher evaporation as well as prolonged drought periods that would reduce the amount of water entering the ground, which could further limit deficient water supply conditions. However, warmer and wetter winters could increase the amount of runoff available for groundwater recharge. Additional winter runoff, however, could be occurring at a time when groundwater basins are being recharged at their maximum capacity. However, the extent to which climate will change and the impact of that change on groundwater in the region are both unknown at this time.

4.5.2 REGULATORY FRAMEWORK

Air quality in the Basin is addressed through the efforts of various federal, state, regional, and local government agencies. These agencies work jointly, as well as individually, to improve air quality through legislation, regulations, planning, policy making, education, and a variety of programs. The agencies primarily responsible for improving the air quality in Marin County are discussed below along with their individual responsibilities.

FEDERAL

The U.S. Environmental Protection Agency (U.S. EPA) is responsible for enforcing the 1990 amendments to the Federal Clean Air Act (CAA) and the national ambient air quality standards (federal standards) that it establishes. These standards identify levels of air quality for six “criteria” pollutants, which are considered the maximum levels of ambient (background) air pollutants considered safe, with an adequate margin of safety, to protect public health and welfare. The six criteria pollutants include ozone, CO, nitrogen dioxide (NO2 - a form of NOX), sulfur dioxide (SO2 - a form of SOX), particulate matter 10 microns in size and smaller (PM10), and lead. The U.S. EPA also has regulatory and enforcement jurisdiction over emission sources beyond state waters (outer

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STATE

Corte Madera is within Marin County, which is part of the nine-county San Francisco Air Basin. The air quality in California is governed by regulations under the California Clean Air Act, Healthy and Safety Code sections 39000-44385, administered by the California Air Resources Board (CARB) on the state level and the Air Quality Management Districts at the regional and local levels. The Bay Area Air Quality Management District (BAAQMD) regulates air quality at the regional level, which includes the nine-county Bay area, San Francisco Bay Area Air Basin (SFBAAB).

The California Air Resources Board (ARB), a department of the California Environmental Protection Agency (Cal EPA), oversees air quality planning and control throughout California. It is primarily responsible for ensuring implementation of the 1989 amendments to the California Clean Air Act (CCAA), responding to the federal CAA requirements, and for regulating emissions from motor vehicles and consumer products within the state. ARB has established emission standards for vehicles sold in California and for various types of equipment available commercially. It also sets fuel specifications to further reduce vehicular emissions.

The amendments to the CCAA establish ambient air quality standards for the state (state standards) and a legal mandate to achieve these standards by the earliest practical date. These standards apply to the same six criteria pollutants as the federal CAA, and also include sulfate, visibility, hydrogen sulfide, and vinyl chloride. They are more stringent than the federal standards and, in the case of PM10 and SO2, far more stringent.

In general, the California Clean Air Act required the reduction of air pollutants by five percent or more per year or the implementation of “all feasible measures” to meet the state air quality standards as expeditiously as possible. The Bay Area was initially determined to be a state non- attainment area for carbon monoxide, ozone, and PM10. The Bay Area was reclassified as attainment for carbon monoxide, but remains an ozone non-attainment area.

Tanner Air Toxics Act

California regulates TACs primarily through the Tanner Air Toxics Act (AB 1807) and the Air Toxics Hot Spots Information and Assessment Act of 1987 (AB 2588). The Tanner Act sets forth a formal procedure for ARB to designate substances as toxic air contaminants (TACs). This includes research, public participation, and scientific peer review before ARB can designate a substance as a TAC. To date, ARB has identified more than 21 TACs and has adopted EPA’s list of HAPs as TACs. Most recently, diesel PM was added to the ARB list of TACs.

Once a TAC is identified, ARB then adopts an Airborne Toxics Control Measure (ATCM) for sources that emit that particular TAC. If there is a safe threshold for a substance at which there is no toxic effect, the control measure must reduce exposure below that threshold. If there is no safe threshold, the measure must incorporate Best Available Air Technology (BACT) to minimize emissions.

The AB 2588 requires that existing facilities that emit toxic substances above a specified level prepare a toxic-emission inventory, prepare a risk assessment if emissions are significant, notify the public of significant risk levels, and prepare and implement risk reduction measures. ARB has adopted diesel exhaust control measures and more stringent emission standards for various on- road mobile sources of emissions, including transit buses and off-road diesel equipment (e.g., tractors, generators). In February 2000, ARB adopted a new public-transit bus-fleet rule and Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-11 4.5 AIR QUALITY emission standards for new urban buses. These rules and standards provide for (1) more stringent emission standards for some new urban bus engines, beginning with 2002 model year engines; (2) zero-emission bus demonstration and purchase requirements applicable to transit agencies; and (3) reporting requirements under which transit agencies must demonstrate compliance with the urban transit bus fleet rule. Upcoming milestones include the low-sulfur diesel-fuel requirement, and tighter emission standards for heavy-duty diesel trucks (2007) and off-road diesel equipment (2011) nationwide.

Senate Bill 656

In 2003 the California Legislature enacted Senate Bill 656 to reduce public exposure to PM10 and PM2.5. SB 656 legislation required BAAQMD to review a list of PM control measures compiled by CARB and identify measures that are most appropriate to the region. BAAQMD reviewed this list and adopted a PM implementation schedule on November 16, 2005. The BAAQMD staff report along with comments on the report focused mainly on wood smoke issues. Of the 103 measures compiled by CARB, BAAQMD proposed implementing four of the measures. Many of the measures were either similar to measures already adopted by BAAQMD or the benefit of the measure would not be significant. Ten measures that target wood burning were identified for further study. These include rulemaking that could prohibit installation of open fireplaces or wood burning stoves that do not meet current EPA standards. One measure could prohibit wood burning on certain nights. BAAQMD identified additional PM reduction efforts that are being implemented immediately. These include characterizing and controlling wood smoke. BAAQMD plans to enhance monitoring at the neighborhood level and focus more on controlling wood smoke. One measure would include lowering the forecasted air quality index threshold used to make Spare the Air Tonight alerts and step up enforcement when complaints regarding wood smoke are received. SB 656 requires CARB to prepare a report by 2009 that describes actions taken to fulfill the requirements of the legislation as well as recommendations for further actions to assist in achieving the state PM standards. Assembly Bill 1493

In 2002, then-Governor Gray Davis signed Assembly Bill (AB) 1493. AB 1493 requires that the California Air Resources Board (ARB) develop and adopt, by January 1, 2005, regulations that achieve “the maximum feasible reduction of greenhouse gases emitted by passenger vehicles and light-duty truck and other vehicles determined by the ARB to be vehicles whose primary use is noncommercial personal transportation in the state.”

Executive Order S-3-05

Executive Order S-3-05, which was signed by Governor Schwarzenegger in 2005, proclaims that California is vulnerable to the impacts of climate change. It declares that increased temperatures could reduce the Sierra’s snowpack, further exacerbate California’s air quality problems, and potentially cause a rise in sea levels. To combat those concerns, the Executive Order established total greenhouse gas emission targets. Specifically, emissions are to be reduced to the 2000 level by 2010, the 1990 level by 2020, and to 80% below the 1990 level by 2050.

The Executive Order directed the Secretary of the California Environmental Protection Agency (CalEPA) to coordinate a multi-agency effort to reduce greenhouse gas emissions to the target levels. The Secretary will also submit biannual reports to the governor and state legislature describing (1) progress made toward reaching the emission targets; (2) impacts of global warming on California’s resources; and (3) mitigation and adaptation plans to combat these

Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-12 4.5 AIR QUALITY impacts. To comply with the Executive Order, the Secretary of the CalEPA created a Climate Act Team (CAT) made up of members from various state agencies and commission. CAT released its first report in March 2006. The report proposed to achieve the targets by building on voluntary actions of California businesses, local government and community actions, as well as through state incentive and regulatory programs.

Senate Bill 1368

SB 1368 is the companion bill of AB 32 and was signed by Governor Schwarzenegger in September 2006. SB 1368 requires the California Public Utilities Commission (PUC) to establish a greenhouse gas emission performance standard for baseload generation from investor owned utilities by February 1, 2007. The California Energy Commission (CEC) must establish a similar standard for local publicly owned utilities by June 30, 2007. These standards cannot exceed the greenhouse gas emission rate from a baseload combined-cycle natural gas fired plant. The legislation further requires that all electricity provided to California, including imported electricity, must be generated from plants that meet the standards set by the PUC and CEC.

Assembly Bill 32, the California Climate Solutions Act of 2006

In September 2006, Governor Arnold Schwarzenegger signed AB 32, the California Climate Solutions Act of 2006. AB 32 requires that statewide GHG emissions be reduced to 1990 levels by the year 2020. This reduction will be accomplished through an enforceable statewide cap on GHG emissions that will be phased in starting in 2012. To effectively implement the cap, AB 32 directs ARB to develop and implement regulations to reduce statewide GHG emissions from stationary sources. AB 32 specifies that regulations adopted in response to AB 1493 should be used to address GHG emissions from vehicles. However, AB 32 also includes language stating that if the AB 1493 regulations cannot be implemented, then ARB should develop new regulations to control vehicle GHG emissions under the authorization of AB 32.

AB 32 requires that ARB adopt a quantified cap on GHG emissions representing 1990 emissions levels and disclose how it arrives at the cap; institute a schedule to meet the emissions cap; and develop tracking, reporting, and enforcement mechanisms to ensure that the state achieves reductions in GHG emissions necessary to meet the cap. AB 32 also includes guidance to institute emissions reductions in an economically efficient manner and conditions to ensure that businesses and consumers are not unfairly affected by the reductions.

BAY AREA AIR QUALITY MANAGEMENT DISTRICT

The Bay Area Air Quality Management District coordinates the work of government agencies, businesses, and private citizens to achieve and maintain healthy air quality for the Bay Area. The BAAQMD develops market-based programs to reduce emissions associated with mobile sources, processes permits, determines whether the permit conditions have been met, ensures compliance with BAAQMD rules and regulations, and conducts long-term planning related to air quality. Ozone Strategy Plan

The Bay Area Air Quality Management District (Air District or BAAQMD) prepared the Bay Area 2005 Ozone Strategy in cooperation with the Metropolitan Transportation Commission (MTC) and the Association of Bay Area Governments (ABAG). The Ozone Strategy is a roadmap showing how the San Francisco Bay Area will achieve compliance with the state 1-hour air quality

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-13 4.5 AIR QUALITY standard for ozone as expeditiously as practicable and how the region will reduce transport of ozone and ozone precursors to neighboring air basins.

Ozone conditions in the Bay Area have improved significantly over the years. Ozone levels – as measured by peak concentrations and the number of days over the state 1-hour ozone standard – have declined substantially as a result of aggressive programs by the Air District, MTC, and the District’s regional, state, and federal partners. This represents great progress in improving public health conditions for Bay Area residents. The 2005 Ozone Strategy provides useful background information on topics including the Bay Area’s emission inventory, historical ozone trends, and the implementation status of past control measures.

However, there is still a need for continued improvement to meet the state one-hour ozone standard. Accordingly, the Ozone Strategy describes how the Bay Area will fulfill California Clean Air Act (CCAA) planning requirements for the state 1-hour ozone standard and transport mitigation requirements through the proposed control strategy. The control strategy includes stationary source control measures to be implemented through Air District regulations, mobile source control measures to be implemented through incentive programs and other activities, and transportation control measures to be implemented through transportation programs in cooperation with MTC, local governments, transit agencies, and others. The Air District will continue to adopt regulations, implement programs and work cooperatively with other agencies, organizations, and the public on a wide variety of strategies to improve air quality in the region and reduce transport to neighboring air basins.

The 2005 Ozone Strategy explains how the Bay Area plans to achieve these goals with regard to ozone and also discusses related air quality issues of interest including public involvement process, climate change, fine particulate matter, the Air District’s Community Air Risk Evaluation (CARE) program, local benefits of ozone control measures, the environmental review process, national ozone standards, and photochemical modeling.

The 2005 Ozone Strategy is a comprehensive document that describes the Bay Area’s strategy for compliance with state one-hour ozone standard planning requirements, and is a significant component of the region’s commitment to achieving clean air to protect the public’s health and the environment.

Bay Area Clean Air Plan

The Bay Area Clean Air Plan (CAP) is a plan to reduce ground-level ozone levels in the San Francisco Bay Area to make progress in attaining the state 1-hour ozone standard. These plans are developed by the BAAQMD, in cooperation with ABAG and MTC, in response to the CCAA. The CCAA requires all air districts exceeding the state ozone standard to reduce pollutant emissions by 5 percent per year, calculated from 1987, or achieve emission reductions through all feasible measures. The CCAA further requires that the CAP be updated every three years. As the Bay Area attained the state CO standard in 1993, the CCAA planning requirements for CO nonattainment areas no longer apply to the Bay Area. The first CAP, prepared in 1991, includes a comprehensive strategy to reduce air pollutant emissions by focusing on control measures to be implemented during the periods from 1991 to 1994 and 1995 through 2000 and beyond.

Consistency with Bay Area 2005 Ozone Strategy (BAOS)

A key element in air quality planning is to make reasonably accurate projections of future human activities that are related to air pollutant emissions. Most important is vehicle activity. The BAAQMD uses population projections made by the ABAG and vehicle use trends made by the

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MTC to formulate future air pollutant emission inventories. The basis for these projections comes from cities and counties. In order to provide the best plan to reduce air pollution in the Bay Area, accurate projections from local governments are necessary. When individual projects are not consistent with these projections, they cumulatively reduce the effectiveness of air quality planning in the region.

Buffer Zones

The BAAQMD recommends that General Plans include buffer zones to separate sensitive receptors from sources of air toxic contaminants and odors. In April 2005, CARB released the final version of the Air Quality and Land Use Handbook, which is intended to encourage local land use agencies to consider the risks from air pollution prior to making decisions that approve the siting of new sensitive receptors (e.g., homes or daycare centers) near sources of air pollution. Unlike industrial or stationary sources of air pollution, siting of new sensitive receptors does not require air quality permits, but could create air quality problems. The primary purpose of the document is to highlight the potential health impacts associated with proximity to common air pollution sources, so that those issues are considered in the planning process. CARB makes recommendations regarding the siting of new sensitive land uses near freeways, truck distribution centers, dry cleaners, gasoline dispensing stations, and other air pollution sources. These “advisory” recommendations, summarized in Table 4.5-4, are based primarily on modeling information. Siting of new sensitive land uses within these recommendation distances may be possible, but only after site-specific studies are conducted to identify the actual health risks. CARB acknowledges that land use agencies have to balance other siting considerations such as housing and transportation needs, economic development priorities, and other quality of life issues.

TABLE 4.5-4 CARB RECOMMENDED SETBACK DISTANCES FOR COMMON SOURCES OF TOXIC AIR CONTAMINANTS FOR NEW SENSITIVE RECEPTORS

Source Type Recommended Buffer Distance

Freeways and busy arterial roadways 500 feet

Distribution centers with 100 or more daily truck trips or 1,000 feet 40 daily truck trips that use refrigeration units 300 feet for any dry cleaning operation Dry cleaners (onsite dry cleaning) At least 500 feet for operations with 2 or more machines 50 feet for typical gas stations Large gasoline stations Up to 300 feet for large gas stations Source: CARB 2005

Climate Protection Program

In 2005, the Bay Area Air District initiated a Climate Protection Program. On June 1, 2005, the Air District Board of Directors adopted a resolution establishing a Climate Protection Program and acknowledging the link between climate protection and programs to reduce air pollution in the Bay Area. The Board of Directors also formed a standing Committee on Climate Protection to provide direction on District climate protection activities.

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A central element of the District’s climate protection program is the integration of climate protection activities into existing District programs. In addition, the District’s climate protection program emphasizes collaboration with ongoing climate protection efforts at the local and state level, public education and outreach, and technical assistance to cities and counties. The District initiatives for the Climate Protection Program include:

• Integration – The District is continually seeking ways to integrate climate protection into current District functions, including grant programs, CEQA commenting, regulations, inventory development, and outreach.

• Climate Neutral – As of June 1, 2007, the District is a climate neutral agency. It offset 1645 metric tons of CO2e emitted in 2006 with Native Energy Retailer in support of a renewable energy project. The District is also evaluating and implementing measures to reduce electricity and fuel consumption, and therefore greenhouse gas emissions, associated with District activities.

• Climate Protection Grant Program – On November 10, 2006, the District announced a grant program for climate protection activities in the Bay Area. The District is now issuing a call for projects.

• GHG Technology Study – The District conducted a region-wide study to identify and evaluate potential greenhouse gas emission control options for application at stationary sources in the Bay Area region in California. The study identified the industries and source categories which most significantly contribute to greenhouse gas emissions and potential mitigation options for controlling those emissions. The study qualitatively evaluated the effectiveness, costs, and impacts of each of the most promising options.

• Bay Area GHG Emission Inventory – The District has prepared a District-wide Source Inventory of Bay Area Greenhouse Gas Emissions.

• Promotion of Energy Efficiency – Energy efficiency is key to protecting air quality and our climate. The District included a control measure, Stationary Source Measure 15, to promote energy efficiency in the 2005 Ozone Strategy.

• K-12 Curriculum Development – The District is working to develop a K-12 climate protection curriculum. LOCAL

Marin County

The Marin County the Board of Supervisors adopted a resolution on April 22, 2002, that recognizes both the gravity of global warming and the responsibility for local action. The resolution commits the County to the following activities:

• Analyze greenhouse has emission levels: Determine current greenhouse gas (GHG) emissions and forecast the growth in emissions that will occur without preventative action.

• Set a reduction target: The target is the specific reduction that Marin aims to achieve by a designated year, e.g. 20 percent GHG reduction by 2020. • Develop a local action plan: This plan is a description of policies, programs, and measures that Marin will implement in order to meet its target. • Implement the local action plan: Follow through on the proposed actions.

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• Monitor the progress and report results: Determine the success of the plan. As a result of analyzing emissions from internal government operations as well as from the County as a whole, an interim target has been made to voluntarily reduce greenhouse gas emissions 15% - 20% by 2015.

The County is also a partner in the Cities for Climate Protection Campaign, which is a program administered by the International Council for Local Environmental Initiatives (ICLEI). To date, 500 local governments worldwide participate in the campaign, including over 140 cities and counties in the United States (27 of which are located in California). ICLEI and the CCP network of local governments provide a wealth of resources for participating cities and counties to use as they move through the Milestone Process. Measures that have already been implemented in Marin to reduce emissions

Internal: The County has taken many steps to reduce energy and water use and waste generation, where possible. Actions such as purchasing hybrids, retrofitting facilities for energy efficiency, lighting retrofits, providing commuter alternatives for employees, and switching incandescent traffic signals to light emitting diodes (LEDs) have all helped the County reduce internal operation emissions by at least 4% over baseline levels.

Countywide: Recycling programs (71% diversion rate, highest in the state), energy rebate programs (32 rebates where given to unincorporated Marin residents that purchased PV systems, in addition to the state CEC rebate), the Green Business Program, renewable energy purchases, and alternative fuel vehicles have all contributed to reducing overall greenhouse gas emissions. 4.5.3 IMPACTS AND MITIGATION MEASURES

STANDARDS OF SIGNIFICANCE

An air quality impact would be considered significant if it would result in any of the following actions: 1. Conflict with or obstruct implementation of any applicable air quality plan. 2. Violate any air quality standard or contribute substantially to an existing or projected air quality violation. 3. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). 4. Expose sensitive receptors to substantial pollutant concentrations. 5. Create objectionable odors affecting a substantial number of people.

6. An increase in greenhouse gas emissions would be considered significant if the project would result in a substantial increase in emissions due to energy use and/or vehicle miles traveled that cannot be offset.

METHODOLOGY

Local-Scale Analysis

Auto traffic generated by land use development and cumulative development would affect local air quality along the local and regional street system. Emissions of mobile-source criteria air

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-17 4.5 AIR QUALITY pollutants (CAPs) of primary concern within the air basin include ozone-precursor pollutants (i.e., reactive organic gases [ROG] and oxides of nitrogen [NOx]), as well as emissions of fine particulate matter (i.e., PM10). Concentrations of these pollutants are related to the levels of traffic and congestion along streets and at intersections. Emissions of mobile-source CAPs associated with predicted increases in VMT were calculated using the BURDEN component of the ARB-approved EMFAC2007 computer model. BURDEN calculates emissions based on County- specific vehicle data, including average miles traveled, vehicle type distribution, and trip lengths, based on information received from the California Department of Transportation and the California Department of Motor Vehicles. The BURDEN model takes into account variations in speed, ambient temperature, vehicle fleet composition, and compliance with inspections and maintenance programs when calculating emissions. Calculated emissions include running exhaust emissions, cold/hot start emissions, as well as evaporative and hot soak emissions. Mobile- source emissions were assumed to be proportional to the predicted average number of vehicle trips and average vehicle miles traveled contained in the model specific to Marin County. Carbon Monoxide Analysis

Localized mobile-source carbon monoxide (CO) concentrations at intersections projected to operate at unacceptable levels of service and having the highest peak-hour traffic volumes were modeled in accordance with BAAQMD-recommended screening level methodology. To ensure a conservative analysis, predicted maximum 1-hour and 8-hour CO concentrations were calculated at the roadway edge, based on the highest corresponding background CO concentrations measured at the nearest air quality monitoring station during the last three years of available data (2004 to 2006). The nearest representative monitoring station to the project area is the San Rafael monitoring station located approximately three miles north of Corte Madera. The highest 1-hour and 8-hour ambient CO concentrations measured during the last three years of available data, measured 3.2 ppm and 1.96 ppm, respectively. Predicted concentrations were compared to the more stringent CAAQS for determination of impact significance.

Regional Analysis

The State CEQA Guidelines states that, where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the significance determinations. The Bay Area Air Quality Management District has developed guidelines and thresholds of significance for local plans. Inconsistency with the most recently adopted Clean Air Plan (CAP) is considered a significant impact. According to the BAAQMD, the following criteria must be satisfied for a local plan to be determined to be consistent with the CAP and not have a significant air quality impact:

1) The local plan should be consistent with the CAP population and Vehicle Miles Traveled (VMT) assumptions. This is demonstrated if the population growth over the planning period will not exceed the values included in the current CAP.

2) The local plan demonstrates reasonable efforts to implement the Transportation Control Measures (TCMs) included in the CAP that identify cities as implementing agencies.

3) For local plans to have a less than significant impact with respect to potential odors and/or toxic air contaminants, buffer zones should be established around existing and proposed land uses that would emit these air pollutants.

In addition, the plans should not lead to development that would lead to violations of ambient air quality standards. Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-18 4.5 AIR QUALITY

IMPACTS AND MITIGATION MEASURES

Short-Term Emissions From Grading and Construction

Impact 4.5.1 Construction activities facilitated by the proposed General Plan Update and associated infrastructure construction activity would generate construction period exhaust emissions and fugitive dust that would affect local air quality. This would represent a potentially significant impact.

Construction activities associated with buildout under the proposed General Plan would include grading, building demolition, building construction, and paving. Construction activities associated with intensification of individual developments and infrastructure improvements in Corte Madera would generate pollutants intermittently.

Generally, the most substantial air pollutant emissions would be dust generated from site grading. Wind erosion and disturbance to exposed areas would also be sources of dust emissions. If uncontrolled, these emissions could lead to both health and nuisance impacts. These construction activities would also temporarily create emissions of fumes, equipment exhaust, and other air contaminants. Particulate matter is the pollutant of greatest concern that is emitted from construction, particularly during site preparation and grading. Particulate matter emissions from construction can vary daily, depending on various factors, such as the level of activity, type of construction activity taking place, the equipment being operated, weather conditions, and soil conditions. Construction-related activities are generally short term in duration, and the BAAQMD does not recommend any significance criteria for their associated emissions. Instead, the BAAQMD bases the determination of significance on a consideration of the control measures to be implemented. If all appropriate emissions control measures recommended by the BAAQMD CEQA Guidelines are implemented for a project, then construction emissions are not considered significant.1

Off-road construction equipment is a large source NOx and diesel particulate matter in the Bay Area. NOx is an ozone precursor pollutant that contributes to regional ozone formation. Diesel particulate matter contributes to elevated PM10 and PM2.5 concentrations in the Town and is considered a toxic air contaminant. For these reasons, the BAAQMD recommends that reasonable control measures are implemented for construction or grading projects that reduce these emissions. The BAAQMD CEQA Guidelines consider emissions from these activities to be less than significant if appropriate control measures are implemented.

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update to address air quality impacts:

RCS-10.3 Require the incorporation of air quality mitigation measures for development projects.

1 Bay Area Air Quality Management District. 1999. BAAQMD CEQA Guidelines – Assessing Air Quality Impacts of Projects and Plans. April 1996, revised December. . Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-19 4.5 AIR QUALITY

include adequate buffer zones, setbacks or other site planning approaches to protect existing or future sensitive receptors.

The following mitigation measures are proposed to further address construction air quality impacts consistent with BAAQMD provisions.

Mitigation Measures

MM 4.5.1a The Town shall include policy provisions in the General Plan that require dust control measures similar to those identified be applied to discretionary projects as appropriate. These measures are consistent with those recommended for use by the BAAQMD.

a) For all construction and similar earth disturbing activities:

• Apply water on all active construction areas at least twice daily and more often when conditions warrant.

• Cover all trucks hauling soil, sand, and other loose materials or require all trucks to maintain at least two feet of freeboard.

• Pave, apply water three times daily, or apply (non-toxic) soil stabilizers on all unpaved access roads, parking areas, and staging areas at construction sites daily as needed to control dust.

• Sweep all paved access roads, parking areas, and staging areas at construction sites and sweep streets daily if visible soil materials are carried onto adjacent public streets.

b) For sites greater than 4 acres in size:

• Hydroseed or apply (non-toxic) soil stabilizers to inactive construction areas.

• Enclose, cover, water twice daily, or apply (non-toxic) soil binders to exposed stockpiles (dirt, sand, etc.).

• Limit traffic speeds on unpaved roads to 15 miles per hour.

• Install appropriate erosion control measures to prevent silt runoff to public roadways.

• Replant soil stabilizing vegetation in disturbed areas as quickly as possible.

c) For sites that are located adjacent to sensitive receptors or warrant additional controls:

• Install wheel washers for all exiting trucks, or wash off all trucks and equipment leaving the site.

• Suspend grading activities when winds exceed 25 miles per hour (mph) and visible dust clouds cannot be prevented from extending beyond active construction areas.

• Limit the area subject to excavation, grading, and other construction activities at any one time. Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-20 4.5 AIR QUALITY

MM 4.5.1b The Town shall include General Plan policy provisions that require that applicants seeking demolition permits demonstrate compliance with applicable BAAQMD requirements involving lead paint and asbestos- containing materials (ACMs) designed to mitigate exposure to lead paint and asbestos.

MM 4.5.1c The Town shall include General Plan policy provisions that require the utilization of construction emission control measures recommended by BAAQMD that are appropriate for the specifics of the project (e.g., length of time of construction and distance from sensitive receptors). This may include the utilization of low emission construction equipment, restrictions on the length of time of use of certain heavy-duty construction equipment, and utilization of methods to reduce emissions from construction equipment (alternative fuels, particulate matter traps and diesel particulate filters). These measures (as appropriate and feasible) will be made conditions of approval and/or mitigation to projects to ensure implementation.

Implementation of the above mitigation measures and policy provisions would ensure compliance with the BAAQMD CEQA Guidelines, and the temporary nature of these emissions would ensure that this impact is reduced to less than significant. Odors

Impact 4.5.2 Implementation of the General Plan Update may locate new sensitive receptors near existing or future sources of odors. In addition, existing sensitive receptors could be affected by new sources of odors developed under the General Plan Update. This would represent a potentially significant impact.

The BAAQMD CEQA Guidelines classify a project that could create objectionable odors as any of the following: wastewater treatment plant, sanitary landfill, transfer stations, composting facilities, petroleum refineries, asphalt batch plants, chemical manufacturing, fiberglass manufacturing, auto body shops, rendering plants, and coffee roasters. Impacts resulting from odors can result when sensitive receptors (e.g., new residences) are located near the odor sources listed above.

According to BAAQMD CEQA Guidelines, for a general plan to have a less than significant impact with respect to odors buffer zones should be established around existing and proposed land uses that would emit these air pollutants. Buffer zones to avoid odor impacts should be reflected in local plan policies, land use maps, and implementing ordinances. Proposed land use maps for the General Plan Update were examined and compared with locations of known sources of odors. In addition, General Plan policies that protect sensitive receptors from these air pollutant sources were identified.

Localized sources of odors could include painting/coating operations or restaurants, including fast-food restaurants. BAAQMD (1999) provides project screening trigger levels for potential odor sources. To avoid significant impacts, the BAAMQD CEQA Guidelines recommend that buffer zones to avoid odors and adverse impacts should be reflected in local plan policies, land use maps, and implementing ordinances. Appropriate buffer zones should be established during discretionary project review.

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update to address odor issues.

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-21 4.5 AIR QUALITY

RCS-10.3 Require the incorporation of air quality mitigation measures for development projects.

Implementation Program RCS-10.3.a: Emission Controls Through the development review process and in amendments to the Zoning Ordinance, require new uses that generate significant air emissions or odors include adequate buffer zones, setbacks or other site planning approaches to protect existing or future sensitive receptors.

The following mitigation measures are proposed to further address odor impacts consistent with BAAQMD provisions.

Mitigation Measures

MM 4.5.2 The Town shall include General Plan policy provisions that require:

• When new development that would be a source of odors is proposed near residences or sensitive receptors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to reduce the potential exposure to acceptable levels. Potential mitigation associated with this policy requirement will be coordinated with any required permit conditions from BAAQMD.

• When new residential or other sensitive receptors are proposed near existing sources of odors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to the source to reduce the potential exposure to acceptable levels.

Implementation of the above mitigation measures would set performance standards generally consistent with BAAQMD provisions that would reduce this impact to less than significant.

Stationary Sources of Toxic Air Contaminants

Impact 4.5.3 Implementation of the proposed General Plan would include sources of criteria pollutants, toxic air contaminants, or odors that may affect surrounding land uses. Sensitive land uses may also be located near existing sources of criteria pollutants, toxic air contaminants, or odors. This impact is considered potentially significant.

Implementation of the proposed General Plan could include land uses that are potential sources of toxic air contaminants (TACs). The type and level of TACs are dependent on the nature of the land use, individual facilities, and the methods and operations of particular facilities. Table 4.5-5 displays potential sources of TAC emissions for various land uses proposed under the General Plan. Diesel exhaust particulate is now added to the California Air Resources Board (CARB) list of TACs. Activities involving long-term use of diesel-powered equipment and heavy-duty trucks contribute significantly to TAC levels.

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TABLE 4.5-5 TOXIC AIR EMISSIONS BY LAND USE

Land Use Toxic Air Emission

Auto Body Shop Benzene, Toluene, Xylene

Auto Machine Shop Asbestos

Chemical Manufacturing Ethylene, Dichloride, Asbestos

Dry Cleaner Perchloroethylene

Electrical Manufacturing Polychlorinated Biphenyls (PCBs), Cadmium, Chromium, Nickel

Gasoline Station Benzene, Methyl-Tertiary Butyl Ether (MTBE)

Hospital Dioxin, Cadmium, Ethylene Oxide

Medical Equipment Sterilization Ethylene Oxide

Printing Services Ethyl Benzene, Ethylene Glycol, Xylene

Wastewater Treatment Benzene, Carbon Tetrachloride, Ethylene Dichloride, Chloroform

Direct emissions are released from stationary sources, usually industrial in nature. Because of the great variation in emissions types and amounts from different industrial uses, it is not possible to predict direct emissions. The BAAQMD has statutory authority over stationary sources of emissions. The District issues permits to ensure that all equipment and processes comply with federal and state laws and regulations, and District rules. Before a stationary source is built, erected, or operated, a permit to do so must be obtained from the District. Air quality permits are, in effect, a contract between the District and stationary sources that sets limits on emissions and requires compliance with all District, state, and federal regulations in order to protect public health. The District’s rules and regulations impose limits on emissions and require use of Best Available Control Technology (BACT) and purchase of emission off-sets for industrial sources exceeding certain emission levels. These regulations include the identification and quantification of emissions of toxic air contaminants and, if warranted, estimation of cancer and non-cancer risk associated with any source.

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update to address TACs.

RCS-10.3 Require the incorporation of air quality mitigation measures for development projects.

RCS-10.6 Support the Bay Area Air Quality Management District in monitoring air pollutants of concern, the Governor’s Office of Planning and Research (OPR) in developing

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CEQA guidelines related to GHG emissions and energy for all projects, and in meeting federal and State air quality standards.

Implementation Program RCS-10.6.a: Development Review Refer larger development projects, or those with potential to generate substantial dust or air pollution, to the BAAQMD for review. Incorporate appropriate mitigation measures in project conditions.

Implementation Program RCS-10.6.c: Air Quality Regulations for GHG Emissions The Town shall implement any regulations issued by the California Air Resources Board or other regulatory agency regarding greenhouse gas emissions. The Town will enforce CEQA Guidelines developed by the Governor’s Office of Planning and Research that seek to analyze and mitigate GHG emissions and energy use (see RCS Policy 3.1.a).

Mitigation Measure

MM 4.5.3 The Town shall include General Plan policy provisions that require:

• When new development that would be a source of TACs is proposed near residences or sensitive receptors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to reduce the potential exposure to acceptable levels. Potential mitigation associated with this policy requirement will be coordinated with any required permit conditions from BAAQMD.

• When new residential or other sensitive receptors are proposed near existing sources of TACs, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to the source to reduce the potential exposure to acceptable levels.

Implementation of the above mitigation measures would set performance standards generally consistent with CARB and BAAQMD provisions that would reduce this impact to less than significant.

Mobile-Source Carbon Monoxide Concentrations

Impact 4.5.4 Future growth in traffic could cause increases to carbon monoxide levels at area intersections. However, overall concentration would remain below health-based ambient air quality standards. Therefore, this impact is considered less than significant.

Local mobile-source carbon monoxide (CO) emissions near roadway intersections are a direct function of traffic volume, speed, and delay. Transport of CO is extremely limited because it disperses rapidly with distance from the source under normal meteorological conditions. Under specific meteorological conditions, CO concentrations near roadways and/or intersections may reach unhealthy levels. For this reason, modeling of CO concentrations is typically recommended

Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-24 4.5 AIR QUALITY for sensitive land uses located near signalized roadway intersections that are projected to operate at unacceptable levels of service (i.e., LOS E or F).

Localized CO concentrations at intersections projected to operate at unacceptable levels of service and having the highest peak-hour traffic volumes were modeled in accordance with BAAQMD-recommended screening level methodology. To ensure a conservative analysis, predicted maximum 1-hour and 8-hour CO concentrations were calculated at the roadway edge based on the highest corresponding background CO concentrations (i.e., 3.2 ppm and 1.96 ppm, respectively) measured at the nearest monitoring station during the last three years of available data. Predicted concentrations were compared to the more stringent CAAQS for determination of impact significance. Predicted localized mobile-source concentrations are summarized in Table 4.5-6.

TABLE 4.5-6 PREDICTED LOCAL MOBILE-SOURCE CARBON MONOXIDE CONCENTRATIONS PROPOSED GENERAL PLAN BUILDOUT

Intersection Predicted Concentrations (ppm)

1-Hour 8-Hour

Tamalpais Drive/Madera Boulevard 4.62 2.95

Tamalpais Drive/US 101 Southbound Offramp 4.93 3.17

Tamalpais Drive/US 101 Northbound Offramp 4.99 3.22

Tamalpais Drive/San Clemente Drive 5.27 3.41

Madera Blvd./Council Crest Dr./Tamal Vista Blvd. 4.27 2.71

Lucky Drive/Fifer Avenue 4.29 2.70

Corte Madera Avenue/Redwood Avenue 4.24 2.69

CAAQS: 20.0 9.0 Notes: Predicted concentrations were calculated using the BAAQMD CO screening-level methodology. To ensure a conservative analysis, background concentrations were based on the highest measured 1-hour and 8-hour concentrations obtained from the nearest ambient air quality monitoring station for the last three years of available data (i.e., 3.2 and 1.96 ppm, respectively). 8-hour concentrations assume a persistence factor of 0.7.

Based on the modeling conducted and shown in Table 4.5-6, the predicted maximum 1-hour and 8-hour CO concentrations would not exceed the CAAQS for CO. Because traffic volumes and traffic flow conditions at other intersections and during other periods of the day would be anticipated to be less than those used for this modeling, predicted CO concentrations at other locations would, likewise, not be anticipated to exceed applicable air quality standards. As a result, the project’s contribution to localized concentrations of mobile-source CO would be considered less than significant.

Mitigation Measure

None required.

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4.5.4 CUMULATIVE SETTING, IMPACTS, AND MITIGATION MEASURES

CUMULATIVE SETTING

Marin County and Town of Corte Madera are included in the San Francisco Bay Area Air Ozone non-attainment area as delineated by the U.S. Environmental Protection Agency. Ground-level ozone and particulate matter (PM10 and PM2.5) pose potential health issues in the Bay Area, which are occasionally measured at levels above health-based standards at BAAQMD monitoring sites.

As mentioned previously, the BAAQMD recently adopted the Bay Area 2005 Ozone Strategy (BAOS) in cooperation with ABAG and MTC. The BAOS is the most recently approved regional Clean Air Plan. It was adopted in January 2006 to address the more stringent requirements of the California Clean Air Act with respect to ozone.

Ozone has been trending downward both in terms of the overall rate of population exposure to ozone and the number of days and hours over the standard. Total emission of ozone precursors has been trending downward due to increasingly efficient emission control programs, and continued reductions in emissions are forecast for the future. Growth in population and vehicle use and new stationary sources of pollutants tend to retard air quality improvements, and current patterns of suburban development with long average commute distances tend to exacerbate the situation. In addition, the cumulative setting includes consideration of global issues associated with greenhouse gas emissions and climate change.

CUMULATIVE IMPACTS AND MITIGATION MEASURES

Potential Increase in Long-Term Atmospheric Greenhouse Gas Emissions

Impact 4.5.5 Implementation of the proposed General Plan Update would contribute to an increase in greenhouse gas (GHG) emissions from vehicle transportation and building energy use and may contribute to increases in atmospheric GHG concentrations. Higher concentrations of GHGs have been linked to the phenomenon of climate change. This impact would be cumulatively considerable.

As described above under the “Existing Setting” sub-section, increases in greenhouse gas emissions in the state and the county could contribute to increases in global average temperatures and climate change. Climate change in turn could lead to sea level rise and other changes in environmental conditions.

The major sources of GHG emissions in Town of Corte Madera are vehicle transportation and building energy use. The BAAQMD Source Inventory of Bay Area Greenhouse Gas Emissions (2006) identifies that in year 2002, the Bay Area emitted approximately 85.4 million tons of CO2- equivalent greenhouse gases. Projected population growth, building energy use, and an increase in vehicle transportation use in the Town, resulting from implementation of the General Plan Update, may lead to an increase in GHG emissions. Research and experience indicate that increased population and industrial activities result in an increase in GHG emissions. Increased GHG emissions from the buildout of the proposed Town of Corte Madera General Plan could conflict with the state efforts to reduce GHG emissions to 1990 levels as set forth in AB 32.

Vehicle transportation is one of the major contributors to GHG emissions in the Town of Corte Madera. Vehicle emissions primarily consist of CO2 from the tailpipe during vehicle operation.

Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-26 4.5 AIR QUALITY

Since the amount of miles traveled is directly proportional to the amount of GHG emissions emitted, vehicle miles traveled (VMT) is a good indicator of totals GHG emissions from vehicle operations in the Town. Implementation of the General Plan Update (in combination with the traffic impacts of regional land use patterns) would have a total VMT of 48,362.

However, it should be noted that the impact analysis in the Draft EIR treats projected GHG emissions under the proposed General Plan Update as if they were new emissions and does not correct for shifts of the location of a GHG-emitting activity (e.g., where people live, where vehicles travel, or where companies conduct business). For example, if new residents anticipated under the proposed General Plan Update migrate from other portions of the San Francisco Bay Area result in new emissions (e.g., as a result of a longer vehicle commute) or simply change the location of the source of the emissions but do not result in a net change in global GHG emission levels. Given that the exact make-up of future residents and businesses locating to the Town is unknown, no correction was made in the Draft EIR analysis. However, it should be noted that the proposed General Plan Update includes several policy provisions to increase the amount of workforce and affordable housing to decrease the number the commuting workers into the Town.

Additionally, numerous factors that can substantially affect the Town’s future GHG emissions (structural designs, type of building occupants, hours of operation) will not be known until specific projects are proposed. It is not possible to calculate the exact net GHG emissions (when factoring existing GHG emissions that would be “transferred” to the Town from their current origin) from all sources, since the information on the behavior of individuals or businesses that would ultimately move to the Town cannot be determined. It is unknown whether the homes future Town residents move into would be more or less energy efficient than their existing residences, how many and which types of businesses in the Town may be new facilities or relocations of existing facilities, or whether facilities and operations of relocated businesses might result in more or less overall GHG emissions relative to existing conditions. Thus, attempting such a detailed inventory as part of the General Plan Update is not considered feasible.

Table 4.5-7 demonstrates the greenhouse gas emissions for the Town of Corte Madera for carbon dioxide (CO2), nitrous oxide (N2O), and methane (CH4). Emissions were calculated using data and emission factors obtained from various sources, including calculated emissions of CO2 provided by the URBEMIS2007 (version 9.2.4) computer program, as well as energy usage rates and emission factors obtained from the California Energy Commission. Emissions were converted to CO2 equivalent units of measure (CO2e), based on the individual global warming potential of each pollutant. Based on the modeling conducted, implementation of the proposed General Plan Update would result in a net increase of approximately 25,101 tons/year of CO2e associated with major GHG emission sources in the Town. TABLE 4.5-7 CORTE MADERA GENERAL PLAN GREENHOUSE GAS EMISSIONS

Greenhouse Gas Emissions (CO2e Tons/Year) Source CO2 N20 CH4 Total

Existing

Motor Vehicles 40,456 229 13 40,698

Electricity Use 14,188 127 37 14,351

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-27 4.5 AIR QUALITY

Greenhouse Gas Emissions (CO2e Tons/Year) Source CO2 N20 CH4 Total

Natural Gas Use 12,436 9 37 12,483

TOTAL: 67,531

Proposed

Motor Vehicles 59,789 338 19 60,145

Electricity Use 18,246 26 47 18,320

Natural Gas Use 14,115 11 42 14,168

TOTAL: 92,632

COMBINED NET INCREASE: 25,101 Emissions were calculated using the URBEMIS2007 computer program and energy usage rates/emission factors obtained from the California Energy Commission. Includes emissions from residential and commercial land uses. Motor vehicle emissions were based on approximate vehicle miles traveled obtained from the traffic analysis prepared for this project. Calculated emissions were converted to CO2 equivalent units of measure, based on the pollutants individual global warming potential. Emissions may not sum due to rounding.

The environmental effects associated with greenhouse gas emissions and climate change on the Town are discussed above in the setting section and in Section 4.8, Hydrology and Water Quality. The environmental impacts associated with climate change on the Town will consist primarily of sea level rise and increased flooding hazards. Secondary impacts could also include increased fire hazards, water supply issues, wildfire risk, public health concerns, air quality threats, more intense storm events, and energy demand and supply.

General Plan Policies and Implementation Programs

The following policy provisions are proposed in the General Plan Update to address climate change.

RCS-2.2 Increase energy conservation and efficiency within Corte Madera.

Implementation Program RCS-2.2.a: Energy Conservation and Efficiency Identify opportunities for creating energy conservation and efficiency programs for application in all Town facilities, schools and local businesses.

Implementation Program RCS-2.2.d: Energy-Efficient Models Require energy-efficient models for all new Town equipment purchases.

Implementation Program RCS-2.2.e: Energy Efficient Town Facilities Manage Town facilities in the most energy efficient manner feasible.

Implementation Program RCS-2.2.f: Cooperate with Regional Energy Programs Cooperate with regional energy programs such as the Marin County Energy Watch Partnership to promote energy efficiency in Town facilities, residences, and commercial buildings.

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Implementation Program RCS-2.2.g: Conduct Energy Audits Continue to conduct energy audits of Town facilities, and implement energy efficiency recommendations from those audits. Seek funding from available state sources and grant opportunities, as well as the CIP.

RCS-2.3 Develop programs to increase energy conservation within Corte Madera residences.

Implementation Program RCS-2.3.a: “Savings by Design” Encourage homeowners to utilize programs such as Pacific Gas and Electric’s “Savings by Design” program when designing plans for residences as a means of reducing energy demands and costs.

RCS-2.4 Support the development and utilization of renewable energy.

Implementation Program RCS-2.4.a: Use Alternative Energy Systems Increase the use of renewable energy when retrofitting or constructing new Town facilities or when purchasing new equipment, provided they meet all public, safety, health, and design requirements and are proven to be reliable. Use renewable energy systems where they are cost effective. Analysis and consideration of payback time periods and future financial savings shall be included in the review of cost effectiveness.

Implementation Program RCS-2.4.b: Renewable Energy Provide for use of renewable energy systems to help meet future energy needs of the community. This may include use of photovoltaic solar collection systems to reduce dependency on fossil fuels. Include provisions for use of such systems in the Town’s Design Guidelines.

RCS-2.5 Minimize transportation-related energy consumption.

Implementation Program RCS-2.5.a: Vehicle Program Create and implement a Town vehicle green fleet program that includes the purchase of fuel-efficient and alternative-fuel vehicles, to be implemented in a timely manner.

Implementation Program RCS-2.5.c: Programs to Reduce Fossil Fuel Based Transportation Support municipal and community programs aimed at reducing fossil fuel based transportation. Programs should include alternatives such as employee carpooling, transit, walking and biking.

RCS-2.6 Reduce energy consumption in buildings by balancing energy efficient design with good planning principles.

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Implementation Program RCS-2.6.b: Design Approaches The Town’s Design Guidelines shall include an emphasis on environmentally sensitive design approaches that incorporate resource-conserving construction practices.

Implementation Program RCS-2.6.c: Green Building Provide information to project designers regarding the Marin County Green Building Program.

• Optional or incentive based green building provisions to encourage compliance.

• Conservation of natural resources when planning site development.

• Use of green building materials, including recycled-content materials.

• Promotion of water efficiency and conservation measures, including low impact development strategies.

• Increased energy efficiency in building and site designs.

• Promotion of the use of renewable energy.

• Improved indoor air quality that includes the use of formaldehyde-free, non-toxic construction materials.

RCS-3.1 Actively seek to reduce greenhouse gas emissions within the Planning Area.

Implementation Program RCS-3.1.a: Implement California Air Resources Board Regulations The Town shall implement regulations adopted by the California Air Resources Board or other applicable regulatory agency to reduce greenhouse gas emissions.

Implementation Program RCS-3.1.b: Support Marin County’s Greenhouse Gas Reduction Plan The Town shall support Marin County’s Greenhouse Gas Reduction Plan by implementing all feasible greenhouse gas mitigation measures outlined therein.

Implementation Program RCS-3.1.c: Consider the Cities Climate Protection Campaign Consider joining the Cities for Climate Protection Campaign, administered by ICLEI (Local Governments for Sustainability), which includes conducting a greenhouse gas emissions audit and establishing a greenhouse gas emissions reduction target.

RCS-4.1 Encourage the expansion of vigorous recycling efforts so that all residents and businesses in Corte Madera recycle.

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Implementation Program RCS-4.1.a: Reduction of Waste Work with Marin County’s MRRRA and Office of Waste Management in distributing recycling and related educational information to businesses in order to reduce commercial and industrial wastes.

Implementation Program RCS-4.1.b: Recycling Receptacles Include provisions in the Zoning Ordinance to allow for placement of public recycling receptacles at public, multi-family residential, commercial, office and industrial use locations.

RCS-4.2 Ensure that solid waste disposal and recycling services are adequate to meet the needs of current and future residents.

Implementation Program RCS-4.2.a: Recycling for Existing Uses Work with the Town’s refuse collection provider and Marin County in continuing to provide Town-wide recycling and waste reduction services to existing residences, schools and businesses, as well as increasing participation in composting and recycling programs for technology waste, hazardous waste, and green waste.

Implementation Program RCS-4.2.b: Recycling for Future Uses Cooperate with the Town’s refuse collection provider and Marin County to provide for future Town-wide programs to promote waste reduction and recycling. Program development shall include innovative recycling options for future waste disposal and recycling as patterns and needs of consumption and waste generation change. Evaluate the Town’s waste and solid waste management and recycling every two years to ensure that the City is taking every possible action to provide adequate and appropriate waste reduction and recycling services.

RCS-5.1 Minimize waste through reducing, reusing, and recycling. Encourage reduced consumption of non-renewable resources by expanding choices for using and reusing materials, energy, and water in an efficient manner.

Implementation Program RCS-5.1.b: Recycled Products Establish procurement policies that give price preferences to recycled or post- consumer products to increase the availability of recycled products.

Implementation Program RCS-5.1.e: Promote Green Businesses Cooperate and partner with local and regional agencies, such as the Chamber of Commerce and Marin County, to promote “green businesses” that incorporate ecologically friendly products into their business operations, conserve natural resources, reduce waste, recycle, promote energy efficiency and renewable energy, and reduce hazardous wastes. Encourage local businesses to become members of the Marin County Green Business Program and other such programs that may evolve during the life of this General Plan.

RCS-10.1 Reduce the potential for air quality impact of new development and redevelopment by requiring pedestrian, bicycle, and transit oriented features.

Implementation Program RCS-10.1.a: Air Quality Improvements Require developers to implement strategies to reduce or avoid potential air quality impacts, including:

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Encouraging or providing incentives for use of public transportation and carpooling.

Locating residential or mixed-use development in proximity to public transit, employment centers and shopping.

RCS-10.2 Encourage new development and redevelopment of existing sites that will locate mixed land uses near employment and commercial service centers in order to reduce vehicular air pollution.

Implementation Program RCS-10.2.a: Mixed Use, Infill Development Amend the Zoning Ordinance to allow infill development, with a focus on mixed uses of residential, commercial and employment. Encourage mixed-use development in the San Clemente/Paradise Drive, Fifer Avenue/Tamal Vista Boulevard, Tamalpais Drive/Casa Buena Drive and Old Corte Madera Square Community Plans.

RCS-10.3 Require the incorporation of air quality mitigation measures for development projects.

Implementation Program RCS-10.3.b: Tree Planting Mitigation Consider tree planting as mitigation for GHG emissions and other environmental impacts of development projects as appropriate.

RCS-10.4 Reduce PM10 emissions from fireplaces and wood stoves.

Implementation Program RCS-10.4.a: Natural Gas Fireplaces Amend [the] Zoning Ordinance [to] prohibit wood burning devices in new construction and encourage conversion to natural gas fireplaces in remodeling projects, and via public (educational) notices in the Town newsletter.

RCS-10.5 Contribute towards regional efforts by participating with neighboring jurisdictions in sub-regional planning activities to improve air quality.

Implementation Program RCS-10.5.a: Program Implementation Participate in and implement strategies of the Metropolitan Transportation Commission’s “Smart Growth Initiative” and “Transportation for Livable Communities Program.”

RCS-10.6 Support the Bay Area Air Quality Management District in monitoring air pollutants of concern, the Governor’s Office of Planning and Research (OPR) in developing CEQA guidelines related to GHG emissions and energy for all projects, and in meeting federal and State air quality standards.

Implementation Program RCS-10.6.b: Air Quality Education Programs Support and participate in the air quality education programs of the BAAQMD, such as “Spare the Air” days. Provide information through the Town’s website and newsletters. Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-32 4.5 AIR QUALITY

Mitigation Measure

While implementation of the above General Plan Update policy provisions would provide feasible measures to reduce greenhouse gas emissions, there are no measures currently available to fully offset greenhouse gas emissions. Thus, this impact is considered cumulatively considerable and a significant and unavoidable impact.

Regional Air Plan Impacts

Impact 4.5.6 Implementation of the proposed General Plan would exacerbate existing regional problems with ozone and particulate matter and could conflict with BAAQMD air quality improvement efforts (e.g., Clean Air Plan, BAAQMD thresholds). This would be a cumulatively considerable regional air quality impact.

The San Francisco Bay Area Air Basin is currently designated nonattainment for the state and federal ozone ambient air quality standards, as well as the state PM10 and PM2.5 ambient air quality standards. The primary sources of ozone-precursor emissions (i.e., ROG and NOx) within the basin are from mobile sources. The primary sources of fine and respirable particulate matter (PM2.5 and PM10) emissions in Marin County from new development are associated with grading, construction, and wood smoke. Table 4.5-8 illustrates the average annual emissions of ozone- precursor pollutants (i.e., ROG and NOx) and airborne particulate matter (i.e., PM10 and PM2.5) associated with existing and proposed conditions. Combined net increases in emissions associated with the proposed General Plan Update have also been calculated and presented in the table. As depicted, implementation of the proposed General Plan Update would result in combined net increases of approximately 12 tons/year of ROG, 10 tons/year of NOx, 37 tons/year PM10, and 8 tons/year PM2.5. While not a specific development project, the proposed General Plan Update would be within the BAAQMD thresholds of significance for operational emissions of 15 tons/year for all pollutants except PM10.

TABLE 4.5-8 CORTE MADERA GENERAL PLAN REGIONAL CRITERIA AIR POLLUTANTS

Emissions (Tons/Year) Source ROG NOX PM10 PM2.5

Existing

Natural Gas Use 0.76 9.86 0.02 0.02

Wood-Burning Fireplaces (Hearth) 22.62 1.47 13.06 12.57

Landscape Maintenance 2.94 0.15 0.04 0.04

Consumer Products 34.82 ------

Town of Corte Madera Town of Corte Madera General Plan April 2008 Draft Environmental Impact Report 4.5-33 4.5 AIR QUALITY

Emissions (Tons/Year) Source ROG NOX PM10 PM2.5

Architectural Coatings 10.12 ------

Motor Vehicles 16.36 17.93 75.67 14.26

TOTAL 87.62 29.41 88.79 26.89

Proposed

Natural Gas Use 0.85 11.16 0.02 0.02

Wood-Burning Fireplaces (Hearth) 23.89 1.55 13.79 13.27

Landscape Maintenance 3.12 0.16 0.05 0.05

Consumer Products 36.77 ------

Architectural Coatings 10.70 ------

Motor Vehicles 24.37 26.50 111.82 21.07

TOTAL 99.70 39.37 125.68 21.07

COMBINED NET INCREASE: 12.08 9.96 36.89 7.52 Emissions calculated using the URBEMIS2007 computer program, based on approximate vehicle miles traveled obtained from the traffic analysis prepared for this project.

As noted under the “Existing Setting” and “Regulatory Framework” subsections of this Draft EIR section, the San Francisco Bay Area Air Basin (which includes the Town of Corte Madera) is in nonatttainment for ozone under federal and state air quality standards. In response, the BAAQMD has developed the 2005 Bay Area Ozone Strategy Plan and the associated Clean Air Plan (CAP) to address ozone. The following impact discussion applies to the proposed General Plan Update for consistency with the CAP.

Clean Air Plan Assumptions

A key element in air quality planning is to make reasonably accurate projections of future human activities that are related to air pollutant emissions. When the Bay Area 2005 Ozone Strategy2 was developed for the Bay Area it utilized the most recent projections developed by the Association of Bay Area Governments (ABAG) and vehicle activity projected by the Metropolitan Transportation Commission (MTC). These projections are based on the most recent projections using land use designators developed by cities and counties through the General Plan process. Ambient Consulting provided projections of VMT growth associated with the General Plan Update. These projections are compared to future year forecasts made by MTC and ABAG, which were used by the BAAQMD for developing the latest Clean Air Plan emissions inventories.

Consistency with Clean Air Plan Projections

Vehicle miles traveled (VMT) is the total number of peak hour trips times the total number of miles traveled between trip origins and destinations. Table 4.5-9 reports the population and VMT projections for the existing condition and the year 2025. Projections are provided for the

2 Bay Area Air Quality Management District. 2006. Bay Area 2005 Ozone Strategy. January.. Town of Corte Madera General Plan Town of Corte Madera Draft Environmental Impact Report April 2008 4.5-34 4.5 AIR QUALITY proposed General Plan Update. The projections for the General Plan Update are provided for PM Peak Hour VMT for the existing condition and the VMT results for the proposed General Plan Update buildout conditions.

TABLE 4.5-9 PROJECTED VMT GROWTH IN CORTE MADERA BY YEAR 2025

Town of Corte VMT Madera Scenario With Proposed VMT Increase Population/ GP Buildout Increase Existing Conditions 9,400 32,743 -- Proposed General Plan Update 9,917/5.5% 48,389 32.4% Source: ABAG 2007, Ambient Consulting 2007, Fehr and Peers Associates 2007

Population growth under the proposed General Plan Update is projected to not exceed ABAG forecasts, which indicates the Town population of 9,917 people in 2025. The growth projections are not intended to be requirements for growth to occur by the year 2025. MTC forecasts, which use ABAG projections, indicate that VMT in the entire Marin County would increase by about 26 percent between the years 2000 and 2035 (MTC, 2007). The rate of population increase for the Town of Corte Madera County under the General Plan Update would not exceed the rate of forecasted by ABAG.

The Clean Air Plan relies on ABAG population and MTC vehicle travel forecasts to predict future emissions in the Bay Area. The greater increases anticipated under the General Plan Update would increase emissions and possibly hinder the region’s ability to make progress in attaining and maintaining the state ozone standard. Delays in progress toward attaining the standard could result in the adoption of more stringent air pollution control measures throughout the region, and possibly threaten funding for transportation projects. Although the Clean Air Plan is meant to address the region’s progress in attaining and maintaining ambient air quality standards for ozone, the measures included in the plan would also reduce emissions that lead to regional concentrations of PM10 and PM2.5.

Support for Clean Air Transportation Control Measures

Bay Area 2005 Ozone Strategy includes 19 Transportation Control Measures (TCMs) to be implemented from the 2000 Clean Air Plan. Cities and counties are identified among the implementing agencies for seven of the TCMs.

Table 4.5-10 lists those TCMs that the Town has identified as proposed in the General Plan Update policy provisions and implementing measures. Descriptions of the proposed policy provisions or implementation measures that support each of those TCMs are provided below. No General Plan Update policies or implementation measure supports TCMs #7, #11, #14, #17, #18, and #20.

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TABLE 4.5-10 TRANSPORTATION CONTROL MEASURES (TCMS) SUPPORTED BY THE GENERAL PLAN UPDATE

Transportation Control Description of TCMs Support by General Plan Update Measure

TCM #1 Implementation Program RCS-10.6.b: Air Quality Education Programs Support Voluntary Employer- Support and participate in the air quality education programs of the BAAQMD, such as Based Trip Reduction “Spare the Air” days. Provide information through the Town’s website and newsletters. Programs

TCM #3 CIR-1.8: Support investment in local and regional transit and transportation plans that Improve Areawide Transit provide alternatives to automobile-intensive transportation programs through CIP Service actions. TCM #4 Implementation Program CIR-1.8.a: Regional Transit Improve Regional Rail Service Partner with regional transportation agencies and transit providers to create programs aimed at reducing vehicle miles traveled (VMT) in the Town and region. These

programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior. TCM #5 Implementation Program CIR-1.8.a: Regional Transit Improve Access to Rail and Partner with regional transportation agencies and transit providers to create programs Ferries aimed at reducing vehicle miles traveled (VMT) in the Town and region. These programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior. TCM #6 Implementation Program CIR-1.8.a: Regional Transit Improve Intercity Rail Service Partner with regional transportation agencies and transit providers to create programs aimed at reducing vehicle miles traveled (VMT) in the Town and region. These programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior. TCM #7 Not supported by proposed General Plan Update Improve Ferry Service TCM #8 Implementation Program CIR-1.8.a: Regional Transit Construct Carpool/Express Partner with regional transportation agencies and transit providers to create programs Bus Lanes on Freeways aimed at reducing vehicle miles traveled (VMT) in the Town and region. These programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior. TCM #9 RCS-10.1: Reduce the potential for air quality impact of new development and Improve Bicycle Access and redevelopment by requiring pedestrian, bicycle, and transit oriented features Facilities

TCM #10 CIR-1.12: Actively encourage public and private schools to implement trip reduction Youth Transportation programs and reduce congestion caused by commuting students and staff.

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Transportation Control Description of TCMs Support by General Plan Update Measure

TCM #11 Install Freeway Arterial Metro Not supported by proposed General Plan Update Traffic Operations System TCM #12 Implementation Program CIR-2.2.b: Tamalpais/Highway 101 Interchange Arterial Management The Town designates upgrades to the Tamalpais/Paradise Drive-Highway 101 Measures interchange as its top priority for major roadway improvements. Accordingly, the Town shall work with Caltrans, TAM, and related agencies to ensure the interchange improvements are recognized through regional transportation construction and funding programs. The improvements to the interchange shall address the following key issues.

• Improved signal coordination and circulation plans that recognize the five signalized intersections in the immediate vicinity of the interchange on Tamalpais Drive and Paradise Drive/San Clemente Drive, as a means of improving traffic flow and public safety. TCM #14 Implementation Program CIR-1.8.a: Regional Transit Improve Rideshare/Vanpool Partner with regional transportation agencies and transit providers to create programs Services and Incentives aimed at reducing vehicle miles traveled (VMT) in the Town and region. These programs may include the provision of additional transit options, reviving fixed rail service within the County, carpooling programs, partnerships with employers to support variable work hours, transit passes, and programs aimed at altering travel behavior. TCM #15 Implementation Program RCS-10.5.a: Program Implementation Local Clean Air Policies and Participate in and implement strategies of the Metropolitan Transportation Programs Commission’s “Smart Growth Initiative” and “Transportation for Livable Communities Program.” RCS-10.6: Support the Bay Area Air Quality Management District in monitoring air pollutants of concern, the Governor’s Office of Planning and Research (OPR) in developing CEQA guidelines related to GHG emissions and energy for all projects, and in meeting federal and State air quality standards. TCM #16 Implementation Program RCS-10.6.b: Air Quality Education Programs Support and participate in the air quality education programs of the BAAQMD, such Intermittent Control Measure/ as “Spare the Air” days. Provide information through the Town’s website and Public Education newsletters. TCM #17 Conduct Demonstration Not supported by proposed General Plan Update Projects TCM #18 Not supported by proposed General Plan Update Transportation Pricing Reform TCM #19 RCS-10.1: Reduce the potential for air quality impact of new development and Improve Pedestrian Access redevelopment by requiring pedestrian, bicycle, and transit oriented features and Facilities TCM #20 Not supported by proposed General Plan Update Promote Traffic Calming Source: BAAQMD 2006 for TCMs

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The proposed General Plan Update would allow new development and re-development in areas currently designated for commercial and office use. The proposed General Plan Update would re-designate some areas to mixed-use in the regional shopping centers including the Village and the Town Center. General Plan Policies and Implementation Programs

The following policy provisions from the General Plan Update address this issue.