Initial Study
3155 Stevens Creek Subaru Project City File Number: PLN2016-11888 (Rezone), PLN2016-11867 (Tentative Parcel Map), PLN2015-11350 (Use Permit) and CEQ2016-01012
Prepared by the City of Santa Clara
June 2016
In Consultation With:
TABLE OF CONTENTS
Page
SECTION 1.0 INTRODUCTION AND PURPOSE ...... 1
SECTION 2.0 PROJECT INFORMATION ...... 2 2.1 PROJECT TITLE AND FILE NUMBER ...... 2 2.2 PROJECT LOCATION ...... 2 2.3 LEAD AGENCY CONTACT ...... 2 2.4 PROJECT PROPONENT ...... 2 2.5 ASSESSOR’S PARCEL NUMBER ...... 2 2.6 ZONING DISTRICT AND GENERAL PLAN DESIGNATIONS ...... 2
SECTION 3.0 PROJECT DESCRIPTION ...... 6 3.1 PROJECT LOCATION AND SITE CONDITIONS ...... 6 3.1 PROJECT OVERVIEW ...... 6 3.4 USES OF THE INITIAL STUDY ...... 8
SECTION 4.0 ENVIRONMENTAL CHECKLIST AND DISCUSSION OF IMPACTS ...... 11 4.1 AESTHETICS ...... 11 4.2 AGRICULTURAL AND FORSTRY RESOURCES ...... 17 4.3 AIR QUALITY ...... 19 4.4 BIOLOGICAL RESOURCES...... 26 4.5 CULTURAL RESOURCES ...... 29 4.6 GEOLOGY AND SOILS ...... 31 4.7 GREENHOUSE GAS EMISSIONS ...... 36 4.8 HAZARDS AND HAZARDOUS MATERIALS ...... 41 4.9 HYDROLOGY AND WATER QUALITY ...... 48 4.10 LAND USE ...... 54 4.11 MINERAL RESOURCES ...... 57 4.12 NOISE ...... 58 4.13 POPULATION AND HOUSING ...... 65 4.14 PUBLIC SERVICES ...... 67 4.15 RECREATION ...... 70 4.16 TRANSPORTATION ...... 72 4.17 UTILITIES AND SERVICE SYSTEMS ...... 77 4.18 MANDATORY FINDINGS OF SIGNIFICANCE ...... 81
SECTION 5.0 REFERENCES ...... 84 SECTION 6.0 LEAD AGENCY AND CONSULTANTS ...... 86
City of Santa Clara i Initial Study 3155 Stevens Creek Subaru Project June 2016
Page
Figures
Figure 1: Regional Map ...... 3 Figure 2: Vicinity Map ...... 4 Figure 3: Aerial Photograph and Surrounding Land Uses ...... 5 Figure 4: Conceptual Site Plan...... 9 Figure 5: Conceptual Elevations……………………………………………………………….10
Tables
Table 4.3-1: Number of Ambient Air Quality Standards Violations (2013-2015) ...... 19 Table 4.3-2: Estimated Net New Daily Trips ...... 23 Table 4.6-1: Active Faults Near the Project Site ...... 32 Table 4.12-1: Noise and Land Use Compatibility (Ldn & CNEL) ...... 59 Table 4.12-2: Summary of Noise Measurement Data ...... 60 Table 4.16-1: Existing Vehicle Trip Generation ...... 73 Table 4.16-2: Proposed Vehicle Trip Generation ...... 75
Appendices
Appendix A Phase I Environmental Site Assessment Appendix B Environmental Noise Assessment Appendix C Trip Generation Assessment
Please note: Printed copies of this document contain the Appendices on CD on the back page.
City of Santa Clara ii Initial Study 3155 Stevens Creek Subaru Project June 2016
SECTION 1.0 INTRODUCTION AND PURPOSE
This Initial Study of environmental impacts has been prepared to conform to the requirements of the California Environmental Quality Act (CEQA), the CEQA Guidelines (California Code of Regulations 15000 et. seq.), and the regulations and policies of the City of Santa Clara. This Initial Study evaluates the potential environmental impacts which might reasonably be anticipated to result from the construction of an expanded car dealership and service facility on a 1.57-acre project site in the City of Santa Clara.
The City of Santa Clara is the Lead Agency under CEQA and has prepared this Initial Study to address the impacts of implementing the proposed project.
All documents referenced in this Initial Study are available for public review in the office of Planning and Inspection in Santa Clara City Hall, 1500 Warburton Avenue, during normal business hours.
City of Santa Clara 1 Initial Study 3155 Stevens Creek Subaru Project June 2016
SECTION 2.0 PROJECT INFORMATION
2.1 PROJECT TITLE AND FILE NUMBER
3155 Stevens Creek Subaru Project; File No. PLN2016-11888 (Rezone), PLN2016-11867 (Tentative Parcel Map), PLN2015-11350 (Use Permit) and CEQ2016-01012
2.2 PROJECT LOCATION
The project site is located at 3155 Stevens Creek Boulevard [Assessor’s Parcel Numbers (APN) 303- 18-024, -025, -040, -041, and -043], between N. Henry Avenue and Winchester Boulevard, in the City of Santa Clara.
A regional map and a vicinity map of the site are shown on Figures 1 and 2, respectively. An aerial photograph of the project site and the surrounding area is shown on Figure 3.
2.3 LEAD AGENCY CONTACT
Payal Bhagat, Associate Planner City of Santa Clara Department of Planning and Inspection 1500 Warburton Avenue, Santa Clara, CA 95050 Phone: (408) 615-2450 Email: [email protected]
2.4 PROJECT PROPONENT
Ken Rodrigues¸ Design Director Kenneth Rodrigues and Partners, Inc. 445 N. Whisman Road, Suite 200, Mountain View, CA 94043 Phone: (650) 965-0700 Email: [email protected]
2.5 ASSESSOR’S PARCEL NUMBER
303-18-024, -025, -040, -041, and -04
2.6 ZONING DISTRICT AND GENERAL PLAN DESIGNATIONS
Zoning District: Thoroughfare Commercial and Agricultural General Plan Designation: Regional Commercial
City of Santa Clara 2 Initial Study 3155 Stevens Creek Subaru Project June 2016 880 Oakland
San Francisco Milpitas San Francisco Bay Mountain View 237 Fremont
Mountain View Sunnyvale Project Site Pacific Ocean San José
101 Morgan Hill Santa Cruz 680
Monterey Bay
Sunnyvale Santa Clara
82 85 880
San José 280 Project Site 280
101
87 Campbell
85 Saratoga 17
REGIONAL MAP FIGURE 1 Project Site 0 50 200 400 800 Feet Forest Avenue Forest Avenueu
Douglane Avenue Worthington Court North Henry Henry North Avenue
Westridge Drive
Tyler Avenue
Dorcich Street
Winchester Boulevard
Cecil Avenue
Stevens Creek Boulevard Stevens Creek Boulevard
Rosewood Avenue
Cypress Avenue
Ardis Avenue Fenley Avenue South Henry Avenue
Hanson Avenue Hanson Maplewood Avenue Maplewood
Bundy Avenue Spar Avenue Spar Tatum Lane
VICINITY MAP FIGURE 2 Residential Residential
Cecil Avenue South Henry AvenueAvenue
Commercial
Commercial
Stevens Creek Boulevard
Maplewood Avenue Avenue RosRosewood Avenue Commercial Commercial
ewood Avenue
Project Boundary 0 25 100 150 200 Feet
Aerial Source: Google Earth Pro, Mar. 29, 2016. Photo Date: Jan. 2016
AERIAL PHOTOGRAPH AND SURROUNDING LAND USES FIGURE 3
SECTION 3.0 PROJECT DESCRIPTION
3.1 PROJECT LOCATION AND SITE CONDITIONS
The project site (APNs 303-18-024, -025, -040, -041, and -043) is located on the northern side of Stevens Creek Boulevard, between N. Henry Avenue and Winchester Boulevard, in the City of Santa Clara. The approximately 1.57-acre project site is currently used for auto sales and services and is developed with a one-story, approximately 8,000 square feet building, a 6,000 square-foot building, an approximately 1,200 square feet shed, and a surface parking lot. The project site is bounded by an existing Subaru Dealership to the east, Stevens Creek Boulevard to the south, commercial/retail development to the west, and single-family residences across Cecil Avenue to the north.
The project site has a General Plan land use designation of Regional Commercial and is mostly zoned Thoroughfare Commercial, with the exception of 0.28-acres of the site (APN 303-18-041) that is zoned Agricultural. The Regional Commercial land use designation is intended for retail and commercial uses that provide local and regional services. It is intended for commercial developments that serve both Santa Clara residents and the surrounding region. A broad range of retail uses is allowed, including regional shopping centers, local‐serving offices, medical facilities, home improvement/durable goods sales and services, warehouse membership clubs, new and used auto sales and services, and travel‐related services such as hotels, gas stations, restaurants, convention centers, amusement parks and sports venues. The maximum floor-area ratio (FAR) allowed under this designation is 0.60.
The Agricultural zoning district is intended to protect existing agricultural lands, encourage the preservation and retention of the land in its natural state, and to provide an interim zoning for lands newly annexed to the City. The Thoroughfare Commercial district is intended to allow commercial uses that are appropriate to major commercial thoroughfare or highway locations, and are dependent on thoroughfare travel. It is also intended to encourage the development of auto-oriented uses or other uses that are more suitable for individual automobile access than for development within a shopping center.
3.1 PROJECT OVERVIEW
The project proposes to rezone the 0.28-acre portion of the site in the Agricultural zoning district to Thoroughfare Commercial to allow the construction of a new showroom, service facility, and integrated parking structure. All existing buildings and structures on-site would be demolished.
The primary project components are described in the following sections below. A conceptual site plan of the proposed project is shown on Figure 4 and a conceptual elevation figure is shown on Figure 5.
City of Santa Clara 6 Initial Study 3155 Stevens Creek Subaru Project June 2016
3.3.1 Dealership Facility
The project proposes to demolish existing structures on-site to construct a new 145,930 square foot, three-story building that would contain a showroom, service facility, and integrated 100,152-square foot parking structure. The proposed three-story building would reach a maximum height of 40 feet, two inches (40’2”) above grade, and would be setback approximately four feet from the northern property boundary, zero feet from the eastern property boundary, 37 feet from the southern property boundary, and six inches from the western property boundary.
Upon completion of the proposed new Subaru dealership, the existing adjacent Subaru dealership at 3155 Stevens Creek Boulevard would be relocated on the subject project site, and the existing Subaru dealership site would have no functional relationship to the proposed project; although it is anticipated that the property at 3155 Stevens Creek Boulevard would continue to be used for car sales, it would be a separate, unrelated dealership.
3.3.2 Rezoning and Other Approvals
As previously discussed, the proposed development is consistent with the existing General Plan and Zoning Ordinance, with the exception of a 0.28-acre portion of the site zoned Agricultural. The project would require a rezoning of that portion of the site to Thoroughfare Commercial.
The proposed maximum building height of 40 feet, two inches (40’2”) also exceeds the maximum allowable building height of 35 feet stipulated under the Thoroughfare Commercial district in the Zoning Ordinance. However, the Santa Clara City Code gives the Zoning Administrator the discretion to allow a 25 percent increase in the designated development standards of the projects site. Therefore, the proposed building height would require approval by the City’s Zoning Administrator.
In addition, the project requires a Tentative Parcel Map to consolidate the five parcels that comprise the project site, and a use permit to allow the outdoor storage of cars.
3.3.3 Access, Circulation, and Parking
Based on the conceptual site plan (Figure 4), primary vehicular access to the project site is provided via Stevens Creek Boulevard. A driveway and several roll-up doors on the northern building façade provide access to Cecil Avenue; however, the roll-up doors on the northern façade would only be used in cases of emergency, and not for regular operations.
The project proposes to provide a total of 304 parking stalls comprised of 70 service vehicle storage stalls, 203 exterior display stalls, and 18 sales customer stalls. Vehicular parking would be provided on the ground floor, the second level, and the roof level. Existing on-street parking on Cecil Avenue and Stevens Creek Boulevard would remain; no on-street parking spaces would be removed as a result of this project.
Pedestrian access to the project site would be provided via existing sidewalks along the project frontages on Cecil Avenue and Stevens Creek Boulevard. While there are no designated bike lanes in the immediate vicinity of the site, the project proposes to provide 10 bicycle parking spaces on- site.
City of Santa Clara 7 Initial Study 3155 Stevens Creek Subaru Project June 2016
3.3.4 Trees and Landscaping
There are currently no trees located on the project site. Existing landscaping on-site consists of a lawn area along the southern project site boundary on Stevens Creek Boulevard. The project proposes to plant two new trees along Stevens Creek Boulevard, in addition to various shrubs and landscaping. The rear wall fronting Cecil Avenue would also be covered with wall vines to create a ‘green wall’.
3.4 USES OF THE INITIAL STUDY
The Initial Study would provide decision-makers in the City of Santa Clara (the CEQA Lead Agency) and the general public with relevant environmental information to use in considering the project. The approvals that would require discretionary actions by the City would include:
• Rezoning • Use Permit for the outdoor storage and display of cars • Zoning Administration Modification for increase in the overall height of the building • Tentative Parcel Map
City of Santa Clara 8 Initial Study 3155 Stevens Creek Subaru Project June 2016 317' CECIL AVENUE 11' 11' 666 16'-6" 5'-6"
27'227 3' 243'242 5'-6" 6" 1'- 3'-6"
EXISTINGEEXXIXISSTT SUBARU DEALERSHIPDDEE (NO((NNOO WWORK TO BE PERFORMED)PPEE ) N ANAN
5 6"66 5 - HAHHHH '-6 3'-33 RRRR 1 83'-6"838883 EXISTING BUILDING EREE VEVVV (NO WORK TO BE OVERHANGOVOOOOOOV 18'1888' 26'2266'6 18'18' PERFORMED) CK 7' 3 GGGGGG ETBA ' S 9 1 OVERHANG " 6" '- 6 11' 4'44444444444444 6"666
0 10 40 80 Feet STEVENS CREEK BOULEVARD
CONCEPTUAL SITE PLAN FIGURE 4 2' 9'-10" 6'-2" 9’-10” 10'-4" 9'-4" 9’-4” 1'-8" 40'-2" 1’-8” 40’-2” 33'-6" 33’-6” 5'-7" 00' 8' 16' 32' 48' 5’-7” 2’ 18'-0" 18’-0” 6’-2” 10'-9" 10’-9” 10’-4”
WEST ELEVATION - SIDE CREEN (YOUNG VINES) 12'-0" 12’-0” 33'-6" 33’-6” 18'-0" 18’-0” 14'-0" 7'-0"
NORTH ELEVATION - REAR 2' 2’ 9'-10" 9’-10” 10'-4" 40'-2" 1'-8" 1’-8” 40’-2” 16'-4" 14'-0" 16’-4” 10’-4” 14’-0” 10'-0" 10’-0”10’-0”
EAST ELEVATION - SIDE CREEN (ESTABLISHED VINES) 5'-2" 5'-2" 5’-2” 10'-4" 10'-4" 10’-4” 10’-4” 1’-8” 1'-8" 33'-6" 33'-6" 33’-6” 33’-6” 18'-0" 16'-4" 18’-0” 5’-2” 16’-4” 11'-0" 11’-0”
SOUTH ELEVATION - FRONT
CONCEPTUAL ELEVATIONS FIGURE 5
SECTION 4.0 ENVIRONMENTAL CHECKLIST AND DISCUSSION OF IMPACTS
This section describes the existing environmental conditions on and near the project area, as well as environmental impacts associated with the proposed project. The environmental checklist, as recommended in the California Environmental Quality Act (CEQA) Guidelines, identifies environmental impacts that could occur if the proposed project is implemented.
The right-hand column in the checklist lists the source(s) for the answer to each question. The sources cited are identified at the end of this section. Mitigation measures are identified for all significant project impacts. “Mitigation Measures” are measures that will minimize, avoid, or eliminate a significant impact (CEQA Guidelines §15370).
4.1 AESTHETICS
4.1.1 Setting
4.1.1.1 Project Site
The 1.57-acre project site is generally rectangular in shape, with the exception of a small, rectangular cutout in the southwestern corner of the site. The project site is flat and currently developed with an approximately 8,000-square foot, single-story car dealership, a 6,000-square foot, single-story building with commercial/retail uses, an approximately 1,200-square foot shed-like structure, and a surface parking lot. There is also an approximately 35-foot tall monument sign located on-site, adjacent to Stevens Creek Boulevard, that is angled perpendicular to the roadway and visible to both directions of traffic on the roadway. In addition, there is an approximately 70-foot tall flag post with an American flag near the monument sign. The buildings on-site have stucco and glass exteriors and are constructed in a style reminiscent of the late 20th century. With the exception of a small lawn area fronting Stevens Creek Boulevard, there is no landscaping and no trees on-site.
4.1.1.2 Surrounding Visual Character
The project area primarily consists of single-story structures with exteriors and building materials similar to buildings on the project site. To the south of the project site is Stevens Creek Boulevard, a wide, six-lane thoroughfare with a center turn median. Single-story commercial/retail uses are located on the opposite side of Stevens Creek Boulevard. To the west of the site is a single-story commercial development with a glass and stucco façade. To the north of the site is Cecil Avenue, a two-lane street; one- to two-story single-family residences constructed in a range of styles and materials (including wood, stucco, and brick) are located on the opposite side of Cecil Avenue. To the east of the project site is a car dealership building constructed of glass and stucco, approximately 30 feet in height, and a strip mall constructed with stucco, tiles, and concrete materials.
Photos of the project site and surrounding land uses are provided in Photos 1-4 on the following page.
City of Santa Clara 11 Initial Study 3155 Stevens Creek Subaru Project June 2016
Photo 1: View from Cecil Avenue looking west with surrounding commercial development (on the left) and residential uses (on the right).
Photo 2: View of existing development on the project site, from the northwestern
corner of the site looking southeast.
City of Santa Clara 12 Initial Study 3155 Stevens Creek Subaru Project June 2016
Photo 3: View of surrounding commercial development. From the sidewalk on Stevens Creek Boulevard looking west.
Photo 4: View of existing development on project site from the southeastern corner of the site looking northwest.
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4.1.1.3 Scenic Views and Resources
There are many scenic resources in the City of Santa Clara, including the hills and mountains that frame the Santa Clara Valley floor, and the surrounding forests, wetlands, and natural resources. The project site is flat and does not provide views of any scenic vistas. In addition, existing surrounding development obscures most views of distant foothills and mountains.
There are no trees, rock outcroppings or other scenic natural resources on-site. The existing buildings are typical of Stevens Creek Boulevard and are not distinctive architectural specimens that represent significant aesthetic resources. As discussed below, the project site is not near a designated state scenic highway.
4.1.1.4 Applicable Plans, Policies, and Regulations
State Scenic Highway Program
The State Scenic Highways Program was created by the California State Legislature in 1963 and is under the jurisdiction of the California Department of Transportation (Caltrans). The program is intended to protect and enhance the natural scenic beauty of California highways and adjacent corridors through special conservation treatment. The closest state scenic highway is Highway 9. Interstate 280 (I-280) is an eligible state scenic highway in the area; the project site is not visible from I-280.
4.1.2 Environmental Checklist and Discussion of Impacts
AESTHETICS
Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated
Would the project: 1) Have a substantial adverse effect on a 1,2 scenic vista? 2) Substantially damage scenic 1,2 resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? 3) Substantially degrade the existing 1,2 visual character or quality of the site and its surroundings? 4) Create a new source of substantial 1,2 light or glare which would adversely affect day or nighttime views in the area?
City of Santa Clara 14 Initial Study 3155 Stevens Creek Subaru Project June 2016
4.1.2.1 Aesthetic Impacts
Aesthetic values are, by their nature, subjective. Opinions as to what constitutes a degradation of visual character will differ among individuals. One of the best available means for assessing what constitutes a visually acceptable standard for new buildings are the City’s design standards and implementation of those standards through the City’s design process.
Implementation of the project would result in the demolition of all structures on-site and redevelopment of the site with a new car dealership. Development of a three-story, up to 40’2” tall building would result in a visual change compared to existing conditions. Compared to surrounding development, the project site would be developed with a larger and taller structure that would be more visually prominent than existing development on-site. However, the project would be similar in height and mass to the existing car dealership and strip mall to the west. In addition, development of the site would be subject to review by the City’s Architectural Review Committee. The Architectural Review Committee reviews plans prior to building permit approval to ensure that new projects enhance aesthetic appearance, neighborhood compatibility, and the harmonious development of structures and properties. Furthermore, the project would require an additional discretionary approval by the City’s Director of Planning since the proposed building height of 40’2” exceeds the maximum 35-foot allowable building height stipulated for the site under the Thoroughfare Commercial district in the Zoning Ordinance.
The project proposes to plant a green wall on the northern façade (facing residences along Cecil Avenue), and street trees and landscaping along the project’s Stevens Creek Boulevard frontage. Both the green wall and street trees would help visually reduce the apparent mass of the project and improve the aesthetics of the project area. For these reasons, the project would not substantially degrade the existing visual character or quality of the site and its surroundings. (Less Than Significant Impact)
Scenic Vistas and Resources
As discussed above, the site is not located along or visible from a designated state scenic highway or City scenic rural corridor. Views of the foothills and mountains from the project area are obscured by existing development and there are no historic or scenic resources (such as trees, rock outcroppings, or historic buildings) on-site. For these reasons, redevelopment of the site with the proposed project would not have a significant adverse effect on a scenic vista or damage scenic resources. (Less Than Significant Impact)
Light and Glare
The project would include outdoor security lighting on the site, along walkways, driveways, entrance areas, and on the surface parking lot. The outside lighting would be comparable in brightness to the existing lighting from the site and the ambient lighting in the surrounding area. While the height of the building would change, the project would undergo architectural and site design review by Planning staff and the City’s Architectural Committee, prior to issuance of building permits, to ensure that the project would not adversely affect the visual quality of the area or create a substantial new source of light or glare for adjacent businesses and residences. Typical design requirements
City of Santa Clara 15 Initial Study 3155 Stevens Creek Subaru Project June 2016 include directional and/or shielded lights to minimize the brightness and or glare of the lights on light sensitive uses. (Less Than Significant Impact)
Shade and Shadow
In an urban environment, virtually all land uses are subject to shading from adjacent properties to some extent. During the summer, shading may even be desirable. Shade and shadow impacts can occur when a building or other structure substantially reduces natural sunlight on public or private open spaces. The proposed building would be setback substantially from existing development to the south (across Stevens Creek Boulevard) and to the north (across Cecil Avenue). While the proposed project would be taller than existing development on-site, the project would not substantially reduce natural sunlight on public or private open spaces. (Less Than Significant Impact)
4.1.3 Conclusion
Implementation of the proposed project would not result in any significant aesthetic or visual impacts. (Less Than Significant Impact)
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4.2 AGRICULTURAL AND FORSTRY RESOURCES
4.2.1 Setting
The project site is currently developed with an automobile sales and service facility. The site is located in an urban area and is surrounding by urban development, including roadways, residential uses, and commercial/retail uses. The site has a General Plan land use designation of Regional Commercial and is mostly zoned Thoroughfare Commercial, with the exception of 0.28 acres of the site (APN 303-18-041) that is zoned Agricultural, although has not been used for agricultural uses since development of the current car dealership buildings in the 1960s.
The California Department of Conservation manages the Farmland Mapping and Monitoring Program to assess and record how suitable a particular tract of land is for agricultural purposes. In each county, the land is analyzed for soil and irrigation quality and the highest quality land is designated as Prime Farmland. The project site is not designated as Prime Farmland or other farmland, and is not subject of a Williamson Act contract. The site is designated as Urban and Built- Up Land, which is defined as land occupied with a building density of at one unit to 1.5 acres or approximately six structures per 10-acre parcel. Common examples of Urban and Built-Up Land are residential, industrial, commercial purposes, golf courses, landfills, airports, and other utility uses. 1
There is no forest land on or adjacent to the project site.
4.2.2 Environmental Checklist and Discussion of Impacts
AGRICULTURAL AND FOREST RESOURCES Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Convert Prime Farmland, Unique 1,2,4 Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? 2) Conflict with existing zoning for 1,2,4 agricultural use, or a Williamson Act contract?
1 California Department of Conservation. Santa Clara County Important Farmland 2012 Map. 2013.
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AGRICULTURAL AND FOREST RESOURCES Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated 3) Conflict with existing zoning for, 1,2,4 or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g))? 4) Result in a loss of forest land or 1,2 conversion of forest land to non- forest use? 5) Involve other changes in the 1,2 existing environment which, due to their location or nature, could result in conversion of Farmland to non-agricultural use or conversion of forest land to non- forest use?
4.2.2.1 Agricultural and Forest Resources Impacts
While a portion of the site is zoned as Agricultural, the site is not currently not used, nor planned for, agricultural uses. As previously described, the site is surrounded by urban uses and is intended for urban development, consistent with the site’s Regional Commercial General Plan land use designation and Santa Clara County Important Farmland Map. The project site is not part of a Williamson Act contract. The project site is currently used for commercial purposes, and surrounded by urban development and, therefore, its redevelopment would not result in the conversion of agricultural land to non-agricultural uses or forest land to non-forest uses. For these reasons, the proposed project would not impact agricultural and forestry resources. (No Impact)
4.2.3 Conclusion
Implementation of the proposed project would not result in any agricultural or forest impacts. (No Impact)
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4.3 AIR QUALITY
4.3.1 Setting
4.3.1.1 Climate and Topography
The City of Santa Clara is located in the Santa Clara Valley within the San Francisco Bay Area Air Basin. The project area’s proximity to both the Pacific Ocean and the San Francisco Bay has a moderating influence on the climate.
Air quality and the amount of a given pollutant in the atmosphere are determined by the amount of a pollutant released and the atmosphere’s ability to transport and dilute the pollutant. The major determinants of transport and dilution are wind, atmospheric stability, terrain and for photochemical pollutants, sunshine. The Bay Area typically has moderate ventilation, frequent inversions that restrict vertical dilution, and terrain that restricts horizontal dilution. These factors give the Bay Area a relatively high atmospheric potential for pollution.
Pollutants in the air can cause health problems, especially for children, the elderly, and people with heart or lung problems.
4.3.1.2 Regional and Local Criteria Pollutants
Major criteria pollutants include ozone, carbon monoxide, nitrogen dioxide, and suspended particulate matter (PM). These pollutants can have health effects such as respiratory impairment and heart/lung disease symptoms.
The Bay Area Air Quality Management District (BAAQMD) monitors air quality at several locations within the San Francisco Bay Air Basin. As shown in Table 4.3-1, violations of State and Federal standards at the downtown San José monitoring station (the nearest monitoring station to the project site) during the 2013-2015 period (the most recent years for which data is available) include high 2 levels of ozone, PM10, and PM2.5. Violations of carbon monoxide (CO) standards have not been recorded since 1992. 3
Table 4.3-1: Number of Ambient Air Quality Standards Violations (2013-2015)
Days Exceeding Standard Pollutant Standard 2013 2014 2015 SAN JOSÉ STATION State 1-hour 1 0 0 Ozone Federal 8-hour 1 0 0 Federal 8-hour 0 0 0 Carbon Monoxide State 8-hour 0 0 0
2 PM refers to Particulate Matter. Particulate matter is referred to by size (i.e., 10 or 2.5 micrometers) because the size of particles is directly linked to their potential for causing health problems. 3 Bay Area Air Quality Management District. Annual Bay Area Air Quality Summaries. Accessed April 13, 2016. Available at: http://www.baaqmd.gov/about-air-quality/air-quality-summaries
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Table 4.3-1: Number of Ambient Air Quality Standards Violations (2013-2015)
Nitrogen Dioxide State 1-hour 0 0 0 Federal 24-hour 0 0 0 PM10 State 24-hour 5 1 1 PM2.5 Federal 24-hour 6 2 2
The pollutants known to exceed the State and Federal standards in the project area are regional pollutants. PM10, and PM2.5 are all considered regional pollutants because the concentrations are not determined by proximity to individual sources, but rather show a relative uniformity over a region.
The Bay Area as a whole does not meet State or Federal ambient air quality standards for ground level O3 or State standards for PM10, and PM2.5. Based on air quality monitoring data, the California Air Resources Board (CARB) has designated Santa Clara County as a “nonattainment area” for O3 and PM10 under the California Clean Air Act. The County is either in attainment or unclassified for other pollutants.
4.3.1.3 Local Community Risks/Toxic Air Contaminants and Fine Particulate Matter
The Federal Clean Air Act defines Hazardous Air Pollutants (HAPs) as air contaminants identified by the U.S. EPA as known or suspected to cause cancer, serious illness, birth defects, or death. In California, Toxic Air Contaminants (TACs) include all HAPs, plus other contaminants identified by CARB are known to cause morbidity or mortality (cancer risk). TACs are found in ambient air, especially in urban areas, and are caused by industry, agriculture, fuel combustion, and commercial operations (e.g., dry cleaners). TACs are typically found in low concentrations, even near their source (e.g., benzene near a freeway). Because chronic exposure can result in adverse health effects, TACs are regulated at the regional, State, and Federal level. Unlike other emissions, TACs are measured based on the risk to human health rather than a set emission standard.
Diesel exhaust, a mixture of gases, vapors, and fine particles, is the predominant TAC in urban air and is estimated to represent about two-thirds of the cancer risk from TACs (based on the statewide average). Diesel particulate matter (DPM) is of particular concern since it can be distributed over large regions, thus leading to widespread public exposure. CARB has adopted and implemented a number of regulations for stationary and mobile sources to reduce emissions of DPM. Several of these regulatory programs affect medium and heavy duty diesel trucks. These trucks represent the bulk of DPM emissions from California highways and include the solid waste collection vehicles, public and utility fleets, and the heavy-duty diesel truck and buses.
Fine Particulate Matter (PM2.5) is a complex mixture of substances that includes elements such as carbon and metal; compounds such as nitrates, organics, and sulfate; and complex mixtures such as diesel exhaust and wood smoke. Long-term and short-term exposure to PM2.5 can cause a wide range of health effects. Common stationary source types of TACs and PM2.5 include gasoline stations, dry cleaners, and diesel backup generators which are subject to permit requirements. The other, often more significant, common source is motor vehicles on freeways and roads.
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4.3.1.4 Sensitive Receptors
BAAQMD defines sensitive receptors as facilities where population groups that are particularly sensitive to the effects of air pollutants (i.e., children, the elderly, and people with illnesses) are likely to be located. Examples include schools, hospitals, and residential areas. The closest sensitive receptors are single-family residences located north of the site, across Cecil Avenue. Additional single-family residences are located south of the project site, south of the commercial uses across Stevens Creek Boulevard.
4.3.2 Environmental Checklist and Discussion of Impacts
AIR QUALITY Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Conflict with or obstruct 1,2 implementation of the applicable air quality plan? 2) Violate any air quality standard or 1,2,5 contribute substantially to an existing or projected air quality violation? 3) Result in a cumulatively 1,2,5 considerable net increase of any criteria pollutant for which the project region is classified as 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 1,2 substantial pollutant concentrations? 5) Create objectionable odors affecting a 1,2 substantial number of people?
4.3.2.1 Air Quality Impacts
As discussed in CEQA Guidelines Section 15064(b), the determination of whether a project may have a significant effect on the environment calls for careful judgment on the part of the Lead Agency and must be based to the extent possible on scientific and factual data. The City of Santa Clara and other Lead Agencies in the San Francisco Bay Area Air Basin often utilize the thresholds and methodology for assessing air emissions and/or health effects adopted by BAAQMD based upon the scientific and other factual data prepared by BAAQMD in developing those thresholds.
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4.3.2.2 Bay Area 2010 Clean Air Plan
The most recent clean air plan is the Bay Area 2010 Clean Air Plan (2010 CAP) that was adopted by BAAQMD in September 2010. This plan addresses air quality impacts with respect to obtaining ambient air quality standards for non-attainment pollutants (i.e., O3, PM10 and PM2.5), reducing exposure of sensitive receptors to TACs, and reducing greenhouse gas (GHG) emissions such that the region can meet AB 32 goals of reducing emissions to 1990 levels by 2020.
The 2010 CAP includes about 55 control measures that are intended to reduce air pollutant emissions in the Bay Area either directly or indirectly. The control measures are divided into five categories that include:
• Measures to reduce stationary and area sources; • Mobile source measures; • Transportation control measures; • Land use and local impact measures; and • Energy and climate measures
The consistency of the proposed project was evaluated with respect to each set of control measures. Since the project would not be a stationary or area source of emissions, measures related to the first two categories do not apply. The proposed project is not a major employment center and, as described in Section 4.16 Transportation, would not generate a substantial number of net new trips. As a result, the City of Santa Clara has determined that the project would not be required to implement a Transportation Demand Management Program to reduce vehicle trips for employees. The proposed project would support the applicable energy and climate measures of the 2010 CAP because it would meet the energy efficiency requirements set forth in Title 24 of the California Building Code and would plant trees and landscaping on the site consistent with City of Santa Clara requirements.
Because the project would support the applicable 2010 CAP measures and would not result in a significant and unavoidable air quality impact (described below), it would not conflict with or impede the implementation of the 2010 CAP. (Less Than Significant Impact)
4.3.2.3 Operational Impacts to Regional and Local Air Quality
Operational Emissions
The project proposes to redevelop an existing automobile service and sales facility with an expanded automobile service and sales facility. Operational emissions would be generated primarily from automobile trips to and from the project site. Fehr & Peers estimated the net new daily trips for the project site using the Institute of Transportation Engineer’s Trip Generation Manual (9th Edition). Table 4.3-2 on the following page summarizes the estimated net new daily trips from the proposed project.
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Table 4.3-2: Estimated Net New Daily Trips
PM Trips Daily Trips Total New Trips (Subaru Dealership) 88 1,090 Total Existing Trips (Existing Site) 18 290 Net New Trips with Subaru Dealership 70 800
The project would therefore generate approximately 800 net new daily vehicle trips, while the BAAMQD screening levels used to identify whether a project would generate significant criteria air pollutants are based on 4,000 average daily trips; for this reason, the proposed project is well below the number of net new daily trips that would result in significant criteria air pollutant emissions.
While the proposed project would be larger in size compared to existing development on-site, no new uses, generators, or equipment that would be a substantial source of emissions are proposed. In addition, as previously discussed, the project would not generate a significant number of new traffic trips. For these reasons, the project will have a less than significant operational air quality impact. (Less Than Significant Impact)
Carbon Monoxide Emissions
Carbon monoxide (CO) emissions from traffic generated by the project would be the pollutant of greatest concern at the local level. Congested intersections with a large volume of traffic have the greatest potential to cause high localized concentrations of CO. BAAQMD screening criteria indicate that a project would have a less than significant impact to CO levels if project traffic would not increase traffic levels at any affected intersection to more than 44,000 vehicles per hour. As discussed in Section 4.16 Transportation, the project would result in a net increase of approximately 70 PM peak hour trips (and 58 AM peak hour trips) and would not cause any intersections to exceed 44,000 vehicles per hour. Therefore, the project would not result in significant CO impacts. (Less Than Significant Impact)
Community Risk Impacts
BAAQMD identified thresholds of significance used by the City of Santa Clara for local community risk and hazard impacts that apply to the siting of a new source of TAC emissions. BAAQMD recommends using a 1,000 foot screening radius around a project site for the purpose of identifying community health risk from siting a new source of TACs.
Operation of the proposed project would not introduce any new sources of TACs (i.e. diesel generators) to the project area. As a result, operation of the proposed project will not adversely impact the health of nearby sensitive receptors. (Less Than Significant Impact)
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4.3.2.4 Construction Impacts
Community Risk Impacts
Emissions from construction vehicles are a primary concern due to release of diesel particulate matter, organic TACs, and PM2.5, which is a regulated air pollutant. In addition, construction of the proposed project would include the demolition of existing development and paving on the site. The generation of dust and other particulate matter could temporarily impact nearby land uses. The nearest sensitive receptors are located approximately 50 feet from the site’s northern property line. Due to the proximity of the project site and sensitive receptors to the north, construction of the project could result in potential health risk impacts to nearby sensitive receptors.
Impact AIR-1: Construction activities would generate dust and other particulate matter that could impact workers on adjacent properties and nearby sensitive receptors. (Significant Impact)
Mitigation Measures: The following measures will be implemented during construction activities to reduce air quality impacts to a less than significant level.
MM AIR 1.1: All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day.
MM AIR 1.2: All haul trucks transporting soil, sand, or other loose material off-site shall be covered.
MM AIR 1.3: All visible mud or dirt track-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping is prohibited.
MM AIR 1.4: All vehicle speeds on unpaved roads shall be limited to 15 mph.
MM AIR 1.5: All roadways, driveways, and sidewalks to be paved shall be completed as soon as possible. Building pads shall be laid as soon as possible after grading unless seeding or soil binders are used.
MM AIR 1.6: Idling times shall be minimized either by shutting equipment off when not in use or reducing the maximum idling time to five minutes (as required by the California Airborne Toxics Control Measure Title 13, Section 2485 of California Code of Regulations [CCR]). Clear signage shall be provided for construction workers at all access points.
MM AIR 1.7: All construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications. All equipment shall be checked by a certified mechanic and determined to be running in proper condition prior to operation.
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MM AIR 1.8: Post a publicly visible sign with the telephone number and person to contact at the construction firm regarding dust complaints.4 This person shall respond and take corrective action within 48 hours. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations.
With implementation of these measures, the proposed project would have a less than significant temporary construction air quality impact. (Less Than Significant Impact With Mitigation)
Odors
Project construction would generate localized emissions of diesel exhaust during equipment operation and truck activity. These emissions may be noticeable from time to time by adjacent receptors. Odors would, however, be localized and temporary and are not likely to affect people off- site. Operation of the proposed project would not generate significant odors. (Less Than Significant Impact)
4.3.3 Conclusion
Implementation of the proposed project, with the incorporation of the identified mitigation measures, would result in less than significant air quality impacts. (Less than Significant Impact with Mitigation)
4 The City has chosen to make the construction firm responsible for taking dust complaints because the construction firm can have personnel available when City staff are not. While the construction firm will be the first point of contact for any dust complaints, the City will retain complete oversight of construction activities and ensure compliance with all mitigation measures.
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4.4 BIOLOGICAL RESOURCES
4.4.1 Background
Biological resources include plants and animals and the habitats that support them. Individual plant and animal species that are identified as rare, threatened, or endangered under the State and/or Federal Endangered Species Act, and the natural communities of habitats that support them, are of particular concern. Sensitive natural communities (e.g., wetlands, riparian woodlands, and oak woodland) that are critical to wildlife or ecosystem function are also important biological resources.
The avoidance and mitigation of significant impacts to biological resources under CEQA is consistent with and complimentary to various Federal, State, and local laws and regulations that are designed to protect these resources. These regulations often mandate that project sponsors obtain permits that include measures to avoid and/or mitigate impacts required as permit conditions, prior to the commencement of development activities.
4.4.2 Existing Setting
The project site is located in a developed urban area of the City of Santa Clara. There are no waterways, wetlands, or other sensitive habitats located on or adjacent to the project site.
Vegetation on the project site consists of a lawn area on the project’s Stevens Creek Boulevard frontage. There are no trees on the project site. However, there are trees and other landscaping (e.g., bushes) located just east of the project site, on the adjacent property, along Cecil Avenue. Habitats in developed areas such as the project area are extremely low in species diversity and include predominantly urban adapted birds and animals. Due to a lack of habitat, there are no sensitive habitats or special status plant or animal species on-site.
4.4.2 Environmental Checklist and Discussion of Impacts
BIOLOGICAL RESOURCES Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Have a substantial adverse effect, 1 either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or US Fish and Wildlife Service?
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BIOLOGICAL RESOURCES Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 2) Have a substantial adverse effect on 1 any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations, or by the California Department of Fish and Game or US Fish and Wildlife Service? 3) Have a substantial adverse effect on 1 Federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? 4) Interfere substantially with the 1 movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, impede the use of native wildlife nursery sites? 5) Conflict with any local policies or 1 ordinances protecting biological resources, such as a tree preservation policy or ordinance? 6) Conflict with the provisions of an 1 adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan?
4.4.2.1 Biological Resources Impacts
Due to the history of development in the project area, no natural or sensitive habitats are present on the project site. As a result, no substantial impacts to natural plant communities or habitats would occur as a result of the project. However, rock dove pigeons were observed utilizing portions of the building exterior and façade. Rock dove pigeons, which are protected under the Federal Migratory Bird Treaty Act (MBTA) and Fish and Game Code Sections 3503, 3503.5, and 2800, may be nesting on-site.
Construction disturbance during the breeding season could result in the incidental loss of fertile eggs or nestlings, or otherwise lead to nest abandonment. Disturbance that causes abandonment and/or loss of reproductive effort is considered a taking by the California Department of Fish and Wildlife (CDFW). Any loss of fertile eggs, nesting raptors, or any activities resulting in nest abandonment
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would constitute a significant impact. Construction activities such as demolition and site grading that disturb a nesting bird or raptor on-site or immediately adjacent to the construction zone would constitute a significant impact.
Impact BIO-1: Implementation of the proposed project could adversely impact nesting birds or raptors on the project site. (Significant Impact)
Mitigation Measures: The project shall comply with federal and state regulations and protocol, and implement the following mitigation measure to reduce impacts to nesting birds or raptors to a less than significant level.
MM BIO-1.1: Construction shall be scheduled to avoid the nesting season to the extent feasible. The nesting season for most birds, including most raptors, in the San Francisco Bay area extends from February 1 through August 31.
If it is not possible to schedule construction and tree removal between September and January, then pre-construction surveys for nesting birds shall be completed by a qualified ornithologist to ensure that no nests shall be disturbed during project implementation. This survey shall be completed no more than 14 days prior to the initiation of grading, tree removal, or other demolition or construction activities during the early part of the breeding season (February through April) and no more than 30 days prior to the initiation of these activities during the late part of the breeding season (May through August).
During this survey, the ornithologist shall inspect all trees and other possible nesting habitats within and immediately adjacent to the construction area for nests. If an active nest is found sufficiently close to work areas to be disturbed by construction, the ornithologist, in consultation with CDFW, shall determine the extent of a construction-free buffer zone to be established around the nest, typically 250 feet, to ensure that nests of bird species protected by the MBTA or State Code shall not be disturbed during project construction.
A final report of nesting birds, including any protection measures, shall be submitted to the Director of Community Development prior to the start of grading or tree removal.
The project, with the implementation of MM BIO-1.1, would result in less than significant impacts to nesting birds or raptors. The project would not require removal of any trees on-site.
The project site is not within any protected conservation plan area, such as the Habitat Conservation Plan, Natural Community Conservation Plan, or other official local, regional, or State habitat conservation plan. (Less Than Significant Impact)
4.4.3 Conclusion
Implementation of the proposed project would not result in substantial impacts to biological resources. (Less Than Significant Impact with Mitigation Incorporated)
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4.5 CULTURAL RESOURCES
4.5.1 Setting
4.5.1.1 Prehistoric Resources
Native Americans occupied Santa Clara Valley and the greater Bay Area for more than 1,000 years. The exact time period of the Ohlone (originally referred to as Costanoan) migration into the Bay Area is debated by scholars. Dates of the migration range between 3000 B.C. and 500 A.D. Regardless of the actual time frame of their initial occupation of the Bay Area and, in particular, Santa Clara Valley, it is known that the Ohlone had a well-established population of approximately 7,000 to 11,000 people with a territory that ranged from the San Francisco Peninsula and the East Bay south through the Santa Clara Valley and down to Monterey and San Juan Bautista.
The Ohlone lived in small villages referred to as tribelets. Each tribelet occupied a permanent primary habitation site and also had smaller resource procurement camps. The Ohlone, who were hunter/gatherers, traveled between their various village sites to take advantage of seasonal food resources (both plants and animals). During winter months, tribelets would merge to share food stores and engage in ceremonial activities.
4.5.1.2 Historic Subsurface Resources
There is no recorded evidence of subsurface historic resources on the site and the site is not located in an archaeologically sensitive area.5
4.5.1.3 Aboveground Historic Buildings
The commercial buildings on-site were constructed sometime in the early 1960’s.6 While the buildings on-site are more than 50 years old, the building have not been identified by the City of Santa Clara as architecturally or historically significant. There are no designated historic structures adjacent to or near the project site.
4.5.1.4 Paleontological Resources
Paleontological resources are the fossilized remains of organisms from prehistoric environments found in a geologic strata. The project site is underlain by Holocene (basin) soil deposits.7 Geologic units of Holocene age are generally not considered sensitive for paleontological resources because biological remains younger than 10,000 years are not usually considered fossils. These sediments have low potential to yield fossil resources or to contain significant nonrenewable paleontological resources.
5 City of Santa Clara. Integrated Final Environmental Impact Report: City of Santa Clara Draft 2010-2035 General Plan. January 2011. 6 The age of the building was ascertained using the data available from: City of Santa Clara. Smart Permit Information System. Accessed June April 1, 2016. Available at: http://santaclaraca.gov/index.aspx?page=1015 7 Albion Environmental, Inc. Cultural Resources Sensitivity of the City of Santa Clara. May 2010.
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4.5.2 Environmental Checklist and Discussion of Impacts
CULTURAL RESOURCES Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Cause a substantial adverse change in 1,2 the significance of an historical resource as defined in §15064.5? 2) Cause a substantial adverse change in 1,2,7 the significance of an archaeological resource as defined in §15064.5? 3) Directly or indirectly destroy a 1,2,7 unique paleontological resource or site, or unique geologic feature? 4) Disturb any human remains, 1,2 including those interred outside of formal cemeteries?
4.5.2.1 Impacts to Cultural Resources
Subsurface Resources
The project site is located in an urban area that has been extensively developed. There are no recorded archaeological resources on the site and the site is not located in an archaeologically sensitive area. Previous development and excavation on the site did not uncover any archaeological resources, and the proposed project does not propose extensive excavation activities. For these reasons, it is unlikely that implementation of the proposed project would impact unknown, buried archaeological resources. There are no known tribal cultural resources in the project vicinity, and no Native American tribes have requested consultation under AB52 in connection with the project. (Less Than Significant Impact)
Historic Resources
There are no historic structures on or immediately adjacent to the project site. Therefore, implementation of the proposed project would have no impact on any designated historic structures. (Less Than Significant Impact)
4.5.3 Conclusion
Implementation of the proposed project would have a less than significant impact on cultural resources. (Less Than Significant Impact)
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4.6 GEOLOGY AND SOILS
4.6.1 Setting
4.6.1.1 Geology and Soils
The project site is located in the Santa Clara Valley, a relatively flat alluvial basin, bounded by the Santa Cruz Mountains to the southwest and west, the Diablo Mountain Range to the east, and the San Francisco Bay to the north.
Based on the United States Department of Agriculture’s Web Soil Survey, the project site is underlain by Urbanland-Campbell complex soil. The upper layers are silty clay loam and silt loam, and the lower layers (down to 80 feet below the ground surface) are comprised of alternating layers of silty clay loam and silty clay.8 While the upper layers of soil (down to approximately 24 feet below ground surface) have a low expansion potential, the deeper layers have a moderate to high expansion potential.9
There are no unique geologic features on or adjacent to the project site. Due to the flat topography of the project site, the potential for erosion or landslide on or adjacent to the site is low. Historical groundwater depth in the project area is estimated to be approximately 50 feet below ground surface.10
4.6.1.2 Seismicity
The San Francisco Bay Area is classified as Zone 4 for seismic activity, the most seismically-active region in the United States. Strong ground shaking can, therefore, be expected at the site during moderate to severe earthquakes in the general region. The significant earthquakes that occur in the Bay Area are generally associated with crustal movement along well defined active fault zones of the San Andreas Fault System, which regionally trends in a northwesterly direction.
The site is not located within a designated Alquist-Priolo Earthquake Fault Zone or in a Santa Clara County Fault Hazard Zone and no active faults have been mapped on-site. 11, 12 Therefore, the risk of fault rupture at the site is low. Faults in the region are, however, capable of generating earthquakes of magnitude 7.0 or higher and strong to very strong ground shaking would be expected to occur at the project site during a major earthquake on one of the nearby faults. Active faults near the project site are shown in Table 4.6-1 on the following page.
8 U.S. Department of Agriculture. Web Soil Survey: Engineering Properties. Accessed April 1, 2016. Available at:
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Table 4.6-1: Active Faults Near the Project Site
Fault Distance from Site Calaveras 10.5 miles NE Hayward 8.5 miles NE Monte Vista – Shannon 4.3 miles SW San Andreas 6.1 miles W
4.6.1.3 Liquefaction and Lateral Spreading
Liquefaction
Liquefaction is the result of seismic activity and is characterized by the transformation of loose, water-saturated soils from a solid state to a liquid state during ground shaking. There are many variables that contribute to liquefaction, including the age of the soil, soil type, soil cohesion, soil density, and depth to ground water. The proposed project site is not located within a Liquefaction Hazard Zone.13
Lateral Spreading
Lateral spreading is a type of ground failure related to liquefaction. It consists of the horizontal displacement of flat-lying alluvial material toward an open area, such as the steep bank of a stream channel. The project site is flat and there are no stream channels on or adjacent to the site that would be subject to lateral spreading. Therefore, the potential for lateral spreading on the project site is low.
13 County of Santa Clara. County Geologic Hazards Zones – Maps: Map 19. 2012.
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4.6.2 Environmental Checklist and Discussion of Impacts
GEOLOGY AND SOILS Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: a) Rupture of a known earthquake 1,2,8,9
fault, as described on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? (Refer to Division of Mines and Geology Special Publication 42.) b) Strong seismic ground shaking? 1 c) Seismic-related ground failure, 9 including liquefaction? d) Landslides? 9 2) Result in substantial soil erosion or 1,2 the loss of topsoil? 3) Be located on a geologic unit or soil 1 that is unstable, or that will become unstable as a result of the project, and potentially result in on- or off- site landslide, lateral spreading, subsidence, liquefaction or collapse? 4) Be located on expansive soil, as 1 defined in Table 18-1-B of the Uniform Building Code (1994), creating substantial risks to life or property? 5) Have soils incapable of adequately 1 supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater?
The project site is located within an urbanized area of Santa Clara where sewers are available to dispose of wastewater from the project site. Therefore septic tanks are not proposed and are not discussed further.
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4.6.2.1 Geology and Soil Impacts
The project site and surrounding areas are flat and there are no waterways in the vicinity. Therefore, the project would not be exposed to landslide or erosion related hazards. As previously discussed, the project site is not located in a liquefaction hazard zone.
While shallow soils on-site have a low expansion potential, soils at depth have a moderate to high expansion potential. The presence of expansive soils could potentially damage future buildings and improvements on the project site, unless appropriate engineering techniques are implemented into grading and foundation designs. In addition, the project site would be subject to strong ground shaking during regional seismic activity.
Impact GEO-1: The project site is located in a seismically active region and, as a result, strong ground shaking would be expected to occur during the useful life of the proposed project. Furthermore, expansive soils on-site could damage future development on the project site. (Significant Impact)
Mitigation Measures: The following measures shall be included in the project to reduce potential impacts associated with seismic ground shaking and expansive soils to a less than significant level.
MM GEO-1.1: The project would be designed and constructed in accordance with the current California Building Code, which contains the regulations that govern the construction of structures in California.
MM GEO-1.2: The project shall submit a project-specific geotechnical engineering study to the City of Santa Clara Department of Planning and Inspection for review and approval prior to the issuance of building permits. The project shall comply with a specific design measures of the geotechnical report to ensure building integrity in the event of seismic activity and possible liquefaction and/or lateral spreading.
4.6.2.2 Construction Impacts
Construction activities, including excavation and grading, could temporarily increase sedimentation and erosion by exposing on-site soils to wind and stormwater runoff.
Impact GEO-2: Implementation of the proposed project could increase erosion and sedimentation until construction is complete and new vegetation is established. (Significant Impact)
Mitigation Measures: The following measures shall be included in the project to reduce construction-related erosion impacts to a less than significant level.
MM GEO-2.1: All excavation and grading work will be scheduled in dry weather months, or construction sites will be weatherized to withstand or avoid erosion.
MM GEO-2.2: Stockpiles and excavated soils will be covered with secured tarps or plastic sheeting.
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MM GEO-2.3: Vegetation in disturbed areas will be replanted as quickly as possible.
4.6.3 Conclusion
Implementation of the proposed project would not expose people or property to significant impacts associated with geologic or seismic conditions. (Less Than Significant Impact with Mitigation Incorporated)
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4.7 GREENHOUSE GAS EMISSIONS
4.7.1 Setting
Unlike emissions of criteria and toxic air pollutants, which have local or regional impacts, emissions of Greenhouse Gases (GHGs) have a broader, global impact. Global warming associated with the “greenhouse effect” is a process whereby GHGs accumulating in the atmosphere contribute to an increase in the temperature of the earth’s atmosphere. The principal GHGs contributing to global warming and associated climate change are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and fluorinated compounds. Emissions of GHGs contributing to global climate change are attributable in large part to human activities associated with the transportation, industrial/ manufacturing, utility, residential, commercial, and agricultural sectors.
4.7.1.1 Existing On-Site GHG Emissions
The project site is developed with an automobile service and sales facility and a vacant commercial/retail building. GHG emissions are generated by traffic trips from customers and employees traveling to and from the site, as well as from the operation of the existing building.
4.7.2 Regulatory Background
4.7.2.1 State of California
Executive Order S-3-05
In June 2005, Governor Schwarzenegger issued Executive Order S-3-05, which identified CalEPA as the lead coordinating State agency for establishing GHG emission reduction targets in California. A “Climate Action Team,” a multi-agency group was set up to implement Executive Order S-3-05. Under this order, the State plans to reduce GHG emissions to 80 percent below 1990 levels by 2050.
Assembly Bill (AB) 32
California Assembly Bill (AB) 32, the California Global Warming Solutions Act, was signed into law in September 2006. With the passage of AB 32, the State of California made a commitment to reduce GHG emissions to 1990 levels by 2020, which represents about a 30 percent decrease over current levels. CARB’s Discrete Early Actions include maximizing energy efficient building and appliance standards, pursuing additional efficiency efforts, including new technologies and new policy and implementation mechanisms, and pursuing comparable investment in energy efficiency by all retail providers of electricity in California (including both investor-owned and publicly-owned utilities). In December 2008, CARB approved the Climate Change Scoping Plan, which proposes a comprehensive set of actions designed to reduce California’s dependence on oil, diversify energy sources, save energy, and enhance public health, among other goals.
On May 22, 2014, CARB adopted an updated Scoping Plan document. The 2014 update defines CARB’s climate change priorities for the next five years and lay the groundwork to start the transition to the post-2020 goals set forth in Executive Order S-3-05 and B-16-2012.14 The 2014
14 Executive Order B-16-2012, issued by Governor Brown in March 2012, calls for expanded infrastructure to support zero emission vehicles and sets benchmarks for future state fleet vehicle purchases of zero emission vehicles. The executive order is available online at: http://gov.ca.gov/news.php?id=17472
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update highlights California’s progress toward meeting the near-term 2020 GHG reduction goals defined in the 2008 Scoping Plan and evaluates how to align the State’s longer-term GHG reduction strategies with other State policy priorities such as for water, waste, natural resources, agriculture, clean energy, transportation, and land use.
4.7.2.2 Local and Regional
2010 Bay Area Clean Air Plan
The Bay Area 2010 Clean Air Plan (2010 CAP) is a multi-pollutant plan that addresses GHG emissions along with other air emissions in the San Francisco Bay Area Air Basin. One of the key objectives in the 2010 CAP is climate protection. The 2010 CAP includes emission control measures in five categories: Stationary Source Measures, Mobile Source Measures, Transportation Control Measures, Land Use and Local Impact Measures, and Energy and Climate Measures. Consistency of a project with current control measures is determined by its consistency with the 2010 CAP. The current 2010 CAP also includes performance objectives, consistent with the State’s climate protection goals under AB 32 and SB 375, designed to reduce emissions of GHGs to 1990 levels by 2020 and 40 percent below 1990 levels by 2035.
City of Santa Clara General Plan
The Santa Clara 2010-2035 General Plan includes policies that address the reduction of GHG emissions during the planning horizon of the General Plan. Goals and policies that address sustainability (see Appendix 8.13: Sustainability Goals and Policies Matrix in the General Plan) are aimed at reducing the City’s contribution to GHG emissions. As described below, a comprehensive GHG emissions reduction strategy for the City is also included in the General Plan.
Climate Action Plan
The City of Santa Clara has a comprehensive GHG emissions reduction strategy (Climate Action Plan) to achieve its fair share of statewide emissions reductions for the 2020 timeframe consistent with AB 32, the Global Warming Solutions Act. The Climate Action Plan (2013 CAP) was adopted on December 3, 2013 and is a component of the General Plan. The City of Santa Clara CAP specifies the strategies and measures to be taken for a number of focus areas (coal-free and large renewables, energy efficiency, water conservation, transportation and land use, waste reduction, etc.) citywide to achieve the overall emission reduction target, and includes an adaptive management process that can incorporate new technology and respond when goals are not being met.
A key reduction measure that is being undertaken by the City of Santa Clara under the 2013 CAP is in the Coal-Free and Large Renewables focus area. The City of Santa Clara operates Silicon Valley Power (SVP), a publicly owned utility that provides electricity for the community of Santa Clara, including the project site. Since nearly half (48 percent) of Santa Clara’s GHG emissions result from electricity use, removing GHG-intensive sources of electricity generation (such as coal) is a major focus area in the 2013 CAP for achieving the City’s GHG reduction goals. This measure is being undertaken by SVP.
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CEQA clearance for all discretionary development proposals are required to address the consistency of individual projects with reduction measures in the 2013 CAP and goals and policies in the General Plan designed to reduce GHG emissions. Compliance with appropriate measures in the 2013 CAP would ensure an individual project’s consistency with an adopted GHG reduction plan. Projects that are consistent with the 2013 CAP would have a less than significant impact related to GHG emissions.
4.7.2 Environmental Checklist and Discussion of Impacts
GREENHOUSE GAS EMISSIONS
Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Generate greenhouse gas 1,2 emissions, either directly or indirectly, that may have a significant impact on the environment? 2) Conflict with an applicable plan, 1,2 policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
4.7.3.1 Overview of GHG Emissions Impacts
Worldwide GHG emissions contribute, on a cumulative basis, to the significant adverse environmental impacts of global climate change. No single land use project could generate sufficient GHG emissions on its own to noticeably change the global average temperature. The combination of GHG emissions from past, present, and future projects in Santa Clara, the entire State of California, and across the nation and around the world, contribute cumulatively to the phenomenon of global climate change and its associated environmental impacts.
Per the CEQA Guidelines Section 15064 (b), a Lead Agency may analyze and mitigate significant GHG emissions in a plan for the reduction of GHG emissions that has been adopted in a public process following environmental review. The City of Santa Clara adopted its 2013 CAP (a GHG reduction strategy) in 2013, in conformance with its most recent General Plan Update. The City’s projected emissions and the 2013 CAP are consistent with measures necessary to meet statewide 2020 goals established by AB 32 and addressed in the Climate Change Scoping Plan. Therefore, the threshold for whether a development project in the City of Santa Clara would generate significant GHG is whether or not the project conforms to the applicable reduction measures in the City’s 2013 CAP and whether the project is consistent with the site’s General Plan land use designation.
The proposed project would result in GHG emissions during the construction and operation of the project. The GHG emissions from the project would include:
• Construction emissions; • Emission from the manufacture and transport of building materials;
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• Mobile emissions (e.g., emissions from combustion of fossil fuels for vehicle trips to and from the site); and • Operational emissions.
4.7.3.2 Construction GHG Emissions
Demolition of the existing development, grading of the site, and construction of the project would involve GHG emissions associated with the operation of heavy equipment, vehicles, and manufacturing of materials used to construct the project.
Per General Plan Policy 5.10.3-P3, the project would reduce energy consumption through sustainable construction practices such as salvaging and recycling discarded building materials (i.e., existing hardscape and remnant materials from construction) in order to reduce the amount of demolition and construction waste going to the landfill. The project site is an infill site located in an urbanized area in close proximity to construction supplies and equipment. These project features would help to minimize GHG emissions generated by transport of construction materials and waste associated with the project.
Neither the City of Santa Clara nor BAAQMD have quantified thresholds for construction activities. Given that the project is in an urban setting close to construction supplies and equipment, discarded materials would be salvaged or recycled, and the project would meet Title 24 standards (Section 4.3 Air Quality) to reduce energy and water usage, construction of the proposed project would not contribute substantially to local or regional GHG emissions. (Less than Significant Impact)
4.7.3.2 Operational GHG Emissions
As described previously, the City of Santa Clara Climate Action Plan, which is part of the City’s General Plan, identifies a series of GHG emissions reduction measures to be implemented by development projects that would allow the City to achieve its GHG reduction goals. The measures center around seven focus areas: coal-free and large renewables, energy efficiency, water conservation, waste reduction, off-road equipment, transportation and land use, and urban heat island effect. Of these seven focus areas, three are applicable to the proposed project. The project’s conformance with applicable reduction measures is discussed below.
Energy Efficiency
Measure 2.5 Municipal Energy Efficiency calls for the City to reduce municipal energy use by ten percent through comprehensive energy retrofits of existing equipment and implementation of previously identified energy efficiency projects. The proposed project would replace older buildings on-site with new energy-efficient buildings.
Water Conservation
Measure 3.1 Water Conservation calls for reduction in per capita water use to meet Urban Water Management targets by 2020. Development standards for water conservation will be applied to increase efficiency in indoor and outdoor water uses areas. The project would include low-flow water fixtures and water efficient landscaping to reduce overall water use.
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Urban Heat Island Effect
Measure 7.1 Urban Forestry requires planting of shade trees on new developments and encourages shade trees to be planted near south-facing windows. Measure 7.2 Urban Cooling calls for the use of materials to reduce heat gain and mitigate the urban heat island effect.
The project proposes design features and new landscaping, including shade trees and a green wall, to reduce the heat island effect.
The project is consistent with the General Plan and would include GHG reduction strategies. As a result, the project is consistent with the 2013 CAP and would not preclude the City from reaching its GHG emissions reduction goals. Operation of the proposed project would have a less than significant GHG emissions impact. (Less Than Significant Impact)
4.7.5 Conclusion
Implementation of the proposed project, with the incorporation of green building measures, would result in a less than significant GHG emission impact.
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4.8 HAZARDS AND HAZARDOUS MATERIALS
The following discussion is based in part on a Phase I Environmental Site Assessment prepared for the project site by Enviro Assessment P.C. in August 2013. A copy of this report attached to this Initial Study as Appendix A.
4.8.1 Existing Setting
The 1.57-acre site is currently developed with an automobile sales and service facility, and a commercial/retail building.
Historical groundwater depth in the project area is estimated to be approximately 50 feet below ground surface (bgs).15 Fluctuations in groundwater level may occur due to seasonal changes, variation in underground drainage patterns, and other factors.
4.8.1.1 Site History
Based on aerial photographs, topographic maps, and City Directories of the site, the project site was developed with a residence and agricultural outbuildings prior to 1946. The properties were subsequently developed with commercial structures between 1960 and 1963; these structures remain on the site today. The project site does not appear to have changed use at any time since the 1960’s.
4.8.1.2 On-Site Sources of Contamination
As noted above, the project site historically consisted of a combination of agricultural land, a residence, and agricultural out buildings, and was later developed with the existing commercial buildings. A records search of applicable regulatory agencies and databases, including the Santa Clara County Department of Environmental Health (SCCDEH), City of Santa Clara Building Inspection Division, City of Santa Clara Fire Department, and Geotracker/EnviroStor Database, was conducted to determine the presence of recognized environmental conditions (REC) on-site.
The use of the site as an automotive service center is a historical REC. In addition, records in reference to an underground storage tank for waste oil and a small quantity generator were found. Two waste oil/hazmat storage tanks were also removed in 1991 and 1992, respectively. The tanks were removed under supervision of a consultant in conjunction with inspections and oversight by the Santa Clara Fire Department and Regional Water Quality Control Board (RWQCB). Upon removal of the tanks, soil samples were taken, tested, and the lab result submitted to the RWQCB for consideration. No records were found in the agency files required any further action be taken by the RQWCB. No violations or open cases were found to be associated with the project site.
A site inspection identified no significant observable contaminated areas or significant environmental concerns, with the exception of the presence of in-ground hydraulic automobile lifts located on-site.
15 Environmental Technology International Corporation. Workplan for Former Underground Storage Fuel Tank Site: 3350 Stevens Creek Boulevard. October 23, 1991.
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Asbestos and Lead Paint
Friable asbestos is any ACM that, when dry, can easily be crumbled or pulverized to a powder by hand, allowing the asbestos particles to become airborne. Common examples of products that have been found to contain friable asbestos include acoustical ceilings, plaster, wallboard, and thermal insulation for water heaters and pipes.
Non-friable ACMs are materials that contain a binder or hardening agent that does not allow the asbestos particles to become airborne easily. Common examples of non-friable ACMs are asphalt roofing shingles, vinyl asbestos floor tiles, and transite (asbestos-cement) siding made with cement. Non-friable ACMs can pose the same hazard as friable asbestos during remodeling, repairs, or other construction activities that would damage the material. Use of friable asbestos products was banned in 1978.
In 1978, the Consumer Products Safety Commission also banned paint and other surface coating materials containing lead. Lead is a highly toxic metal that affects virtually every system of the body.
The structures on the project site were constructed prior to 1980. Therefore, there is a potential that ACMs and/or lead based paints are present in the existing structures. Exposure to lead-based paint or ACMs could cause adverse health impacts.
4.8.1.3 Off-Site Sources of Contamination
A detailed description of the databases reviewed can be found in Appendix A of this Initial Study.
A database review to identify any surrounding sites and cases which may pose a risk of significant environmental concern to the project site was conducted. The Town & Country Village Shopping Center, a 40-acre property previously located at 2930 & 3030 Stevens Creek Boulevard that is now the site for the Santana Row mixed-use development, had a Department of Toxic Substances Control (DTSC) Case that may have previously affected the project site. Fourteen Deed restrictions were placed on various parcels in the affected portions of the property due to lead and arsenic in the soil. The properties were orchard land until the 1960’s when a low density strip shopping mall was put in with as many as 139 businesses. DDT and arsenic containing pesticides were used on the properties, which contaminated the soil. Large scale excavation was subsequently completed and contaminated soil was consolidated into smaller areas. Parts of the property were deemed clean enough for residential use.
Additionally, a leaking underground storage tank (LUST) Case was opened in 1994 at 3030 Stevens Creek Blvd when four USTs were removed and the underlying soil was found to be impacted. Three-hundred and thirty (330) tons of contaminated soil were removed from the site and the case was closed in 1996. This site is located less than 0.25 miles east of the project site, near South Winchester Boulevard.
Both cases are closed and are not anticipated to impact the subject properties at this time.
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Based on the description of the remaining cases, the type of database listings, the amount of past regulatory oversight, and the relative distance to the subject properties, the remaining sites listed are not anticipated to impact the project site.
4.8.2 Environmental Checklist and Discussion of Impacts
Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Create a significant hazard to the 1,2, public or the environment through the routine transport, use, or disposal of hazardous materials? 2) Create a significant hazard to the 1,2, 10 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 1,2 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 1,2, 10 included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? 5) For a project located within an 1 airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? 6) For a project within the vicinity of a 1 private airstrip, would the project result in a safety hazard for people residing or working in the project area? 7) Impair implementation of, or 1,2 physically interfere with, an adopted emergency response plan or emergency evacuation plan?
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Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 8) Expose people or structures to a 1 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?
4.8.2.1 On-Site Hazardous Materials Impacts
While no violations or open cases were found to be associated with the project site, the site was historically used for agricultural land uses, and is currently developed with automobile service and sale uses. As a result, demolition and construction activity on the site could expose construction workers to impacted soils associated with the site’s current and previous uses.
Impact HAZ-1: Implementation of the proposed project could expose construction workers and future on-site maintenance workers to contaminated soil. (Significant Impact)
Mitigation Measures: The project proposes to implement the following mitigation measures to reduce potential impacts to construction workers to a less than significant level:
MM HAZ-1.1: After demolition of existing development on-site, but prior to the issuance of grading permits, shallow soil samples shall be taken in areas where soil will be exposed by the project to determine if contaminated soil from previous agricultural land uses is located on-site with concentrations above established construction/trench worker thresholds. The soil sampling plan must be reviewed and approved by the Santa Clara Fire Chief prior to initiation of work.
MM HAZ-1.2: Once the soil sampling analysis is complete, a report of the findings will be provided to the Santa Clara Fire Chief, Director of Planning and Inspection, and other applicable City staff for review.
MM HAZ-1.3: If contaminated soils are found in concentrations above established thresholds regulatory oversight shall be initiated and a Site Management Plan (SMP) will be prepared and implemented (as outlined below). Regulatory oversight for contamination may be provided by the County of Santa Clara Department of Environmental Health (SCCDEH), the Regional Water Quality Control Board (RWQCB) or the California Department of Toxic Substances Control (DTSC). These agencies may also require additional site investigation to fully delineate the extent of contaminants of concern at the site. Any contaminated soils
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found in concentrations above established thresholds shall be removed and disposed of according to California Hazardous Waste Regulations. The contaminated soil removed from the site shall be hauled off-site and disposed of at a licensed hazardous materials disposal site.
A SMP will be prepared to establish management practices for handling impacted soil material that may be encountered during site development and soil-disturbing activities. Components of the SMP will include: a detailed discussion of the site background; preparation of a Health and Safety Plan by an industrial hygienist; notification procedures if previously undiscovered significantly impacted soil or free fuel product is encountered during construction; on-site soil reuse guidelines based on the California Regional Water Quality Control Board, San Francisco Bay Region’s reuse policy; sampling and laboratory analyses of excess soil requiring disposal at an appropriate off-site waste disposal facility; soil stockpiling protocols; soil handling and dust control measures, and protocols to manage ground water that may be encountered during trenching and/or subsurface excavation activities. Prior to issuance of grading permits, a copy of the SMP must be approved by the City’s Director of Planning and Inspection, the Santa Clara Fire Chief, and any regulatory agency that has undertaken oversight.
Asbestos and Lead-Based Paint
Due to the age of the structures on the project site, ACMs may be present. The project proposes to demolish all existing structures on-site to construct a new automobile service and sales facility. Demolition of the existing structures and redevelopment of the site could expose construction workers to harmful levels of ACMs. As a result, an asbestos survey must be conducted under National Emission Standards for Hazardous Air Pollutants (NESHAP) guidelines. In addition, NESHAP guidelines require that all potentially friable ACMs be removed prior to building activities that may disturb the ACMs.
Based on the age of the buildings on-site, lead-based paint may also be present. Implementation of the proposed project could expose construction workers to harmful levels of lead. The project applicant must follow the requirements outlined by Cal-OSHA Lead in Construction Standard, Title 8, California Code of Regulations (CCR) 1532.1; these requirements include employee training, employee air monitoring, and dust control. If lead-based paint is peeling, flaking, or blistered, it should be removed prior to the project construction. If any demolition is occurring within the building, it is assumed that paint will become separated from the building components during demolition activities and must be managed and disposed of as a separate waste stream. Any debris or soil containing lead paint or coating must be disposed of at landfills that are permitted to accept such waste.
Development of existing development and construction of the project could expose construction workers to harmful levels of ACMs or lead. The project is required to conform to the following regulatory programs and to implement the following measures to reduce impacts due to the presence of ACMs and/or lead-based paint:
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• In conformance with State and local laws, a visual inspection/pre-construction survey, and possible sampling, shall be conducted prior to the demolition of on-site buildings to determine the presence of asbestos-containing materials and/or lead-based paint.
• Prior to reconstruction activities, all affected building materials containing lead-based paint shall be removed in accordance with Cal/OSHA Lead in Construction Standard, Title 8, California Code of Regulations 1532.1, including employee training, employee air monitoring, and dust control. Any debris or soil containing lead-based paint or coatings would be disposed of at landfills that meet acceptance criteria for the waste being disposed.
• All potentially friable ACMs shall be removed in accordance with National Emissions Standards for Hazardous Air Pollutants (NESHAP) guidelines prior to any building demolition or renovation that may disturb the materials. All demolition activities will be undertaken in accordance with Cal/OSHA standards contained in Title 8 of CCR, Section 1529, to protect workers from exposure to asbestos.
• A registered asbestos abatement contractor shall be retained to remove and dispose of ACMs identified in the asbestos survey performed for the site in accordance with the standards stated above.
• Materials containing more than one percent asbestos are also subject to Bay Area Air Quality Management District (BAAQMD) regulations. Removal of materials containing more than one percent asbestos shall be completed in accordance with BAAQMD requirements.
Conformance with aforementioned regulatory requirements will result in a less than significant impact from ACMs and Lead. (Less Than Significant Impact)
Future Operations
Operation of the proposed project would likely include the use and storage on-site of cleaning supplies, maintenance chemicals, and automotive fluids (e.g. oil or coolant) in small quantities, similar to the operation of typical automobile service and sales facilities. The storage of hazardous materials would not be allowed on-site.
Construction of the project would be subject to review by the Santa Clara Fire Department, which would ensure that the storage of chemicals, fluids, and other materials on-site would not pose a threat to human health or safety in the event of a catastrophic failure. (Less Than Significant Impact)
4.8.2.2 Off-Site Hazards
Soil and Groundwater Contamination
Off-site soil and groundwater contamination does not pose a risk to the project site because of the sources distance from the project site, current “closed” regulatory status, and/or the direction of groundwater flow from the contamination site. (Less Than Significant Impact)
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Other Hazards
The project is in a highly developed urban area and it is not adjacent to any wildland areas that would be susceptible to fire. The project would not interfere with any adopted emergency response plan or emergency evacuation plan. (No Impact)
The project site is not located in an airport land use plan or in the vicinity of a private airstrip. (No Impact)
4.8.3 Conclusion
With implementation of the proposed mitigation, the project would not result in significant impacts related to hazardous materials. (Less than Significant Impact with Mitigation)
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4.9 HYDROLOGY AND WATER QUALITY
4.9.1 Setting
4.9.1.1 Flooding
The project site is not located within a 100-year flood hazard area. According to the Federal Emergency Management Agency (FEMA), the project site is located in Zone X which is an area with 0.2 percent annual chance of flood; areas with one percent chance of annual flood with average depths of less than one-foot or with drainage areas less than one square mile; and areas protected by levees from one percent annual flood.16
4.9.1.2 Dam Failure
Based on the Santa Clara Valley Water District dam failure inundation hazard maps, the project site is located in the Lexington Reservoir failure inundation hazard zones, but outside the Andersen Dam failure inundation hazard zone. 17 18
4.9.1.3 Seiches, Tsunamis, and Mudflows
There are no landlocked bodies of water near the project site that would affect the site in the event of a seiche. Due to the site’s inland location, the site is not anticipated to be affected in the event of a tsunami. The project area is flat and there are no mountains near the site that would affect the site in the event of a mudflow.
4.9.1.4 Storm Drainage System
The City of Santa Clara and City of San José own and maintain the municipal storm drainage system which serves the project area. The lines that serve the project area drain into San Tomas Aquino Creek which flows north, and ultimately drains into San Francisco Bay.
There is no overland release of stormwater directly into any water body from the project site.
Currently, 98 percent of the project site (67,488 square feet) is covered with impervious surfaces; two percent of the site (813 square feet) is pervious. Stormwater runoff from the project site flows into a 36-inch storm drain located in Stevens Creek Boulevard and an 18-inch storm drain located in Henry Avenue.
16 Federal Emergency Management Agency. Flood Insurance Rate Map, Map Number 06085C0229H. May 18, 2009. 17 Santa Clara Valley Water District. Andersen Dam EAP 2009 Flood Inundation Maps. 2009. http://www.valleywater.org/Services/AndersonDamAndReservoir.aspx Accessed April 5, 2016. 18 Santa Clara Valley Water District. Lexington Reservoir 2009 Flood Inundation Maps. 2009. http://www.valleywater.org/Services/LexingtonReservoirAndLenihanDam.aspx Accessed April 5, 2016.
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4.9.1.5 Groundwater
As previously discussed in Section 4.6 Geology and Soils, historical groundwater depth in the project area is estimated to be approximately 50 feet below ground surface.19 Fluctuations in groundwater level may occur due to seasonal changes, variation in underground drainage patterns, and other factors. According to the 2012 Groundwater Management Plan, the project site is not located in a groundwater recharge basin.
4.9.1.6 Water Quality
As stated above, stormwater from the three project sites drains into Saratoga Creek. The water quality of Saratoga Creek is directly affected by pollutants contained in stormwater runoff from a variety of urban and non-urban uses. Stormwater from urban uses contains metals, pesticides, herbicides, and other contaminants, including oil, grease, asbestos, lead, and animal wastes. Based on data from the California Environmental Protection Agency (CalEPA),20 Saratoga Creek is currently listed on the California 303(d) list21 for exceeding the Total Daily Maximum load (TMDL) for Diazinon and trash.22
Nonpoint Source Pollution Program
The Federal Clean Water Act and California’s Porter-Cologne Water Quality Control Act are the primary laws related to water quality. Regulations set forth by the U.S. Environmental Protection Agency (EPA) and the State Water Resources Control Board (SWRCB) have been developed to fulfill the requirements of this legislation. EPA’s regulations include the National Pollutant Discharge Elimination System (NPDES) permit program, which controls sources that discharge pollutants into the waters of the United States (e.g., streams, lakes, bays, etc.). These regulations are implemented at the regional level by the water quality control boards, which for the Santa Clara area is the San Francisco Regional Water Quality Control Board (RWQCB).
Statewide Construction General Permit
The SWRCB has implemented a NPDES General Construction Permit for the State of California. For projects disturbing one acre or more of soil, a Notice of Intent (NOI) and Storm Water Pollution Prevention Plan (SWPPP) must be prepared prior to commencement of construction.
Municipal Regional Stormwater NPDES Permit (MRP)/C.3 Requirement
The San Francisco Bay RWQCB also has issued a Municipal Regional Stormwater NPDES Permit (Permit Number CAS612008) (MRP). In an effort to standardize stormwater management requirements throughout the region, this permit replaces the formerly separate countywide municipal stormwater permits with a regional permit for 77 Bay Area municipalities, including the City of Santa Clara. Under provisions of the NPDES Municipal Permit, redevelopment projects that disturb more than 10,000 square feet are required to design and construct stormwater treatment controls to
19 Environmental Technology International Corporation. Workplan for Former Underground Storage Fuel Tank Site: 3350 Stevens Creek Boulevard. October 23, 1991. 20 California Environmental Protection Agency. California 303(d) Listed Waters. 2012. http://www.waterboards.ca.gov/water_issues/programs/tmdl/integrated2012.shtml Accessed April 5, 2016. 21 The Clean Water Act, section 303, establishes water quality standards and TMDL programs. The 303(d) list is a list of impaired water bodies. 22 A TMDL is a calculation of the maximum amount of a pollutant that a water body can receive and still meet water quality standards.
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treat post-construction stormwater runoff. Amendments to the MRP require all of the post- construction runoff to be treated by using Low Impact Development (LID) treatment controls, such as biotreatment facilities. The Santa Clara Valley Urban Runoff Pollution Prevention Program (SCVURPPP) assists co-permittees, such as the City of Santa Clara, with implementing the provisions of the Municipal NPDES Permit.
Hydromodification
In addition to water quality controls, the Municipal Regional Stormwater NPDES permit requires all new and redevelopment projects that create or replace one acre or more of impervious surface to manage development-related increases in peak runoff flow, volume, and duration, where such hydromodification is likely to cause increased erosion, silt pollutant generation or other impacts to beneficial uses of local rivers, streams, and creeks. Projects may be deemed exempt from the permit requirements if they do not meet the size threshold, drain into tidally influenced areas or directly into the Bay, drain into hardened channels, or are infill projects in subwatersheds or catchments areas that are greater than or equal to 65 percent impervious (per the Santa Clara Permittees Hydromodification Management Applicability Map).
Based on the SCVUPPP Watershed Map for the City of Santa Clara, the project site is within a subwatershed that drains into a hardened channel or tidal area. As a result, the project is not subject to the NPDES hydromodification peak runoff requirements. 23
4.9.2 Environmental Checklist and Discussion of Impacts
HYDROLOGY AND WATER QUALITY Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Violate any water quality standards or 1,2 waste discharge requirements? 2) Substantially deplete groundwater 1,2 supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)?
23 Santa Clara Valley Urban Runoff Pollution Prevention Program. Hydromodificatoin Management Applicability Map: City of Santa Clara. Accessed April 5, 2016. Available at: < http://www.scvurppp- w2k.com/HMP_app_maps/Santa_Clara_HMP_Map.pdf>
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HYDROLOGY AND WATER QUALITY Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 3) Substantially alter the existing 1,2 drainage pattern of the site or area, including through the alteration of the course of a stream or river, in a manner which would result in substantial erosion or siltation on-or off-site? 4) Substantially alter the existing 1,2 drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on-or off-site? 5) Create or contribute runoff water 1,2 which would exceed the capacity of existing or planned storm water drainage systems or provide substantial additional sources of polluted runoff? 6) Otherwise substantially degrade 1,2 water quality? 7) Place housing within a 100-year 11 flood hazard area as mapped on a Federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? 8) Place within a 100-year flood 11 hazard area structures which would impede or redirect flood flows? 9) Expose people or structures to a 12,13 significant risk of loss, injury, or death involving flooding, including flooding as a result of the failure of a levee or dam? 10) Be subject to inundation by seiche, 1,2 tsunami, or mudflow?
4.9.2.1 Flooding and Storm Drainage Impacts
Under existing conditions, the storm drainage system has sufficient capacity to convey runoff from the site. Implementation of the proposed project would decrease the amount of impervious surfaces on the site from 98 percent (67,488 square feet) to 94 percent (64,401 square feet); pervious surfaces on-site would increase from two percent (813 square feet) to six percent (3,900 square feet). The project would construct biotreatment areas and other landscaping to ensure that runoff from the
City of Santa Clara 51 Initial Study 3155 Stevens Creek Subaru Project June 2016 project site would be less than or equal to existing conditions. The project would not, therefore, exceed the capacity of the local drainage system. (Less Than Significant Impact)
The site is not located within a 100-year flood hazard zone. Implementation of the proposed project will not result in people or structures being exposed to significant flood risks. (No Impact)
4.9.2.2 Groundwater
The project site is currently 98 percent impervious and would be approximately 94 percent impervious upon project completion. The project site does not contribute to groundwater recharge. The depth to groundwater at the project site is approximately 50 feet below ground. The project would not construct below-grade features that would interfere with groundwater flow, or expose any aquifers. Therefore, the project would not significantly interfere with groundwater recharge. (Less Than Significant Impact)
4.9.2.3 Water Quality
Construction Impacts
Implementation of the proposed project would require removal of the existing pavement/development and grading of the sites. Demolition and construction activities would temporarily increase the amount of debris on-site and grading activities could increase erosion and sedimentation that could be carried by runoff into natural waterways. Because the project will disturb more than one acre of land, the project would be required to comply with the general stormwater permit and prepare a SWPPP for construction activities. In addition, per City requirements, the following measures (based on RWQCB recommendations) have been included in the project as a condition of project approval to reduce potential construction-related water quality impacts:
• Burlap bags filled with drain rock will be installed around storm drains to route sediment and other debris away from the drains; • Earthmoving or other dust-producing activities would be suspended during periods of high winds; • All exposed or disturbed soil surfaces would be watered at least twice daily to control dust as necessary; • Stockpiles of soil or other materials that can be blown by the wind would be watered or covered; • All trucks hauling soil, sand, and other loose materials would be covered and all trucks would be required to maintain at least two feet of freeboard; • All paved access roads, parking areas, staging areas and residential streets adjacent to the construction sites would be swept daily (with water sweepers); and • Vegetation in disturbed areas would be replanted as quickly as possible.
With implementation of the identified construction measures and compliance with the NPDES General Construction Permit, construction of the proposed project would have a less than significant impact on water quality. (Less Than Significant Impact)
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Post-Construction Impacts
The project proposes to redevelop the 1.57-acre (68,301 square feet) site and would therefore be subject to the requirements of Provision C.3 of the MRP. In addition to source control measures such as covering dumpster areas and labeling storm drains to prevent dumping, the proposed project would construct a bioretention areas on-site. The project’s stormwater management features, including bioretention areas, would be designed to accommodate the design storm volume of runoff specified by the MRP.
In addition, the following measures, based on the RWQCB Best Management Practices (BMPs) and the City requirements, are included in the proposed project to ensure compliance with NPDES permit requirements to reduce post-construction water quality impacts.
• When the construction phase is complete, a Notice of Termination (NOT) for the General Permit for Construction will be filed with the RWQCB and the City of Santa Clara. The NOT will document that all elements of the SWPPP have been executed, construction materials and waste have been properly disposed of, and a post-construction stormwater management plan is in place as described in the SWPPP for the project site.
• All post-construction Treatment Control Measures (TCMs) will be installed, operated, and maintained by qualified personnel. On-site inlets will be cleaned out at a minimum of once per year, prior to the wet season.
• The property owner/site manager will keep a maintenance and inspection schedule and record to ensure the TCMs continue to operate effectively for the life of the project. Copies of the schedule and record must be provided to the City upon request and must be made available for inspection on-site at all times.
With implementation of the project’s proposed SWCP, the project would not violate any adopted water quality standards or waste discharge requirements. Runoff would be routed directly from the treatment facilities to the storm drainage system and would not flow off-site. Installation and maintenance of the proposed stormwater treatment systems would result in a less than significant impact on water quality. (Less Than Significant Impact)
4.9.3 Conclusion
Implementation of the proposed project would result in less than significant hydrology and water quality impacts. (Less Than Significant Impact with Mitigation Incorporated)
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4.10 LAND USE
4.10.1 Setting
4.10.1.1 Project Site
The 1.57-acre project site is generally rectangular in shape, with the exception of a small, rectangular cutout in the southwestern corner of the site. The project site is flat and currently developed with an approximately 8,000-square foot, single-story car dealership, a 6,000-square foot, single-story building commercial/retail uses, an approximately 1,200-square foot shed-like structure, and a surface parking lot. Landscaping on-site is limited to a small lawn area along the project’s Stevens Creek Boulevard frontage. There is also an approximately 35-foot tall monument sign on the site that is angled perpendicular to Stevens Creek Boulevard, and an approximately 70-foot tall flag pole.
4.10.1.2 Surrounding Land Uses
The project site is located in an urban area with a mix of commercial/retail and residential uses. The project site is bounded by an existing Stevens Creek Subaru Dealership to the east, commercial and residential uses across Stevens Creek Boulevard to the south, commercial/retail development to the west, and residences across Cecil Avenue to the north.
4.10.1.3 Existing Land Use Designation and Zoning
The project site has a General Plan land use designation of Regional Commercial and is mostly zoned Thoroughfare Commercial, with the exception of 0.28-acres of the site that is zoned Agricultural.
The Regional Commercial land use designation is intended for retail and commercial uses that provide local and regional services. It is intended for commercial developments that serve both Santa Clara residents and the surrounding region. A broad range of retail uses is allowed, including regional shopping centers, local‐serving offices, medical facilities, home improvement/durable goods sales and services, warehouse membership clubs, new and used auto sales and services, and travel‐ related services such as hotels, gas stations, restaurants, convention centers, amusement parks and sports venues. The maximum floor-area ratio (FAR) allowed under this designation is 0.60.
The Agricultural zoning district is intended to protect existing agricultural lands, encourage the preservation and retention of the land in its natural state, and to provide an interim zoning for lands newly annexed to the City. The Thoroughfare Commercial district is intended to allow commercial uses that are appropriate to major commercial thoroughfare or highway locations, and are dependent on thoroughfare travel. It is also intended to encourage the development of auto-oriented uses or other uses that are more suitable for individual automobile access than for development within a shopping center.
The project site is not located within an adopted habitat conservation plan or natural community conservation plan.
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4.10.2 Environmental Checklist and Discussion of Impacts
LAND USE Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Physically divide an established 1,2 community? 2) Conflict with any applicable land use 1,2 plan, policy, or regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? 3) Conflict with any applicable habitat 1,2 conservation plan or natural community conservation plan?
4.10.2.1 Land Use Compatibility
Environmental impacts associated with land use can arise when a new development or land use causes impacts to persons or the physical environment in the vicinity of the project site or elsewhere.24 Land use incompatibility may arise from placing a particular development or land use at an inappropriate location, or from some aspect of the project’s design or scope. Depending on the nature and severity of the impacts, land use compatibility conflicts can range from minor irritation and nuisance to potentially significant effects on human health and safety.
The project area is comprised of a mix of uses including commercial/office and retail land uses and single-family residential uses. The proposed project, which is an automobile service and sales facility, would be compatible with existing automotive sales and service facilities in the vicinity, and would not interfere with the existing operations of adjacent businesses. In addition, since the project site is currently developed with an automobile service and sale facility, the project would not introduce a new land use to the area. Implementation of the proposed project would not impede on a public right-of-way nor hinder surrounding development and, therefore, would not divide an established community.
For these reasons, the proposed project is a compatible land use with the surrounding neighborhood. (Less Than Significant Impact)
24 Prior environmental documents prepared by the City also considered whether conditions on or near the project site would have impacts on the persons or development introduced onto the site by the new project. However, the California Supreme Court issued an opinion on December 17, 2015, which established that CEQA review is limited to a consideration of the impacts of a project on the environment, and not the impacts of the environment on the project. California Building Industry Association v. Bay Area Air Quality Management District, 62 Cal. 4th 369 (2015) (observing that CEQA “does not contain language directing agencies to analyze the environment's effects on a project. Requiring such an evaluation in all circumstances would impermissibly expand the scope of CEQA”).
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4.10.2.2 General Plan and Zoning Consistency
General Plan
The project site is designated Regional Commercial in the City of Santa Clara General Plan, which is intended for retail and commercial uses that provide local and regional services. The project proposes to redevelop an existing automotive sales and service facility with a new, expanded automotive sales and service facility. The project does not propose to change the land use on the site and, would continue to be consistent with the site’s General Plan land use designation. (Less Than Significant Impact)
Zoning Ordinance
The project site is mostly zoned Thoroughfare Commercial, with the exception of 0.28-acres of the site (APN 303-18-041) that is zoned Agricultural. As previously discussed, the Thoroughfare Commercial district is intended to allow commercial uses that are appropriate to major commercial thoroughfare or highway locations, and are dependent on thoroughfare travel. It is also intended to encourage the development of auto-oriented uses or other uses that are more suitable for individual automobile access than for development within a shopping center.
The project is consistent with the existing Thoroughfare Commercial district because it proposes to develop an automotive sales and service facility that is more suitable for individual automobile access, and is located adjacent to a busy vehicular thoroughfare (i.e. Stevens Creek Boulevard).
As discussed in Section 4.2 Agricultural and Forestry Resources, no agricultural uses currently occur on-site and the surrounding area, including the project site, has been developed with urban uses for at least 50 years. Therefore, the project proposes to rezone the 0.28-acre portion of the site that is currently zoned Agricultural to Thoroughfare Commercial. Rezoning that portion of the site would result in the entire site being zoned Thoroughfare Commercial.
The Thoroughfare Commercial district allows a maximum building height of 35 feet. The project proposes to construct a building up to 40’2” tall, which would exceed the maximum building height. However, the Santa Clara City Code gives the Zoning Administrator the discretion to allow a 25 percent increase in the designated development standards of the project site. Therefore, the project requires a discretionary approval by the City’s Zoning Administrator to allow the proposed maximum building height. The proposed project is in conformance with building setbacks and other development standards for the Thoroughfare Commercial zoning district.
The project, with the rezoning of the 0.28-acres of the site currently zoned Agricultural to Thoroughfare Commercial and approval to allow for the proposed 40’2” building height, would be consistent with the Zoning Ordinance. (Less Than Significant Impact)
4.10.3 Conclusion
Implementation of the proposed project would not result in significant land use impacts. The project site is not subject to a habitat conservation plan or natural community conservation plan. (Less Than Significant Impact)
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4.11 MINERAL RESOURCES
4.11.1 Setting
Extractive resources known to exist in and near the Santa Clara Valley include cement, sand, gravel, crushed rock, clay, and limestone. Santa Clara County has also supplied a significant portion of the nation’s mercury over the past century. Pursuant to the mandate of the Surface Mining and Reclamation Act of 1975 (SMARA), the State Mining and Geology Board has designated the Communications Hill Area (Sector EE) in San José, bounded generally by the Southern Pacific Railroad, Curtner Avenue, State Route 87, and Hillsdale Avenue, as containing mineral deposits that are of regional significance as a source of construction aggregate materials. Neither the State Geologist nor the State Mining and Geology Board has classified any areas in the City of Santa Clara as containing mineral deposits of statewide significance or the significance of which requires further evaluation.
4.11.2 Environmental Checklist and Discussion of Impacts
MINERAL RESOURCES Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Result in the loss of availability of 1,2,3 a known mineral resource that would be of value to the region and the residents of the state? 2) Result in the loss of availability of 1,2,3 a locally-important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan?
4.11.2.1 Mineral Resources Impacts
The proposed project site is within a developed urban area and does not contain any known or designated mineral resources. (No Impact)
4.11.3 Conclusion
Implementation of the proposed project would not result in a significant loss of availability of a known mineral resource. (No Impact)
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4.12 NOISE
The following discussion is based in part on an Environmental Noise Assessment conducted by Illingworth & Rodkin, Inc. in April 2016. This report is included as Appendix B of this Initial Study for reference.
4.12.1 Existing Setting
4.12.1.1 Background Information
Acceptable levels of noise vary from land use to land use. In any one location, the noise level will vary over time, from the lowest background or ambient noise level to temporary increases caused by traffic or other sources. State and Federal standards have been established as guidelines for determining the compatibility of a particular land use with its noise environment.
There are several methods of characterizing sound. The most common in California is the ‘A- weighted sound level’ or ‘dBA’.25 This scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be utilized. Most commonly, environmental sounds are described in terms of an average level that has the same acoustical energy as the summation of all the time-varying events. This energy-equivalent sound/noise descriptor is called Leq. The most common averaging period is hourly, but Leq can describe any series of noise events of arbitrary duration.
Although the A-weighted noise level may adequately indicate the level of environmental noise at any moment in time, community noise levels vary continuously. Most environmental noise includes a conglomeration of noise from distant sources which create a relatively steady background noise in which no particular source is identifiable. To describe the time-varying character of environmental noise, the statistical noise descriptors, L01, L10, L50, and L90, are commonly used. They are the A- weighted noise levels equaled or exceeded during 1, 10, 50, and 90 percent of a stated time period.
Sound level meters can accurately measure environmental noise levels to within about plus or minus one dBA. Since the sensitivity to noise increases during the evening hours, 24-hour descriptors have been developed that incorporate artificial noise penalties added to quiet-time noise events. The Day/Night Average Sound Level, Ldn, is the average A-weighted noise level during a 24-hour day, obtained after the addition of 10 decibels (dB) to noise levels measured in the nighttime between 10:00 PM and 7:00 AM.
4.12.1.2 Regulatory Background
Based on the City’s General Plan, Table 4.12-1, below, shows the noise levels considered compatible with specific land uses. Commercial land uses, including automobile dealerships, are considered compatible with Ldn noise levels of up to 65 dBA and acceptable with design and insulation
25 The sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. All sound levels in this discussion are A-weighted, unless otherwise stated.
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techniques in areas with Ldn noise levels up to 75 dBA. Noise levels up to 55 dBA are considered normally compatible for residential uses.
The City of Santa Clara has not officially adopted any noise policies or standards that address the noise level increase that would be considered significant. Nevertheless, the City has consistently applied the following threshold of significance for noise in its environmental documents. An increase in the average noise level resulting from the project at noise sensitive land uses of three (3) dBA or greater would be considered a significant impact when projected noise levels would exceed those considered acceptable for the affected land use. An increase of five (5) dBA or greater would be considered a significant impact when projected noise levels would remain within those considered acceptable for the affected land use.
Table 4.12-1: Noise and Land Use Compatibility (Ldn & CNEL)
Land Use 50 55 60 65 70 75 80 85 Residential
Educational
Recreational
Commercial
Industrial
Open Space Compatible Require Design and insulation to reduce noise levels Incompatible. Avoid land use except when entirely indoors and an interior noise level of 45 Ldn can be maintained Source: City of Santa Clara 2010-2035 General Plan
4.12.1.3 Existing Noise Environment
The project site is located on Stevens Creek Boulevard. Noise in the project area is generated primarily from vehicular traffic along Stevens Creek Boulevard and surrounding roadways. Existing activities on the project site also contribute to the existing noise environment. Sensitive uses near the project site include single-family residences across Cecil Avenue, north of the project site, and single-family residences south of Stevens Creek Boulevard, south of the project site.
A noise monitoring survey was performed at the existing Subaru dealership located directly west of the project site to quantify ambient noise levels in the project area. A series of long-term (100 minute) and short-term (10 minute) measurements were collected at various locations in the project vicinity, as shown in Figure 4.12-1 on the following page. The results of the noise measurements are summarized in Table 4.12-2.
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Figure 4.12-1: Noise Measurement Locations
Table 4.12-2: Summary of Noise Measurement Data
Primary Noise Source(s) Noise Measurement Location Lmax L(1) L(10) L(50) L(90) Leq (date, time) LT-1: South of Cecil Avenue (11:20 55- Distant and local traffic, horn 70-82 63-72 58-63 52-59 48-57 am -1:00 pm) 61 soundings, compressor ST-1: Front of 3205 Cecil Avenue Site vehicle circulation, distant traffic 62 60 53 50 48 51 (11:20-11:30 am) ST-2: 330/340 Maplewood Avenue Traffic on Stevens Creek Boulevard 69 64 52 49 45 52 (11:40-11:50 am) Traffic on Stevens Creek Boulevard ST-3: 75 feet south of center of Stevens Creek Boulevard 83 77 73 70 63 71 (12:00-12:10 pm)
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On-site noise levels were measured at five locations throughout the site, as indicated in Figure 4.12-1 as Sites 1 through 5. Vehicles circulating the site would frequently sound their horns as they traveled along the northern property line of the site between the detail shop and the repair shop and showroom. During lulls in Stevens Creek Boulevard traffic, the circulation of vehicles around the site generated noise levels in the range of 48 to 54 dBA at Site 1. Noise levels generated by the repair bays typically were in the range of 53 to 54 dBA at distance of about 50 feet from the repair shop (Site 2) with the roll up doors open. The measurements were made in direct line-of-sight of the work bays. Occasionally, the dropping of materials and the use of the impact wrench reached 60 dBA Lmax at this location. An on-site air compressor located north of the repair shop generated a noise level of 64 dBA at a distance of 50 feet (Site 3). Vacuums located inside the detail shop area generated maximum noise levels of 52 to 53 dBA Lmax at a distance of about 50 feet (Site 4). The 10-minute average noise level measured at Site 5 was 51 dBA Leq, and resulted primarily from site circulation and traffic on Stevens Creek Boulevard.
4.12.2 Environmental Checklist and Discussion of Impacts
NOISE Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project result in: 1) Exposure of persons to or generation 1,2,15 of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? 2) Exposure of persons to, or generation 1 of, excessive groundborne vibration or groundborne noise levels? 3) A substantial permanent increase in 1,15 ambient noise levels in the project vicinity above levels existing without the project? 4) A substantial temporary or periodic 1,15 increase in ambient noise levels in the project vicinity above levels existing without the project? 5) For a project located within an airport 1 land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? 6) For a project within the vicinity of a 1 private airstrip, would the project expose people residing or working in the project area to excessive noise levels?
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4.12.2.1 Project-Generated Traffic Noise Impacts
As discussed in Section 4.16 Transportation¸ implementation of the project would generate approximately 58 AM and 70 PM net new daily peak hour trips. The proposed project would not generate a substantial number of new trips to the effect that traffic-related noise levels would significantly increase, (e.g. traffic volumes typically must double for a noticeable increase in roadway noise). Therefore, project traffic would result in a less than significant noise impact. (Less Than Significant Impact)
4.12.2.3 Project Operation Noise Impacts
The project proposes to demolish existing structures on-site and construct a new three-story building with a showroom, service facility, and integrated parking structure. The proposed dealership would be located as close as 60 feet (i.e. directly across Cecil Ave) from the residential property lines to the north. Based on the results of the three monitoring surveys, the average noise level resulting from proposed repair shop activities is calculated to be 54 dBA Leq at a distance of 60 feet from the open bay, with maximum noise levels in the range of 56 to 77 dBA Lmax and an L10 level of about 57 dBA L10. Existing ambient daytime hourly average noise levels at these residences are in the range of 48 to 49 dBA Leq. Future daytime noise levels including ambient noise sources and projected project operations are calculated to be about 55 dBA Leq at the nearest residential property lines to the north.
The closest residences to the south are located about 300 feet from the site across Stevens Creek Boulevard. Project operations would not be distinguishable from noise levels generated by traffic along Stevens Creek Boulevard at these residences.
The existing dealership is open from 9:00 AM to 9:00 PM Monday through Saturday, and 10:00 AM to 8:00 PM on Sundays. The existing service center is open from 7:30 AM to 8:00 PM Monday through Friday, 8:00 AM to 6:00 PM on Saturdays, and closed on Sundays. Under project conditions, hours are anticipated to remain the same, with no operations during nighttime (10:00 pm to 7:00 AM) hours.
Noise levels generated with the proposed project operations are not anticipated to exceed the City’s 55 dBA Leq Noise Performance Standard at any residential properties assuming that all outdoor activities are limited to between the hours of 7:00 AM to 10:00 PM and that the roll-up and glass entry doors remain closed during any activities taking place outside of these hours. However, hourly average noise levels could exceed the ambient noise environment at homes to the north by five (5) to six (6) dBA Leq.
The City of Santa Clara has not officially adopted any noise policies or standards that address the noise level increase that would be considered significant. Nevertheless, the City has consistently applied the following threshold of significance for noise in its environmental documents.
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An increase in the average noise level resulting from the project at noise sensitive land uses of three (3) dBA or greater would typically be considered a significant impact when projected noise levels would exceed those considered acceptable for the affected land use. 26 An increase of five (5) dBA or greater would be considered a significant impact when projected noise levels would remain within those considered acceptable for the affected land use.
Noise levels at adjacent residences to the north are calculated to reach 55 dBA Leq during daytime hours, therefore the five (5) dBA criterion would apply. Noise increases of five (5) to six (6) dBA are calculated to occur at adjacent residences as a result of the project in the absence of any noise controls.
The following best practices are included in the project to reduce significant noise increases at adjacent residences due to project operations:
• Limit soundings of horns as vehicles circulate the site • Roll up doors shall remain closed at all times between the hours of 10:00 PM and 7:00 AM • Close roll-up doors when practical during all hours of operation • Utilize bays furthest from the roll up doors first and locate noisier activities in bays furthest from roll up doors • Keep exterior door to compressor/tanks closed except while entering or exiting, and • Limit all exterior activities, including loading and receiving of materials and site circulation to between the hours of 10:00 PM and 7:00 AM.
With the inclusion of the above measures, project operational noise levels would meet the City’s Noise Performance Standard and would not cause a significant noise increase in daytime noise levels at adjacent residences. (Less Than Significant Impact)
4.12.2.4 Construction Noise Impacts
Construction activities associated with implementation of the proposed project would temporarily increase noise levels in the project area. Construction activities typically generate considerable amounts of noise, especially during the construction of project infrastructure when heavy equipment is used. Typical average construction generated noise levels are about 81-89 dB measured at a distance of 50 feet from the center of the site during busy construction periods (e.g., earth moving equipment, impact tools, etc.). Construction-generated noise levels drop off at a rate of about six (6) dB per doubling of distance between the source and receptor.
The construction of the proposed project would temporarily increase noise levels in the immediate vicinity of the project site and at nearby sensitive receptors. Reconstruction of the building interior is not expected to affect noise levels at nearby properties, however truck traffic associated with materials deliveries would. Implementation of the measures listed below would reduce impacts from construction activities on the project site.
26 The City of Santa Clara General Plan defines 55 dBA CNEL as the outdoor noise level that would be considered normally compatible with residential uses. A CNEL of 55 dBA would be considered equivalent to a daytime hourly average noise level of 55 dBA Leq (7:00 AM to 7:00 PM), with an evening noise level of 50 dBA Leq (7:00 PM to 10:00 PM), and a nighttime noise level of 45 dBA Leq (10:00 PM to 7:00 AM).
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• Locate all stationary noise-generating equipment, such as air compressors and portable power generators, as far away as possible from adjacent land uses.
• Prohibit all unnecessary idling of internal combustion engines.
• Construction crews will be required to use available noise suppression devices and properly maintain and muffle internal combustion engine-driven construction equipment.
• The applicant shall designate a disturbance coordinator and post the name and phone number of this person at easy reference points for the surrounding land uses. The disturbance coordinator shall respond to and address all complaints about noise.
While construction activities would generate noise perceptible at nearby sensitive receptors, the noise would be temporary and would occur during normal business hours. Compliance with the aforementioned measures during construction activities on the project site would ensure a less than significant construction noise impact. (Less Than Significant Impact)
4.12.3 Conclusion
Implementation of the proposed project, with the incorporation of recommended measures, would result in less than significant noise impacts. (Less Than Significant Impact)
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4.13 POPULATION AND HOUSING
4.13.1 Setting
In 2010 the City of Santa Clara had a total population of approximately 122,690 residents in 47,123 households.27 Of the 122,690 residents, approximately 57,318 are employed residents and the City has approximately 108,905 jobs.28 In 2035 it is estimated that the City will have approximately 154,825 residents, 60,345 households, 154,300 total jobs and 86,800 employed residents.29
The jobs/housing ratio quantifies the relationship between the number of housing units required as a result of local jobs and the number of residential units available in the City. When the ratio reaches 1.0 a balance is struck between the supply of local housing and jobs. The jobs/housing ratio is determined by dividing the number of local jobs by the number of employed residents that can be housed in local housing. This is an environmental issue because proximity between jobs and housing strongly influences driving patterns, air quality, and other environmental factors.
The City of Santa Clara had an estimated 1.90 jobs for every employed resident in 2008. The recently adopted 2010-2035 General Plan focuses on increased housing and the placement of housing near employment. As a result, the overall jobs/employed residents ratio is expected to decrease to 1.77 by 2035. Some employees who work within the City are, and still will be, required to seek housing outside the community with full implementation of the General Plan.
4.13.2 Environmental Checklist and Discussion of Impacts
POPULATION AND HOUSING Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Induce substantial population 1,2 growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? 2) Displace substantial numbers of 1,2 existing housing, necessitating the construction of replacement housing elsewhere? 3) Displace substantial numbers of 1,2 people, necessitating the construction of replacement housing elsewhere?
27 City of Santa Clara. City of Santa Clara 2010-2035 General Plan. 2010. See Table 5.2-1 (sum of Columns A and B). 28 The current number of total employed residents is based on the City’s jobs-to-employed-residents ratio which is 1.9 jobs per employed resident. 29 City of Santa Clara. City of Santa Clara 2010-2035 General Plan. 2010. See Table 5.2-1, Column F.
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4.13.2.1 Impacts to Population and Housing
A project can induce substantial population growth by: 1) proposing new housing beyond projected or planned development levels, 2) generating demand for housing as a result of new businesses, 3) extending roads or other infrastructure to previously undeveloped areas, or 4) removing obstacles to population growth (e.g., expanding capacity of a wastewater treatment plant beyond that necessary to serve planned growth).
The project proposes to redevelop existing car dealership uses on-site with a new and expanded car dealership and service center. Implementation of the project would incrementally increase the number of employment opportunities on-site, compared to existing conditions. In addition, as discussed in Section 4.10 Land Use, the proposed development is consistent with the project site’s General Plan land use designation and, therefore, would not add growth beyond what is anticipated from buildout of the General Plan. Moreover, the project would not induce substantial population growth because it would not substantially generate demand for new housing, would not extend roads or other infrastructure in a previously undeveloped area, and would not remove obstacles to population growth. For these reasons, the project would not induce substantial population growth in the area. (Less Than Significant Impact)
The project site is not currently used for residential purposes nor would project construction or operation cause existing residences to become uninhabitable; therefore, the proposed project would not displace existing housing or people. (No Impact)
4.13.3 Conclusion
Implementation of the proposed project would not result in significant impacts to population and housing or induce substantial job growth. (Less Than Significant Impact)
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4.14 PUBLIC SERVICES
4.14.1 Setting
4.14.1.1 Police Protection Services
Police protection services are provided in the project area by the City of Santa Clara Police Department (SCPD). The SCPD has approximately 216 full-time employees comprised of 149 sworn officers, 67 civilian staff, and varying number of part time employees, Community Volunteers, police reserves, and Chaplains.30 The Department is divided into three divisions: Field Operations, Investigations, and Administrative Services. The SCPD headquarters is located at 601 El Camino Real, approximately 2.8 miles northeast of the project site.
4.14.1.2 Fire Protection Services
Fire protection services are provided to the project site by the City of Santa Clara Fire Department (SCFD). The SCFD manages an average of 7,000 emergency responses each year which involve hazardous materials, emergency medical, specialized rescue, and fires. The City has 10 fire stations consisting of eight engines, two trucks, one rescue/light unit, three ambulances, one hazardous materials unit, and one command vehicle.31 The closest station to the project site is Station 4, located at 2323 Pruneridge Avenue, located approximately one mile northwest of the project site.
4.14.1.3 Schools
Schools serving children in grades K-12 who reside in the City of Santa Clara are operated by six school districts: Santa Clara Unified School District, San José Unified School District, Cupertino Union School District, Fremont Union High School District, Campbell Union School District, and Campbell Union High School District. The City of Santa Clara also houses a number of private and charter schools serving these same grades.
There are no schools located in the vicinity of the project site.
4.14.1.4 Libraries
The City is served by two libraries, the Central Park Library located at 2635 Homestead Road, and the Mission Library Family Reading Center located at 1098 Lexington Street. The Central Park Library includes group study rooms, large community rooms, public art, more than 100 public computers, high speed Internet connection for personal laptops, a computer training facility, a café and bookstore, a renowned genealogy and local history collection, a children's garden, fireplaces, and an extensive collection of materials for educational and recreational use. The Mission Library contains an extensive collection of reading materials and is headquarters for READ Santa Clara, a free adult literacy program.
30 City of Santa Clara Police Department. About Us. Accessed March 31, 2016. Available at: http://scpd.org/index.aspx?page=25 31 City of Santa Clara Fire Department. About Us. Accessed March 31, 2016. Available at: http://santaclaraca.gov/index.aspx?page=119
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4.14.1.5 Parks
The City of Santa Clara currently maintains one 52-acre community park (Central Park), 24 neighborhood parks, four mini parks, and a wildlife and natural vegetation park. Mini parks are typically less than one acre in size and neighborhood parks range from one to fifteen acres in size.
There is a residential park with a lawn area, children’s play area, tables, and benches located approximately 0.4 miles north of the project site.
4.14.2 Environmental Checklist and Discussion of Impacts
PUBLIC SERVICES Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: Fire Protection? 1,2 Police Protection? 1,2 Schools? 1,2 Parks? 1,2 Other Public Facilities? 1,2
4.14.2.1 Impacts to Police Protection Services
The project proposes to develop the site with a new automobile service and sales facility. No housing is proposed as part of the project, and the project is not expected to affect the population of the City of Santa Clara. The project would be constructed in conformance with current codes and the project design would be reviewed by the City of Santa Clara Police Department to ensure that it incorporates appropriate safety features to minimize criminal activity. While the project may incrementally increase the number of employees on-site on a daily basis, no new or expanded facilities would be required to provide adequate police services to serve the proposed project. (Less Than Significant Impact)
4.14.2.2 Impacts to Fire Protection Services
The project proposes to develop the site with a new automobile service and sales facility. No housing is proposed as part of the project, and the project is not expected to affect the population of
City of Santa Clara 68 Initial Study 3155 Stevens Creek Subaru Project June 2016 the City of Santa Clara. The proposed project would be built to applicable Fire Code standards in use when construction permits are issued, including sprinklers and smoke detectors, and would include features that would reduce potential fire hazards. Access to the site for emergency vehicles would be provided via Cecil Avenue and Stevens Creek Boulevard.
Although the proposed project could incrementally increase demand for fire response and related emergency services, it would not require the development of new or expansion of existing fire service facilities. (Less Than Significant Impact)
4.14.2.3 School and Library Impacts
The project proposes to redevelop the site with an automobile sales and service facility and would not introduce new residential uses on-site. No new students would be directly generated by the implementation of the proposed project. Therefore, the proposed project would have no impact on school facilities or capacities, nor libraries, in the City of Santa Clara. (No Impact)
4.14.2.4 Park Impacts
The project proposes to redevelop the site with an automobile sales and service facility and would not introduce new residential uses on-site. Although future employees might use City parks or trails for running and similar outdoor exercise, employees are unlikely to place a major physical burden on existing parks. Therefore, the proposed project would not have a substantial impact on park facilities in the City of Santa Clara. (Less Than Significant Impact)
4.14.3 Conclusion
Implementation of the proposed project would not result in significant impacts to public services in the City of Santa Clara. (Less Than Significant Impact)
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4.15 RECREATION
4.15.1 Setting
The City of Santa Clara currently maintains one community park (Central Park), 24 neighborhood parks, four mini parks, and a wildlife and natural vegetation park. Mini parks are typically less than one-acre in size and neighborhood parks range from one to fifteen acres in size. Central Park is 52 acres and contains several of the City’s recreational facilities (listed below). The San Tomas/Saratoga Creek Trail also runs though the City.
In addition to parklands, the City has a community recreation center, three swim centers, a gymnastics center, a bicycle track, a dog park, a golf and tennis club, a senior center, a teen center, a youth activity center, and a skate park. Neighborhood parks typically range in size from one acre to 10 acres. The City’s recreational system is augmented by local school facilities, which are available to the general public after normal school hours.32
There is a residential park with a lawn area, children’s play area, tables, and benches located approximately 0.4 miles north of the project site.
4.15.2 Environmental Checklist and Discussion of Impacts
RECREATION Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Increase the use of existing 1,2 neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? 2) Does the project include recreational 1,2 facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment?
4.15.2.1 Recreational Impacts
The project proposes to redevelop the site with an automobile sales and service facility and would not introduce new residential uses on-site. Although future employees on-site may use City parks or trails for running and similar outdoor exercise, employees are unlikely to place a major physical burden on existing parks. Therefore, the proposed project would not have a substantial impact on park facilities in the City of Santa Clara. (Less Than Significant Impact)
32 City of Santa Clara. City of Santa Clara General Plan 2010-2035.
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4.15.3 Conclusion
Implementation of the proposed project would not result in significant impacts to recreational facilities in Santa Clara. (Less Than Significant Impact)
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4.16 TRANSPORTATION
The following information is based in part on a Trip Generation Assessment for the project, prepared by Fehr & Peers in November 2015. A copy of this report is included as Appendix C of this Initial Study.
4.16.1 Setting
4.16.1.1 Roadway Network
Regional Access
Regional access to the project site is provided via Interstate 880 (I-880) and Interstate 280 (I-280).
I-880 provides access to the project site via a full interchange with I-280. I-880 is a regional north/south freeway with three mixed-flow lanes that extends from San José to Oakland. I-880 provides access to and from the site via Stevens Creek Boulevard.
I-280 is generally an eight-lane (three mixed-flow lanes and one high-occupancy-vehicle (HOV) lane in each direction) freeway in the vicinity of the site. It extends from US 101 in San Jose to I-80 in San Francisco. I-280 provides access to the site via Stevens Creek Boulevard.
Local Access
Local access to the project site is provided via San Tomas Expressway, Winchester Boulevard, and Stevens Creek Boulevard.
San Tomas Expressway is a north-south expressway that begins at US 101 and extends south through Santa Clara and San Jose and into Campbell, where it becomes Camden Avenue at SR 17. Full interchanges are located at US 101 and I-280. North of El Camino Real, San Tomas Expressway is an eight-lane roadway with HOV lanes. The HOV lane designation is in effect in both directions of travel during the AM and PM peak commute hours. The lane is open to all users outside of commute hours. South of El Camino Real, San Tomas Expressway narrows to a six-lane road including HOV lanes. The HOV lane designation in this segment is in effect for only the peak direction of travel (northbound in the AM and southbound in the PM). San Tomas Expressway provides access to and from the site via Stevens Creek Boulevard.
Winchester Boulevard is a divided six-lane north-south roadway that runs from Los Gatos to Lincoln Street in Santa Clara. Winchester Boulevard provides access to the site via Stevens Creek Boulevard.
Stevens Creek Boulevard is a divided six-lane east-west roadway in the vicinity of the project site. It extends from Cupertino eastward to I-880, at which point it makes a transition into San Carlos Street to Downtown San José. Stevens Creek Boulevard provides direct access to the project site.
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4.16.1.2 Bicycle and Pedestrian Facilities
There are no bike lanes on Stevens Creek Boulevard or Cecil Avenue in the immediate vicinity of the project site.
There are sidewalks along both sides of Cecil Avenue and Stevens Creek Boulevard in the vicinity of the project site; sidewalks on Stevens Creek Boulevard and Cecil Avenue provide direct pedestrian access to the project site. There is an unsignalized pedestrian crosswalk at the intersection of S. Henry Avenue/Stevens Creek Boulevard to the west and a signalized intersection with pedestrian signals at the intersection of Winchester Boulevard/Stevens Creek Boulevard to the east.
4.16.1.3 Transit Facilities
Existing bus transit service on the surrounding roadways is provided by Santa Clara Valley Transportation Authority (VTA). Bus routes that service the project site along Stevens Creek Boulevard include Local Route 23 and Limited Stop Route 323.
4.16.1.4 Existing Site Conditions
The existing car dealership on-site can be accessed from the main driveway on Stevens Creek Boulevard or the rear secondary access from Cecil Avenue. Vehicles accessing the site can also use on-street parking spaces on Stevens Creek Boulevard and Cecil Avenue. The existing dealership on- site is developed with a one-story, approximately 8,000 square foot building, a 6,000 square-foot building, an approximately 1,200 square-foot shed, and a surface parking lot.
Vehicle Trips
Driveway counts were conducted at the existing dealership on-site during the morning peak period (from 8:00 AM to 9:00 AM) and afternoon peak period (from 5:00 PM to 6:00 PM). Counts of vehicles that parked on Stevens Creek Boulevard and Cecil Avenue were also taken to ensure that the total vehicle trip generation was captured.
Existing development on-site generated eight (8) vehicle trips during the AM peak hour and 18 vehicle trips during the PM peak hour. Table 4.16-1, below, summarizes the vehicle trip counts.
Table 4.16-1: Existing Vehicle Trip Generation
Peak Hour In Out Total Morning (8:00 AM – 9:00 AM) 5 3 8
Evening (5:00 PM – 6:00 PM) 8 10 18
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4.16.2 Environmental Checklist and Discussion of Impacts
TRANSPORTATION/TRAFFIC Less Than Potentially Significant Less Than Information Significant With Significant No Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Cause an increase in traffic which is 1,2,16 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 volume to capacity ratio of roads, or congestion at intersections)? 2) Exceed, either individually or 1,2,16 cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? 3) Result in a change in air traffic 1 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 1 a design feature (e.g., sharp curves or dangerous intersections) or incompatible land uses (e.g., farm equipment)? 5) Result in inadequate emergency 1,2 access? 6) Conflict with adopted policies, plans, 1,2,16 or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)?
4.16.2.1 Traffic Impacts
The project proposes to redevelop the existing automobile sales and service facility with an expanded automobile sales and service facility. The proposed dealership would include additional vehicle storage capacity, a new customer lounge, an expanded service center, larger service bays, and expanded storage capabilities for parts and tools.
To account for vehicle trips already traveling to the project site, existing trips were subtracted from the new trips. The proposed dealership is anticipated to create 58 net new AM peak hour trips and 70 net new PM peak hour trips, as summarized in Table 4.16-2 on the following page.
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Table 4.16-2: Proposed Vehicle Trip Generation
Peak Hour In Out Subtotal Existing Trips Total
Morning (8:00 AM – 9:00 AM) 44 22 66 (-8) 58
Evening (5:00 PM – 6:00 PM) 30 58 88 (-18) 70
The City of Santa Clara follows the Congestion Management Program (CMP) guidelines set by the Santa Clara Valley Transportation Authority (VTA), which requires that a Traffic Impact Analysis be prepared for any development generating 100 or more net peak hour trips.33 Based on the trip estimates presented in Table 4.16-2, the proposed project is not expected to generate more than 100 net new weekday AM or PM peak hour trips. Therefore, the proposed project is not required to prepare a full Traffic Impact Analysis, and would not result in a substantial increase in traffic in relation to existing roadway capacities in the project vicinity. (Less Than Significant Impact)
4.16.2.2 Other Transportation Issues
Airports
The proposed project is located approximately 3.0 miles southwest of the Norman Y. Mineta San José International Airport. The proposed project is not located within the Airport Influence Area or Comprehensive Land Use Plan. Implementation of the proposed project would not affect air traffic patterns. (No Impact)
Site Hazards and Design
The project proposes to remove some existing curb cuts on Stevens Creek Boulevard and develop some new curb cuts on Cecil Avenue to provide access to the project site. Based upon a review of the conceptual site plan, the proposed project would not increase on-site hazards due to the design of the buildings or parking lot, and would not result in inadequate emergency access. The project would not affect or impede any existing or planned pedestrian, bicycle, or transit facilities. (Less Than Significant Impact)
Parking
In accordance with Chapter 18.74 Parking Regulations of the City’s Zoning Ordinance, the proposed project includes a total of 304 parking stalls, as follows: 70 stalls for service vehicles storage, 203 exterior display stalls, 18 sales customer stalls, and 13 service customer stalls. In addition, the project includes two Class I bicycle parking stalls and eight Class II bicycle parking stalls. (Less Than Significant Impact)
33 City of Santa Clara. Traffic Impact Analysis Criteria. Revised October 23, 2008.
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4.16.3 Conclusion
Implementation of the proposed project would not result in significant transportation impacts. (Less Than Significant Impact)
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4.17 UTILITIES AND SERVICE SYSTEMS
4.17.1 Setting
4.17.1.1 Water Services
Water is provided to the site by the City of Santa Clara Water Utility. The system consists of more than 295 miles of water mains, 27 wells, and seven storage tanks with more than 27 million gallons of water capacity. Drinking water is provided by an extensive underground aquifer (access by the City’s wells) and by two wholesale water importers: the Santa Clara Valley Water District (SCVWD) (imported from the Sacramento-San Joaquin Delta) and the San Francisco Hetch-Hetchy System (imported from the Sierra Nevada). The three sources are used interchangeably or are blended together. A water recharge program administered by SCVWD from local reservoirs and imported Sacramento-San Joaquin Delta water enhances the dependability of the underground aquifer.
There are currently no recycled water lines in in the project area.34 The project site is served by municipal water supply lines located in Stevens Creek Boulevard and Cecil Avenue. The existing automobile sales and service facility and vacant commercial/retail buildings on-site are not water- intensive uses. Water is used for irrigating the lawn area, operating the dealership, and servicing automobiles. Since the employment on the site is low (likely on the order of magnitude of 100 employees or less) and the landscaping minimal, the daily volume of water used on the project site cannot be accurately estimated.
4.17.1.2 Wastewater Services
The City of Santa Clara Departments of Public Works and Water and Sewer Utilities are responsible for the wastewater collection system within the City. Wastewater is collected by sewer systems in Santa Clara and is conveyed by pipelines to the San José-Santa Clara Water Pollution Control Plant (WPCP) located in San José. The WPCP is one of the largest advanced wastewater treatment facilities in California and serves over 1,500,000 people in San José, Santa Clara, Milpitas, Campbell, Cupertino, Los Gatos, Saratoga, and Monte Sereno. 35 The WPCP has available capacity to treat up to 167 million gallons per day (mgd). The WPCP presently operates at an average dry weather flow of 110 mgd, which is 57 mgd under its 167 mgd treatment capacity.36 Approximately ten percent of the plant’s effluent is recycled for non-potable uses and the remainder flows into San Francisco Bay. Wastewater is diverted into an existing six-inch sanitary sewer line located in Stevens Creek Boulevard.
34 City of Santa Clara. Recycled Water System Map. July 2012. Accessed August 28, 2013. Available at: www.santaclaraca.gov/index.aspx?page=2091 35 City of San José. San José-Santa Clara Regional Wastewater Facility. Accessed August 28, 2013. Available at: http://www.sanjoseca.gov/index.aspx?nid=1663 36 Santa Clara General Plan. 2010-2035.
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4.17.1.3 Storm Drainage
Runoff from the project site flows into the City of Santa Clara and City of San José municipal storm drainage systems. Stormwater runoff from the project site flows into a 36-inch storm drain located in Stevens Creek Boulevard and an 18-inch storm drain located in Henry Avenue.
4.17.1.4 Solid Waste
Solid waste collection in the City of Santa Clara is provided by Mission Trail Waste System through a contract with the City. Mission Trail Waste System also has a contract to implement the Clean Green portion of the City’s recycling plan by collecting yard waste. All other recycling services are provided through Stevens Creek Disposal and Recycling. The City has an arrangement with the owners of the Newby Island Landfill, located in San José, to provide disposal capacity for the City of Santa Clara through 2024. The City of San José approved expansion of Newby Island Landfill in August 2012 and the landfill could continue to provide disposal capacity to Santa Clara beyond 2024. Prior to 2024, the City would need to amend the contract with Newby Island or contract with another landfill operator which would be subject to environmental review.
The California Integrated Waste Management Board (CIWMB, now CalRecycle) established a diversion requirement of 50 percent beginning in 2000. Based on the CIWMB 2008 Annual Report Summary, the City of Santa Clara has exceeded its diversion goal. In addition to the CalRecycle requirements, the City of Santa Clara has a construction debris diversion ordinance which requires all projects over 5,000 sf to divert a minimum 50 percent of construction and demolition debris from landfills.
4.17.2 Environmental Checklist and Discussion of Impacts
UTILITIES AND SERVICE SYSTEMS Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 1) Exceed wastewater treatment 1,2 requirements of the applicable Regional Water Quality Control Board? 2) Require or result in the 1,2 construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? 3) Require or result in the 1,2 construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects?
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UTILITIES AND SERVICE SYSTEMS Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated Would the project: 4) Have sufficient water supplies 1,2 available to serve the project from existing entitlements and resources, or are new or expanded entitlements needed? 5) Result in a determination by the 1,2 wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments? 6) Be served by a landfill with 1,2 sufficient permitted capacity to accommodate the project’s solid waste disposal needs? 7) Comply with Federal, state, and 1,2 local statutes and regulations related to solid waste?
4.17.2.1 Water Services Impacts
Implementation of the proposed project would result in an expanded automobile sales and service facility on-site. The proposed project would employ approximately 85 full-time employees and would increase the employment by approximately seven employees, which by extension, also increase the water use on the site. In addition, the project would increase the total landscaped area on the site. Since the project does not propose to develop more than 2,500 square feet of landscaped area, the project is not subject to Chapter 18.88 of the Santa Clara City Code. However, based on review by the City, the project would not result in a significant impact on water supply. (Less Than Significant Impact)
4.17.2.2 Wastewater Services Impacts
San José/Santa Clara Water Pollution Control Plant
The San José/Santa Clara WPCP has the capacity to treat 167 mgd of wastewater. The City’s average dry weather flow is 13.3 mgd based on 2009 data, while the City’s allocation of treatment capacity is approximately 23 mgd.37 As described above, wastewater generation on the site is minimal. The proposed project would not substantially increase the employment on the site.
37 Christopher De Groot. Assistant Director, Santa Clara Water and Sewer Utilities. Personal communication on the Neto Residential Project Initial Study, April 2010.
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Therefore the proposed project would have a less than significant impact on the capacity of the WPCP. (Less Than Significant Impact)
Sanitary Sewer
The proposed project would connect to existing sewer lines in Stevens Creek Boulevard. The project would not result in a substantial increase in wastewater generated on the project site. According to the project’s civil engineer, the project’s wastewater discharge (sinks, urinals, and water closets) would be 70 gallons per minute (not taking into account existing flows from current used car dealership). The peak discharge from the proposed site would be 0.156 cfs and an average discharge from the site would be 0.062 cfs. The wastewater would be delivered to the 8-inch City Main running along Steven’s Creek Boulevard, which has sufficient capacity to serve the proposed project. (Less Than Significant Impact)
4.17.2.3 Storm Drainage Impacts
As discussed in Section 4.9 Hydrology and Water Quality, the amount of impervious surface area on the project site would decrease with implementation of the proposed project; conversely, the amount of pervious surfaces would increase. Under existing conditions, the storm drainage system has sufficient capacity to convey runoff from the site. Since the project would decrease the amount of impervious surfaces on-site, which would also decrease the amount of stormwater runoff from the site, the existing stormwater drainage system in the project area would have sufficient capacity to serve the proposed project. (Less Than Significant Impact)
4.17.2.4 Solid Waste Impacts
Implementation of the proposed project will not result in a significant increase in solid waste and recyclable materials generated within the City of Santa Clara, and would not require that new landfill facilities be contracted with or constructed to serve the proposed project. (Less Than Significant Impact)
4.17.3 Conclusion
Implementation of the project would not result in any utility or service facility exceeding current capacity nor require the construction of new infrastructure or service facilities. Therefore, the project would result in a less than significant impact to utility and service systems. (Less Than Significant Impact)
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4.18 MANDATORY FINDINGS OF SIGNIFICANCE
Less Than Potentially Significant Less Than No Information Significant With Significant Impact Source(s) Impact Mitigation Impact Incorporated 1) Does the project have the potential Pgs. 1- to degrade the quality of the 80 environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self- sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? 2) Does the project have impacts that Pgs. 1- are individually limited, but 80 cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? 3) Does the project have the Pgs. 1- potential to achieve short-term 80 environmental goals to the disadvantage of long-term environmental goals? 4) Does the project have Pgs. 1- environmental effects which will 80 cause substantial adverse effects on human beings, either directly or indirectly?
4.18.1 Project Impacts
As discussed in the individual sections, the proposed project would not degrade the quality of the environment with the implementation of identified standard permit conditions and mitigation measures. As discussed in Section 4.4 Biological Resources, the project would not significantly impact sensitive habitat or species. As in Section 4.5 Cultural Resources, there are no historic or potentially historic structures on-site or in the project vicinity and the potential for buried archaeological resources on-site is low. (Less Than Significant Impact with Mitigation Incorporated)
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4.18.2 Cumulative Impacts
The proposed project would generate GHG emissions in compliance with the City’s Climate Action Plan/GHG Reduction Strategy and would not preclude the City or State from meeting emission reduction limits by the horizon year 2020. Cumulative impacts related to public services and utilities from development in the City have been addressed in the General Plan Environmental Impact Report and accounted for in the City’s long-term infrastructure service planning. The proposed project is consistent with the site’s General Plan land use designation. (Less Than Significant Impact)
4.18.3 Short-term Environmental Goals vs. Long-term Environmental Goals
The project site is currently developed with an automobile sales and service facility. The project proposes redevelop the site with an expanded automobile sales and service facility, consistent with the site’s General Plan land use designation. The construction of the project would result in the temporary disturbance of developed land as well as an irreversible and irretrievable commitment of resources and energy during construction.
The project proposes to develop an urban, infill location that would not result in the conversion of a greenfield site to urban uses or otherwise commit resources in a wasteful or inefficient manner. The operational phase would consume energy for multiple purposes including building heating and cooling, lighting, electronics and operation of the service bays. Energy, in the form of fossil fuels, would also be used to fuel vehicles traveling to and from the project site. The project would result in an increase in demand upon nonrenewable resources; however, the project is required to comply with the City’s Climate Action Plan and would incorporate green building measures, as discussed in Section 4.7 Greenhouse Gas Emissions.
With implementation of the mitigation measures included in the project and compliance with City policies, the proposed project does not have the potential to achieve short-term environmental goals to the disadvantage of long-term environmental goals. (Less Than Significant Impact)
4.18.4 Direct or Indirect Adverse Effects on Human Beings
Consistent with Section 15065(a)(4) of the CEQA Guidelines, a lead agency shall find that a project may have a significant effect on the environment where there is substantial evidence that the project has the potential to cause substantial adverse effects on human beings, either directly or indirectly. Under this standard, a change to the physical environment that might otherwise be minor must be treated as significant if people would be significantly affected. This factor relates to adverse changes to the environment of human beings generally, and not to effects on particular individuals. While changes to the environment that could indirectly affect human beings would be represented by all of the designated CEQA issue areas, those that could directly affect human beings include air pollutants, geological hazards, hazardous materials, and noise and vibration. Implementation of identified mitigation measures would reduce impacts to human beings to a less than significant level. (Less Than Significant Impact)
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Checklist Sources:
1. CEQA Guidelines - Environmental Thresholds (professional judgment and expertise and review of project plans).
2. City of Santa Clara. Santa Clara General Plan and City Code.
3. City of Santa Clara. General Plan EIR. January 2011.
4. California Department of Conservation. Santa Clara County Important Farmland 2012 Map. 2013.
5. Bay Area Air Quality Management District. Annual Bay Area Air Quality Summaries. Accessed April 13, 2016. Available at: http://www.baaqmd.gov/about-air-quality/air- quality-summaries
6. City of Santa Clara. Smart Permit Information System. Accessed June April 1, 2016. Available at: http://santaclaraca.gov/index.aspx?page=1015
7. Albion Environmental, Inc. Cultural Resources Sensitivity of the City of Santa Clara. May 2010.
8. California Department of Conservation. Alquist-Priolo Earthquake Fault Zone Maps. 2007. Accessed April 1, 2016. Available at: http://www.quake.ca.gov/gmaps/ap/ap_maps.htm
9. County of Santa Clara. County Geologic Hazards Zones – Maps: Map 19. 2012.
10. Enviro Assessment P.C. Phase I Environmental Site Assessment: Stevens Creek Boulevard Properties 3209, 3221, & 3229. August 27, 2013.
11. Federal Emergency Management Agency. Flood Insurance Rate Map, Map Number 06085C0229H. May 18, 2009.
12. Santa Clara Valley Water District. Andersen Dam EAP 2009 Flood Inundation Maps. 2009 http://www.valleywater.org/Services/AndersonDamAndReservoir.aspx Accessed April 5, 2016.
13. Santa Clara Valley Water District. Lexington Reservoir 2009 Flood Inundation Maps. 2009. http://www.valleywater.org/Services/LexingtonReservoirAndLenihanDam.aspx Accessed April 5, 2016.
14. Santa Clara Valley Urban Runoff Pollution Prevention Program. Hydromodificatoin Management Applicability Map: City of Santa Clara. Accessed April 5, 2016. Available at: < http://www.scvurppp-w2k.com/HMP_app_maps/Santa_Clara_HMP_Map.pdf>
15. Illingworth & Rodkin, Inc. Environmental Noise Assessment. April 11, 2016.
16. Fehr & Peers. Trip Generation Assessment. November 11, 2015.
17. City of Santa Clara. Traffic Impact Analysis Criteria. Revised October 23, 2008.
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SECTION 5.0 REFERENCES
Albion Environmental, Inc. Cultural Resources Sensitivity of the City of Santa Clara. May 2010.
Bay Area Air Quality Management District. Annual Bay Area Air Quality Summaries. Accessed April 13, 2016. Available at: http://www.baaqmd.gov/about-air-quality/air-quality-summaries
California Department of Conservation. Alquist-Priolo Earthquake Fault Zone Maps. 2007. Accessed April 1, 2016. Available at: http://www.quake.ca.gov/gmaps/ap/ap_maps.htm
---. Santa Clara County Important Farmland 2012 Map. 2013.
California Environmental Protection Agency. California 303(d) Listed Waters. 2012. http://www.waterboards.ca.gov/water_issues/programs/tmdl/integrated2012.shtml Accessed April 5, 2016.
Christopher De Groot. Assistant Director, Santa Clara Water and Sewer Utilities. Personal communication on the Neto Residential Project Initial Study, April 2010.
City of San José. San José-Santa Clara Regional Wastewater Facility. Accessed August 28, 2013. Available at: http://www.sanjoseca.gov/index.aspx?nid=1663
City of Santa Clara Fire Department. About Us. Accessed March 31, 2016. Available at: http://santaclaraca.gov/index.aspx?page=119
City of Santa Clara Police Department. About Us. Accessed March 31, 2016. Available at: http://scpd.org/index.aspx?page=25
City of Santa Clara. City of Santa Clara 2010-2035 General Plan. 2010. See Table 5.2-1 (sum of Columns A and B).
---. City of Santa Clara 2010-2035 General Plan. 2010. See Table 5.2-1, Column F.
---. City of Santa Clara General Plan 2010-2035. Last revised December 9, 2014.
---. General Plan EIR. January 2011.
---. Smart Permit Information System. Accessed June April 1, 2016. Available at: http://santaclaraca.gov/index.aspx?page=1015
---. Recycled Water System Map. July 2012. Accessed August 28, 2013. Available at: www.santaclaraca.gov/index.aspx?page=2091
---. Traffic Impact Analysis Criteria. Revised October 23, 2008.
County of Santa Clara. County Geologic Hazards Zones – Maps: Map 19. 2012.
Enviro Assessment P.C. Phase I Environmental Site Assessment: Stevens Creek Boulevard Properties 3209, 3221, & 3229. August 27, 2013.
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Environmental Technology International Corporation. Workplan for Former Underground Storage Fuel Tank Site: 3350 Stevens Creek Boulevard. October 23, 1991.
Federal Emergency Management Agency. Flood Insurance Rate Map, Map Number 06085C0229H. May 18, 2009.
Fehr & Peers. Trip Generation Assessment. November 11, 2015. Illingworth & Rodkin, Inc. Environmental Noise Assessment. April 11, 2016.
Santa Clara Valley Urban Runoff Pollution Prevention Program. Hydromodificatoin Management Applicability Map: City of Santa Clara. Accessed April 5, 2016. Available at: < http://www.scvurppp-w2k.com/HMP_app_maps/Santa_Clara_HMP_Map.pdf>
Santa Clara Valley Water District. Andersen Dam EAP 2009 Flood Inundation Maps. 2009 http://www.valleywater.org/Services/AndersonDamAndReservoir.aspx Accessed April 5, 2016.
---. Lexington Reservoir 2009 Flood Inundation Maps. 2009. http://www.valleywater.org/Services/LexingtonReservoirAndLenihanDam.aspx Accessed April 5, 2016.
U.S. Department of Agriculture. Web Soil Survey: Engineering Properties. Accessed April 1, 2016. Available at: http://websoilsurvey.sc.egov.usda.gov/App/WebSoilSurvey.aspx
---. Web Soil Survey: Physical Soil Properties. Accessed April 1, 2016. Available at: http://websoilsurvey.sc.egov.usda.gov/App/WebSoilSurvey.aspx
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SECTION 6.0 LEAD AGENCY AND CONSULTANTS
Lead Agency
City of Santa Clara Sharon Goei, Acting Director of Planning and Inspection Payal Bhagat, Associate Planner
Consultants
David J. Powers & Associates, Inc. Environmental Consultants and Planners Akoni Danielsen, Principal Project Manager Ryan Shum, Associate Project Manager Zachary Dill, Graphic Artist
Environmental Assessment P.C. Hazardous Materials Consultant James D. Robinson, Environmental Professional
Illingworth & Rodkin, Inc. Noise Consultants Michael Thill, Principal Dana Lodico, Consultant
Fehr & Peers Transportation Consultants Jane Bierstedt, Principal Patrick Gilster, Transportation Planner
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