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SUPER LOOP TRANSIT PROJECT Final Negative Declaration/ Environmental Initial Study

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SUPER LOOP TRANSIT PROJECT Final Negative Declaration/ Environmental Initial Study SUPER LOOP TRANSIT PROJECT Final Negative Declaration/ Environmental Initial Study AUGUST 2007 401 B Street, Suite 800 • San Diego, CA 92101-4231 • (619) 699-1900 PREFACE This is a Final Negative Declaration (ND), prepared pursuant to the California Environmental Quality Act (CEQA), addressing potential environmental consequences of the implementation of the Super Loop in the City of San Diego. The Draft ND/Initial Study (IS) was circulated for public review from March 20March 19, 2007 to May 15, 2007 (State Clearinghouse No. 2007031104). During the pubic review period, several comments were received from public agencies, organizations and individuals. The comments, along with responses addressing the issues of concern, are provided following this preface. In response to comments received on the Draft ND, minor revisions have been made to the IS. Specifically, Figure 2 has been revised to clarify existing land uses in the project area, and Table 10 has been revised to clarify planned roadway improvements. Revisions to the text are shown in strikeout and underline; if no strikeout or underline is indicated, information remains unchanged. COMMENTS RESPONSES A1. Noise complaints or operational issues associated with the Super Loop should be directed to the Metropolitan Transit System at (619) 231-1466. A1 A2 A2. All potential users of parking are subject to the same, uniform regulations. Outside users are generally prohibited from using on-site (off-street) parking within residential communities. Residential complexes are generally required to supply sufficient parking to meet the needs of residences of communities, such that conflicts regarding on-street spaces are minimized. Control of on-street parking spaces is under the jurisdiction of the City of San Diego. The City of San Diego has several parking regulation options available to regulate the use of on-street parking spaces. RTC-1 COMMENTS RESPONSES A3. As indicated in Issue 16, Utilities and Service Systems, in the Draft Negative Declaration/ Initial Study (ND/IS), trash receptacles would be provided at proposed Super Loop stations. Maintenance and collection of trash at the stations will be provided either by MTS or through A3 a private contractor. A4. SANDAG will meet with Garden Communities to coordinate station design and integration with the La Jolla Crossroads development. The concrete pad provides additional structural A4 reinforcement. The reinforcement is needed because the repetitive “stop and go” of the buses at the station increases the wear and tear on asphalt pavement. A5. The proposed platform location north of Brooke Lane/Judicial Drive intersection is positioned A5 to avoid utility conflicts. A6 A6. SANDAG will meet with Garden Communities to discuss station siting opportunities and constraints. A7. SANDAG will meet with Garden Communities to coordinate the station design and A7 integration with the Costa Verde development. RTC-2 COMMENTS RESPONSES B1. No response required. B1 RTC-3 COMMENTS RESPONSES C1. With implementation of the Super Loop, MTS route 48/49 would no longer be running south on Villa La Jolla Drive, south of Nobel Drive. C1 C2 C2. The noise analysis (Kimley-Horn and Associates 2006) was conducted according to standard practices of Federal Transit Administration (FTA) methodology. The impact analysis was based on noise modeling, using the industry-accepted Transportation Noise Model (TNM). The TNM was calibrated using actual traffic counts taken during the peak noise vehicular traffic period, and noise measurements conducted at noise-sensitive areas adjacent to proposed Super Loop stations. Once the TNM is calibrated, the number of proposed Super Loop buses is added to the existing average daily traffic volume, and future sound levels “with” and “without” the proposed project are calculated. As discussed in Issue 11, Noise, of the Draft ND/IS, noise levels in the project area would increase; however, the increase attributed to the project would not exceed applicable City of San Diego or FTA significance noise criteria. No significant noise impacts would occur according to these established criteria. RTC-4 COMMENTS RESPONSES D1. As stated in the Draft ND/IS, the proposed Super Loop project would not result in potentially significant noise, air quality, or traffic impacts. As discussed in Issue 11, Noise, of the Draft D1 ND/IS, noise levels in the project area would increase; however, the increase attributed to the project would not exceed applicable City of San Diego or Federal Transit Administration (FTA) significance noise criteria. Thus, no significant project or cumulative noise impacts would occur according to these established criteria. Issue 3, Air Quality, in the Draft ND/IS concludes that vehicular emissions associated with Super Loop buses would not violate air quality standards or expose sensitive receptors to harmful quantities of air pollution. As discussed in Issue 15, Transportation/Traffic, of the Draft ND/IS, the project would not significantly impact roadways and intersections in the project area. The Project Description in the Draft ND/IS discusses proposed operations of buses. Buses would have headways (or frequency) of 10 minutes during peak periods (Monday through Friday, from 6:00 a.m. to 9:00 a.m. and 3:00 p.m. to 6:00 p.m.) and 15 minutes during off- peak hours (9:00 a.m. to 3:00 p.m. and 6:00 p.m. to 10:00 p.m.). RTC-5 COMMENTS RESPONSES E1. The noise analysis (Kimley-Horn and Associates 2006) was conducted according to standard practices of Federal Transit Administration (FTA) methodology. The impact analysis was based on noise modeling, using the industry-accepted Transportation Noise Model (TNM). The TNM was calibrated using actual traffic counts taken during the peak noise vehicular E1 traffic period, and noise measurements conducted at noise-sensitive areas adjacent to proposed Super Loop stations. Noise near the vicinity of each proposed station was modeled to account for the noise associated with buses accelerating from a full stop position. Near the proposed Gilman/Villa La Jolla station, the grade of Villa La Jolla Drive and associated noise due to E2 vehicle acceleration and deceleration was factored into the model. As discussed in Issue 11, Noise, of the Draft ND/IS, noise levels in the project area would increase; however, the increase attributed to the project would not exceed applicable City of San Diego or FTA E3 significance noise criteria. No significant noise impacts would occur according to these established criteria. E2. Buses within the MTS fleet are regularly maintained in accordance with manufacturer specifications. Preventative maintenance is performed on the buses. Due to this regular E4 preventative maintenance, noise levels generated by buses would be relatively constant during their time in service. E3. Proposed buses would be fueled by alternative fuels/propulsion systems like compressed natural E5 gas (CNG) or alternative hybrid propulsion technology, which burn substantially cleaner than diesel fuel. Studies conducted by the California Air Resources Board conclude that CNG and hybrid buses emit fewer air quality pollutants (e.g., nitrous oxides and particulate matter) than diesel powered buses. Issue 3, Air Quality, in the Draft ND/IS concludes that vehicular emissions associated with Super Loop buses would not violate air quality standards or expose sensitive receptors to harmful quantities of air pollution. Additionally, one of the goals of the Super Loop project is to increase transit opportunities to reduce automobile trips and their associated emissions. RTC-6 COMMENTS RESPONSES E4. As discussed in Issue 15, Transportation/Traffic, in the Draft ND, the proposed project’s impact on surrounding roadway segments was evaluated in a project-specific traffic analysis (STV/Katz Okitsu and Associates 2006). This analysis evaluated traffic conditions under existing, near-term (year 2010), and buildout (year 2030) conditions at surrounding roadway segments and intersections, including (among others) Villa La Jolla Drive. Specifically, the following roadway segments and intersections along Villa La Jolla Drive were analyzed: • Villa La Jolla Drive, between Nobel Drive and Via Mallorca • Villa La Jolla Drive, between Via Mallorca and Gilman Drive • Villa La Jolla Drive/Nobel Drive • Villa La Jolla Drive/La Jolla Village Square • Villa La Jolla Drive/Via Mallorca • Villa La Jolla Drive/Gilman Drive The traffic analysis concluded that these roadway segments and intersections along Villa La Jolla Drive would operate at acceptable levels of service with the proposed project. No potentially significant traffic impacts were identified. The segment of Villa La Jolla Drive, from Nobel Drive to Gilman Drive, includes four signalized intersections (Villa La Jolla/Nobel, Villa La Jolla/La Jolla Village Square, Villa La Jolla/Via Mallorca, and Villa La Jolla/Gilman) that currently provide protected pedestrian crossing via signalized crosswalks. Upon implementation of the Super Loop project, these four intersections would continue to provide safe pedestrian crossing of Villa La Jolla Drive. No associated traffic hazard impacts would occur. E5. Turning north on Villa La Jolla Drive would eliminate the proposed Super Loop station near the intersection of Gilman Drive and Villa La Jolla Drive. Projection of ridership at the proposed Gilman/Villa La Jolla station shows strong demand. This station would serve residential neighborhoods south of Nobel Drive, which creates this demand. In addition to providing service to these residential neighborhoods, operational analyses comparing the preferred alignment using Villa La Jolla Drive, south of Nobel Drive, to Gilman Drive with alternate alignments using the segment of Villa La Jolla Drive, north of Nobel Drive, show that the proposed Super Loop alignment avoids heavy traffic on Villa La Jolla Drive on the approach to La Jolla Village Drive. Measurements of travel time on the preferred alignment turning south on Villa La Jolla Drive showed a time savings of approximately 1 minute compared to turning north on Villa La Jolla Drive. This time savings benefits all passengers of the Super Loop route. RTC-7 COMMENTS RESPONSES F1.
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