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4.15 Transportation

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4.15 Transportation 4.15 – Transportation 4.15 Transportation This section describes the existing traffic/circulation setting near the proposed Sand Canyon Resort Project (project) site, identifies associated regulatory requirements, and evaluates potential adverse impacts related to (1) conflicts with an applicable program, plan, ordinance, or policy addressing the circulation system including transit, roadway, bicycle and pedestrian facilities; (2) conflict or inconsistency with California Environmental Quality Act (CEQA) Guidelines Section 15064.3(b); (3) a substantial increase in hazards due to a geometric design feature; and (4) inadequate emergency access. Following the impact analysis, this section lists any applicable project design features and identifies mitigation measures required related to implementation of the proposed project. The following discussion summarizes the Vehicle Miles Traveled (VMT) Analysis and Traffic Impact Analysis (TIA) prepared by Stantec on August 7, 2020, and November 8, 2019, respectively, per requirements established by the revised CEQA Guidelines, the City of Santa Clarita Traffic Study Guidelines (City of Santa Clarita 1990), and the Transportation Analysis Updates in Santa Clarita (City of Santa Clarita 2020a). Additionally, a Transportation Demand Management Plan and a Parking Analysis for Sand Canyon Resort have been prepared by Stantec. All reports are included as Appendix J of this Environmental Impact Report (EIR). 4.15.1 Environmental Setting This section describes key roadway segments and intersections, as well as transit, pedestrian, and biking facilities within the vicinity of the proposed project. Existing Roadway System The proposed project is located in the southeast portion of the City of Santa Clarita (City). The project site is located north of Robinson Ranch Road, east of Sand Canyon Road, west of the Sand Canyon Country Club clubhouse, and south of Oak Springs Canyon Road. Access to the project site will be via four new intersections with Robinson Ranch Road in addition to the existing gated entry via the Sand Canyon Road/Robinson Ranch Road intersection. A secondary access is proposed south of the property through Live Oak Springs Canyon Road, which could be used as an emergency evacuation route. Regional access to the project will be via State Route (SR) 14, which is located approximately 1 mile north of the project. Access to SR-14 is via an interchange with northbound ramps connecting to Sand Canyon Road and southbound hook ramps on Soledad Canyon Road. Soledad Canyon Road in the study area (defined in the TIA) is designated as a Major Highway in the City of Santa Clarita General Plan (City of Santa Clarita 2011). It is an east–west arterial with six lanes between Sierra Highway and Galeton Road and a four-lane road for the remaining portion in the study area. Sand Canyon Road is a north–south arterial with mostly two lanes between Sierra Highway and Soledad Canyon Road, four lanes between Soledad Canyon Road and SR-14 Northbound Ramps, and two lanes south of the SR- 14 northbound ramps. It is designated as a Major Highway between Soledad Canyon Road and Lost Canyon Road, a Secondary Highway between Sierra Highway and Soledad Canyon Road, and a Limited Secondary Highway south of Lost Canyon Road (City of Santa Clarita 2011). SR-14 or Antelope Valley Freeway is located north of the project site. It provides access to the Antelope Valley to the northeast and connects to Interstate 5 to the southwest. Sand Canyon Resort Project Draft EIR 11285 November 2020 4.15-1 4.15 – Transportation In consultation with City staff, using the criteria of identifying locations where the project would add 50 or more peak hour trips, the following five intersections were selected and included in the traffic analysis of the project: 1. SR-14 southbound ramps/Soledad Canyon Road (signalized) 2. Sand Canyon Road/SR-14 northbound ramps (signalized) 3. Sand Canyon Road/Soledad Canyon Road (signalized) 4. Sand Canyon Road/Lost Canyon Road (all-way stop) 5. Sand Canyon Road/Robinson Ranch Road (two-way stop) Figure 4.15-1 illustrates the project site location and study area selected for traffic analysis. Figure 4.15-2, Master Plan of Highways, illustrates the classification of roadway designation in the vicinity of the project site. Public Transportation The City of Santa Clarita Transit (SCT) Route 6 is the closest service route to the project. The closest bus stop is approximately 2 miles from the project. SCT Routes 6 travels along Soledad Canyon Road and provides services between the east side of the City and Stevenson Ranch with stops at the Santa Clarita and Newhall Metrolink stations, as well as at the McBean Regional Transit Center. Additional routes are accessible from this route, which provides service to the greater Santa Clarita Valley area. Figure 4.15-3 illustrates the City’s transit routes. SCT Commuter Express offers express commuter bus travel to Los Angeles, Warner Center, Van Nuys, Century City, and the Antelope Valley. Three Metrolink stations (i.e., Newhall Station, Santa Clarita Station, and Via Princessa Station) exist within the City, which serve the Antelope Valley line. This line travels between Lancaster and Union Station, Los Angeles. The closest Metrolink station is the Via Princessa Station, which is approximately 4.5 miles west of the project. Pedestrian and Bicycle Facilities The City of Santa Clarita Non-Motorized Transportation Plan Update (City of Santa Clarita 2014) focuses on the City’s bicycle and pedestrian network, planning and policies related to bicycling and walking, nonmotorized connections to transit, safe routes to schools, and complete streets. This plan update also provides direction for future investments in bicycle and pedestrian infrastructure. Currently, there are no bike lanes serving the project site. There is a proposed Class III Bike Path along Sand Canyon Road. The proposed Class III Bike Path along Sand Canyon Road would connect to the existing Class II Bike Lane along Soledad Canyon Road. Figure 4.15-4 illustrates the existing and planned future bicycle facilities in the study area. The existing multipurpose pedestrian pathway along Sand Canyon Road would be extended from Road Runner Road to the southern boundary of the City. There are limited pedestrian facilities along roadways adjacent to the project due to the rural nature of the study area. Sand Canyon Resort Project Draft EIR 11285 November 2020 4.15-2 4.15 – Transportation 4.15.2 Regulatory Framework State Senate Bill 743 On September 27, 2013, Governor Brown signed Senate Bill (SB) 743, which became effective on January 1, 2014. The purpose of SB 743 is to streamline the review under the CEQA process for several categories of development projects, including the development of infill projects in transit priority areas, and to balance the needs of congestion management with statewide goals related to infill development, promotion of public health through active transportation, and reduction of greenhouse gas emissions. SB 743 adds Chapter 2.7, Modernization of Transportation Analysis for Transit Oriented Infill Projects, to the CEQA Statute (California Public Resources Code, Section 21099). Section 21099(d)(1) provides that aesthetic and parking impacts of a residential, mixed-use residential, or employment center project on an infill site within a transit priority area shall not be considered significant impacts on the environment. In addition, SB 743 mandates that alternative metrics for determining impacts relative to transportation shall be developed to replace the use of level of service (LOS) in CEQA documents. In the past, environmental review of transportation impacts focused on the delay that vehicles experience at intersections and on roadway segments, which is often measured using LOS. Mitigation for impacts on vehicular delay often involves increasing capacity, such as widening a roadway or increasing the size of an intersection, which in turn encourages more vehicular travel and greater pollutant emissions. Additionally, improvements to increase vehicular capacity can often discourage alternative forms of transportation such as biking and walking. SB 743 directed the Governor’s Office of Planning and Research (OPR) to develop an alternative metric for analyzing transportation impacts in CEQA documents. The alternative shall promote the state’s goals of reducing greenhouse gas emissions and traffic-related air pollution, promoting the development of multimodal transportation system, and providing clean, efficient access to destinations. Under SB 743, it was anticipated that the focus of transportation analysis would shift from vehicle delay to VMT within transit priority areas (i.e., areas well served by transit). Pursuant to SB 743, OPR released the draft revised CEQA Guidelines in November 2017, recommending the use of VMT for analyzing transportation impacts. Additionally, OPR released updates to Technical Advisory on Evaluating Transportation Impacts in CEQA(OPR 2018), to provide guidance on VMT analysis. In this Technical Advisory, OPR provides its recommendations to assist lead agencies in screening out projects from VMT analysis and selecting a significance threshold that may be appropriate for their particular jurisdictions. While OPR’s Technical Advisory is not binding on public agencies, CEQA allows lead agencies to “consider thresholds of significance . recommended by other public agencies, provided the decision to adopt those thresholds is supported by substantial evidence”
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