Section 3.11 Transportation and Traffic

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1 Section 3.11 Transportation and Traffic Introduction This section evaluates potential transportation and traffic impacts from implementation of the Proposed Project including future winery development and operations, based in part on the traffic study performed specifically for this Project (Appendix F). It includes a discussion of the existing traffic conditions in the County s inland rural regions, as well as the applicable regulations pertaining to the Proposed Project. Where applicable, development criteria for the Proposed Project are presented Environmental Setting The Proposed Project affects many portions of rural Santa Barbara County. For the purposes of this analysis, the County has been divided into four primary study areas for traffic: 1. Santa Maria Valley American Viticultural Area (AVA) 2. Los Alamos 3. Santa Ynez Valley AVA 4. Santa Rita Hills AVA Santa Maria Valley AVA The Santa Maria Valley AVA covers the northwest corner of Santa Barbara County. It encompasses the city of Santa Maria, where Highway 166 meets Highway 101. Five (5) of the 34 study area roadway segments are located here. Los Alamos The Los Alamos area is the central region in the study vicinity. It is located in between the Santa Maria Valley and the Santa Ynez Valley where Highway 135 meets Highway 101. The Los Alamos area contains three (3) of the study area roadway segments. Santa Ynez Valley AVA The Santa Ynez Valley AVA contains the greatest concentration of wineries in Santa Barbara County. The valley sits between the Santa Ynez Mountains (to the south) and the Purisima Hills and San Rafael Mountains (to the north). It encompasses the majority (24) of the study area roadway segments. The valley includes Ballard Canyon, Happy Canyon, and Los Olivos. Santa Rita Hills AVA The Santa Rita Hills AVA is located just east of the town of Lompoc and west of the town of Buellton. Highway 246 runs west to east through this region. The Santa Rita area contains two (2) of the study area roadway segments. Tables to summarize the roadway classification and average annual daily traffic (AADT) for each of the 4 study areas described above

2 Table Santa Maria Valley AVA Existing Traffic Volumes Street Segment Roadway Classification Existing Traffic Volume Weekday Weekend Clark Avenue: East of Lake Marie Estates Unclassified 2,985 1,746 Dominion Road: South of Betteravia Unclassified 1, Foxen Canyon Road: East of Tepusquet Road Unclassified Santa Maria Mesa Road: East of Foxen Canyon Road Unclassified 1, Tepusquet Road: North of Foxen Canyon Road Unclassified Table Los Alamos Existing Traffic Volumes Street Segment Roadway Classification Existing Traffic Volume Weekday Weekend Alisos Canyon Road: West of Foxen Canyon Road Unclassified Highway 135: Highway 1 to Harris Grade Road 2-Lane Expressway 3,150 2,948 Highway 135: Harris Grade Road to Bell Street 2-Lane Expressway 3,520 3,295 Table Santa Ynez Valley AVA Existing Traffic Volumes Street Segment Roadway Classification Existing Traffic Volume Weekday Weekend Alamo Pintado Road: North of Baseline Secondary-1 4,174 3,300 Alamo Pintado Road: South of Baseline Secondary-1 5,155 4,076 Armour Ranch Road: East of Highway 154 Secondary Armour Ranch Road: North of Highway 154 Secondary Ballard Canyon Road: North of Chalk Hill Road Unclassified Ballard Canyon Road: West of Chalk Hill Road Secondary Ballard Canyon Road: West of Foxen Canyon Road Unclassified Baseline Avenue: East of Alamo Pintado Road Secondary-1 2, Baseline Avenue: East of Edison Street Secondary-3 1,411 1,116 Baseline Avenue: West of Edison Street Secondary-1 2,089 1,652 Edison Street: North of Baseline Secondary-3 2,700 2,135 Foxen Canyon Road: South of Zaca Station Road Unclassified Happy Canyon Road: East of Baseline Collector Happy Canyon Road: East of Armour Ranch Road Collector Highway 154: Highway 101 to Baseline State Highway 10,100 7,986 Highway 154: Baseline to Highway 246 State Highway 11,700 9,251 Highway 154: South of Highway 246 State Highway 11,800 9,330 Highway 246: Refugio Road to Highway 154 State Highway 8,050 6,

3 Table Santa Ynez Valley AVA Existing Traffic Volumes (Continued) Street Segment Roadway Classification Existing Traffic Volume Weekday Weekend Refugio Road: South of Highway 246 Secondary-3 1,367 1,081 Roblar Avenue: East of Highway 154 Secondary-3 1,900 1,502 Roblar Avenue: West of Highway 154 Secondary-1 2,147 1,698 Roblar Avenue: East of Refugio Road Secondary-1 2,288 1,809 Santa Rosa Road: West of Highway 101 Unclassified Zaca Station Road: North of Highway 154 Unclassified 1, Table Santa Rita Hills AVA Existing Traffic Volumes Street Segment Roadway Classification Existing Traffic Volume Weekday Weekend Highway 246: Cebada Canyon Road to Tularosa Road 2-Lane Major Road 8,700 6,879 Highway 246: Tularosa Road to Drum Canyon Road 2-Lane Expressway 8,700 6, Traffic Condition The existing traffic condition was evaluated for thirty-four street segments located in four planning areas, which were identified as having the highest potential to be affected by the additional weekday and weekend traffic volumes associated with the Project (Appendix F). Traffic volumes were conducted in the field, provided by the, or obtained from recent traffic studies conducted in the County. Street Segment: Capacity Analysis Method Street segment capacities were obtained from the Santa Barbara County Comprehensive Plan Circulation Element and Santa Ynez Valley Community Plan Circulation Element. Traffic volumes for the various conditions ( existing, existing + project & existing + project + cumulative ) were compared to the published Acceptable Capacities. If volumes were less than the Acceptable Capacity, the Project was considered to be consistent with published Circulation Element, and no significant impacts were determined. Street Segment: Quality of Life Method Development of the Project could result in additional traffic occurring on rural roadways that would otherwise not be expected to see comparable growth. This change in average daily trips may not necessarily result in a capacity impact as described above, but could be considered a Quality of Life impact to rural residents whose expectations for their local roadways are affected. A general growth of 2 percent per year could be expected based on historical growth throughout the County. Compounded over 20 years (to buildout at Year 2035), this growth averages 2.43 percent per year (termed ambient growth ). Project traffic volumes added to ambient growth over 20 years affects

4 this 2.43 percent average growth per year. For the purposes of this study, a project-induced 50 percent or greater increase over the ambient growth percentage could be considered a potential significant impact. The threshold would therefore be 3.65 percent. Given that this analysis is essentially a comparison of long-term cumulative growth with and without the Project, potential significant impacts could only be considered cumulative impacts. Accident Assessment Method Existing accident rates were calculated for each of the thirty-four roadways to determine which, if any street segments experience a higher-than-expected vehicular accident rate when compared to similar street segments statewide. Recent accident data was obtained from the California Statewide Integrated Traffic Records System (SWITRS), which is an interactive online database containing traffic crash data collected by the California Highway Patrol (CHP). The expected accident rates were obtained from the Table C Task Force (a data report table extract from HQ Traffic Accident Surveillance and Analysis System, TASAS) for a rate group representing terrain type, and urban/rural locations. Rate groups are classified for Intersections (I), Ramps (R), and Highway Segments (H). The Highway Segments are classified based on highway type, number of lanes, terrain type (flat, rolling, or mountainous), design speed, and area (rural or suburban). All thirty-four street segments in the study area are classified under rate group H 01. The accident assessment was conducted by comparing existing actual accident rates with the expected accident rates for the appropriate rate group. Actual accident rates for a given street segment are calculated by dividing the total number of accidents by one million-vehicle miles (MVM). It should be noted that accident assessments can only be prepared for existing conditions, since the calculations require the actual number of accidents. Therefore, accident rate comparisons of future conditions with Project and cumulative projects volumes cannot be calculated. For this reason, the accident assessment data is not utilized to determine significant direct or cumulative impacts. However, it is assumed that street segments with higher-than-expected accident rates will continue to have accident issues with future volumes. In some instances, street segment locations were identified as having accident issues based on the severity of accidents, even if these locations did not exceed the expected accident rates. Based on the current accident rates and known locations with high severity, the following street segments are shown to have accident issues: Segment No. 14: Ballard Canyon Road (west of Chalk Hill Road) Segment No. 28: Roblar Avenue (east of Highway 154) Segment No. 29: Roblar Avenue (west of Highway 154) Accidents on the Ballard Canyon Road segment exceed expected accident rates (1.74 accidents per MVM vs accidents per MVM). The accidents on Roblar Avenue in the vicinity of Highway 154 are known to be severe, based on the type of accident and differential of speed involved. Alternative Transportation County staff was consulted to determine which street segments currently experience notable pedestrian, bicyclist or equestrian activity. Generally, pedestrian and equestrian activity is limited on

5 the study area street segments given the rural nature of the study area. However, bicycle activity was shown to be high for many segments. This pedestrian/ bicyclist/ equestrian documentation was not directly utilized to determine significant impacts; rather, in conjunction with the Capacity, Quality of Life and Accident Assessment data, it provides a fuller picture of the overall street system operations. Primary Wine Areas Traffic Conditions Santa Maria Valley AVA The Santa Maria Valley AVA contains five (5) unclassified street segments located within the County of Santa Barbara s jurisdiction. All street segments in the Santa Maria Valley AVA are currently carrying an ADT lower than the Acceptable Capacity. Actual accident rate for all five street segments are less than the expected rate for similar roadways statewide. Bike lanes are provided on one street segment (Clark Avenue), but no notable pedestrian/ bicycle/ equestrian activity occurs on these segments. Los Alamos The Los Alamos study area contains three (3) street segments located within the County of Santa Barbara s jurisdiction. One is unclassified, and two are 2-Lane Expressways. All three street segments are currently carrying an ADT lower than the Acceptable Capacity. Actual accident rate for all three street segments are less than the expected rate for similar roadways statewide. There are no bike lanes provided, although bicycle activity is noted on the unclassified segment (Alisos Canyon Road). Santa Ynez Valley AVA The Santa Ynez Valley AVA is the largest of the four study areas, with twenty-four roadway segments located in the Santa Ynez Valley s jurisdiction. The Santa Ynez Valley Community Plan Circulation Element has a separate roadway classification system than the larger Countywide Circulation Element. The street segment classifications in the Santa Ynez Valley AVA range from unclassified (smallest) to Primary 3 (largest). All twenty-four street segments currently operate within the Acceptable Capacity utilized as the standard for the Santa Ynez Valley. Existing accident rates are lower than expected accident rates at all but one roadway (Ballard Canyon Road, west of Chalk Hill Road). Furthermore, severe accidents are known to occur on two segments of Roblar Avenue, both east and west of Highway 154. Bike lanes are provided for segments on Alamo Pintado Road, Baseline Avenue and Roblar Avenue. Bicycle activity is observed on Alamo Pintado Road, Armour Ranch Road, Ballard Canyon Road, Baseline Avenue, Foxen Canyon Road, Highway 154, Highway 246, Roblar Avenue, Santa Rosa Road and Zaca Station Road. Equestrian activity is also observed on Baseline Avenue, Refugio Road, and Roblar Avenue. Santa Rita Hills AVA The Santa Rita Hills AVA contains two (2) 2-Lane Expressway street segments located within the s jurisdiction, both of which are currently carrying an ADT lower than the Acceptable Capacity. Actual accident rates for both street segments (Highway 246) are less than the expected rate for similar roadways statewide. Bike lanes are provided on both segments but no notable pedestrian/ bicycle/ equestrian activity occurs on these segments

6 Regulatory Setting The traffic impact analysis was conducted in conformance with the goals and policies of state and local regulations, as discussed below State The Santa Barbara County Association of Governments (SBCAG) is responsible for maintaining the performance and standards of the Congestion Management Plan (CMP) roadway system in the County for State Highway facilities that are part of that system. SBCAG strives to maintain Level of Service (LOS) D operations on all CMP-monitored facilities (SBCAG 2009) Local State law requires that any development in Santa Barbara County should be consistent with the Santa Barbara County Comprehensive Plan. The Circulation Element of the Comprehensive Plan provides specific policies related to traffic and transportation implications of proposed development. Refer to Section 3.10, Land Use, for an additional discussion on the policies. The SBCAG has been designated as the Congestion Management Agency for the County and is therefore responsible for administration of the CMP. The CMP establishes a minimum level of service along roadways that are included in the CMP network, including all state highways. SBCAG has developed a set of traffic impact thresholds to assess the impacts of land use decisions made by local jurisdictions on regional transportation facilities located within the CMP roadway system. Santa Barbara County Comprehensive Plan Circulation Element ( 2014) established guidelines to determine the project-related traffic impacts on County roadways Environmental Impact Analysis Project-Specific Environmental Thresholds The traffic analysis utilizes the Santa Barbara County Comprehensive Plan Circulation Element and the Santa Ynez Valley Community Plan Circulation Element, which identify ADT thresholds called Acceptable Capacities that represent consistency with the Circulation Elements. Where the threshold capacity is exceeded, Project impacts are considered significant. Additionally, a Quality of Life threshold is used to acknowledge that substantive increases (greater than 50 percent of anticipated growth without the Project) may not exceed the capacity thresholds described above, but could be considered a significant cumulative impact by residents who experience a notable change in perceived quality of life due to the development of additional winery traffic Project Impacts This section discusses potential impacts to aesthetics and visual resources from the proposed Project. Table below provides a summary of the transportation and traffic resources impacts resulting from the proposed Project. Existing development standards and standard permit processes and

7 conditions, as well as development standards and requirements proposed as part of the Project, would serve to mitigate environmental impacts and are referenced in the analysis below. Table Summary of Transportation and Traffic Impacts Transportation and Traffic Resources Impacts Impact TRA-1. Street segment capacity impacts from future winery facilities under the Winery Ordinance Amendments Impact TRA-2. Quality of life impacts from future winery facilities under the Winery Ordinance Amendments Impact TRA-3. Accident issues from future winery facilities under the Winery Ordinance Amendments Mitigation Measures None required SPEC-TRA-1: Street segment capacity impacts from future winery facilities under the Winery Ordinance Amendments Mitigation Measure TRA-1: Premises Area Floor Increase Mitigation Measure TRA-2: Special Event Management Plan None required Residual Significance Less than Significant (Class III) Less than Significant (Class II) Less than Significant (Class III) Impact TRA-1. Street segment capacity impacts from future winery facilities under the Winery Ordinance Amendments. This analysis related to development of the Winery Ordinance Update includes trip generation, and evaluates the existing conditions of area roadways, and adds the Project-generated construction traffic to determine the impacts to roadway facilities based upon the Project s traffic study (Appendix F). Trip Generation Weekday and Weekend trips associated with the Winery Ordinance Update are estimated based on visitor information provided by the County. There are three tiers of wineries proposed: Tier A, Tier B and Tier C. Tier A is the smallest of the Tiers, and would not include a tasting room. Therefore, visitor trips would be very limited, although 20 Members of the Trade could be allowed on-site. For the purposes of this analysis, Members of the Trade were considered as visitors for Tier A wineries. Tier B wineries would have tasting rooms, and could be allowed between visitors, as would Tier C wineries. Observed weekday trip generation at existing Tier B and Tier C wineries was used to develop the weekday trip generation (County Driveway Counts, March-April 2013, August 2014). The weekend trip generation was indexed based off of the s current trip generation model. For the purposes of this analysis, individual winery trip generation was calculated as follows: Weekend Trip Generation Weekday Trip Generation Tier A: 35 ADT 23 ADT Tier B: 138 ADT 92 ADT Tier C: 177 ADT 118 ADT

8 The Santa Barbara Winery Ordinance Update is Program-level analysis that addresses the general effects of the modification of an ordinance. As such, there is no precise project that is analyzed. The development potential throughout the County is varied although it is expected that buildout of 2 wineries per year for twenty years will occur (40 wineries total by buildout). Based on the County s assessment, Santa Rita has the highest potential for growth, Santa Ynez Valley has the lowest, and Los Alamos and Santa Maria are both expected to have moderate growth. The analysis contained in this report reflects Project volumes assuming that for any given roadway, six wineries could be developed within the next twenty years. However, it should be noted that this is a very conservative approach, as concurrent development and operation of this hypothetical series of six wineries on any single roadway is exceptionally unlikely. It was determined that for the purposes of trip generation and assignment to the various street segments, the analysis should assume development of 2 Tier A, 2 Tier B and 2 Tier C, or six total along any given segment. Thus, the Project traffic analyzed for each segment in this analysis is 700 weekend ADT, and 466 weekday ADT. The following tables reflect this universal project applied to each road segment and not cumulative trip distribution. Traffic Condition Santa Maria Valley AVA Table summarizes the forecast daily traffic volumes on roadway segments in the Santa Maria Valley AVA study area under the Existing plus Project conditions. The table shows that daily traffic volumes would be well below the roadway operation standards, which are the acceptable capacities specified for the roadways. Therefore, the roadway system in the Project area would not be significantly impacted by the addition of Project-generated trips for the Existing plus Project conditions, and no mitigation is required. Table Santa Maria Valley AVA: Roadway Segment ADT Existing Plus Project Conditions Roadway Segment Clark Avenue: East of Lake Marie Estates Dominion Road: South of Betteravia Foxen Canyon Road: East of Tepusquet Road Santa Maria Mesa Road: East of Foxen Canyon Road Tepusquet Road: North of Foxen Canyon Road Acceptable Capacity Existing Conditions Weekday Weekend Existing Plus Project Conditions Significant Impact? Weekday Weekend Weekday Weekend 9,440 2,985 1,746 3,451 2,446 No No 9,440 1, ,538 1,292 No No 9, ,301 No No 9,440 1, ,797 1,570 No No 9, ,021 No No Los Alamos Table summarizes the forecast daily traffic volumes on roadway segments in the Los Alamos study area under the Existing plus Project conditions. The table shows that daily traffic volumes would be well below the roadway operation standards, which are the acceptable capacities specified for the

9 roadways. Therefore, the roadway system in the Project area would not be significantly impacted by the addition of Project-generated trips for the Existing plus Project conditions, and no mitigation is required. Table Los Alamos: Roadway Segment ADT Existing Plus Project Conditions Roadway Segment Alisos Canyon Road: West of Foxen Canyon Road Highway 135: Highway 1 to Harris Grade Road Highway 135: Harris Grade Road to Bell Street Acceptable Capacity Existing Conditions Weekday Weekend Existing Plus Project Conditions Significant Impact? Weekday Weekend Weekday Weekend No No 16,030 3,150 2,948 3,616 3,648 No No 16,030 3,520 3,295 3,986 3,995 No No Santa Ynez Valley AVA Table summarizes the forecast daily traffic volumes on roadway segments in the Santa Ynez Valley AVA study area under the Existing plus Project conditions. The table shows that daily traffic volumes would be well below the roadway operation standards, which are the acceptable capacities specified for the roadways. Therefore, the roadway system in the Project area would not be significantly impacted by the addition of Project-generated trips for the Existing plus Project conditions, and no mitigation is required. Table Santa Ynez Valley AVA: Roadway Segment ADT Existing Plus Project Conditions Roadway Segment Alamo Pintado Road: North of Baseline Alamo Pintado Road: South of Baseline Armour Ranch Road: East of Highway 154 Armour Ranch Road: North of Highway 154 Ballard Canyon Road: North of Chalk Hill Road Ballard Canyon Road: West of Chalk Hill Road Ballard Canyon Road: West of Foxen Canyon Road Baseline Avenue: East of Alamo Pintado Road Baseline Avenue: East of Edison Street Acceptable Capacity Existing Conditions Weekday Weekend Existing Plus Project Conditions Significant Impact? Weekday Weekend Weekday Weekend 8,120 4,174 3,300 4,640 4,000 No No 8,120 5,155 4,076 5,621 4,776 No No 5, ,273 1,254 No No 5, No No 5, ,033 1,148 No No 5, ,232 1,306 No No 5, ,073 No No 8,120 2, ,398 3,018 No No 5,530 1,411 1,116 1,877 1,816 No No

10 Baseline Avenue: West of Edison Street 8,120 2,089 1,652 2,555 2,352 No No Edison Street: North of 5,530 2,700 2,135 3,166 2,835 No No Baseline Table Santa Ynez Valley AVA: Roadway Segment ADT Existing Plus Project Conditions (Continued) Roadway Segment Foxen Canyon Road: South of Zaca Station Road Happy Canyon Road: East of Baseline Happy Canyon Road: East of Armour Ranch Road Highway 154: Highway 101 to Baseline Highway 154: Baseline to Highway 246 Highway 154: South of Highway 246 Highway 246: Refugio Road to Highway 154 Refugio Road: South of Highway 246 Roblar Avenue: East of Highway 154 Roblar Avenue: West of Highway 154 Roblar Avenue: East of Refugio Road Santa Rosa Road: West of Highway 101 Zaca Station Road: North of Highway 154 Acceptable Capacity Existing Conditions Weekday Weekend Existing Plus Project Conditions Significant Impact? Weekday Weekend Weekday Weekend 9, ,178 1,255 No No 9, ,406 1,443 No No 9, ,226 1,353 No No 16,030 10,100 7,986 10,566 8,686 No No 16,030 11,700 9,251 12,166 9,951 No No 16,030 11,800 9,330 12,266 10,030 No No 16,030 8,050 6,365 8,516 7,065 No No 5,530 1,367 1,081 1,833 1,781 No No 5,530 1,900 1,502 2,366 2,202 No No 8,120 2,147 1,698 2,613 2,398 No No 8,120 2,288 1,809 2,754 2,509 No No 5, ,114 1,212 No No 5,000 1, ,488 1,460 No No Santa Rita Hills AVA Table summarizes the forecast daily traffic volumes on roadway segments in the Santa Rita Hills AVA study area under the Existing plus Project conditions. The table shows that daily traffic volumes would be well below the roadway operation standards, which are the acceptable capacities specified for the roadways. Therefore, the roadway system in the Project area would not be significantly impacted by the addition of Project-generated trips for the Existing plus Project conditions, and no mitigation is required

11 Table Santa Rita Hills AVA: Roadway Segment ADT Existing Plus Project Conditions Roadway Segment Highway 246: Cebada Canyon Road to Tularosa Road Highway 246: Tularosa Road to Drum Canyon Road Acceptable Capacity Existing Conditions Weekday Weekend Existing Plus Project Conditions Significant Impact? Weekday Weekend Weekday Weekend 12,800 8,700 6,879 9,166 7,579 No No 16,030 8,700 6,879 9,166 7,579 No No Impact TRA-2. Quality of life impacts from future winery facilities under the Winery Ordinance Amendments. Quality of life analyses were conducted for all 34 street segments in the four study areas. The Quality of life impact analysis is intended to incorporate nuisance impacts due to greater traffic that, although not triggering standard traffic volumes or intersection delay thresholds, would be evident to area neighborhoods as noticeable changes to area traffic, turning movements, and/or delays. Daily traffic volumes were also utilized in the Quality of Life assessment prepared specifically for this traffic impact study. The intent of this analysis is recognize that there are many rural roadways where the addition of Project traffic could result in a perceptible change in operations to local residents, even if the post-project volumes do not result in impacts to street segment capacity. A general growth of 2 percent per year could be expected based on historical growth throughout the County. Impact TRA-3. Accident issues from future winery facilities under the Winery Ordinance Amendments. Existing accident rates were calculated for each of the thirty-four roadways to determine which, if any street segments experience a higher-than-expected vehicular accident rate when compared to similar street segments statewide. Recent accident data was obtained from the California Statewide Integrated Traffic Records System (SWITRS), which is an interactive online database containing traffic crash data collected by the CHP. The expected accident rates were obtained from the Table C Task Force (a data report table extract from HQ Traffic Accident Surveillance and Analysis System, TASAS) for a rate group representing terrain type, and urban/rural locations. Existing accident rates were lower than statewide expected rates for all but one street segment, located in the Santa Ynez Valley AVA planning area. Two additional street segments in the same planning area were identified as having severe accidents, so they were included in the list as well. The following are these three segments: Ballard Canyon Road: west of Chalk Hill Road (existing rates exceed statewide average) Roblar Avenue: east of Highway 154 (severe accidents) Roblar Avenue: west of Highway 154 (severe accidents) The Project will add trips to these three locations

12 Cumulative Impacts Compounded over 20 years (to buildout at Year 2035), this growth averages 2.43 percent per year (termed ambient growth ). Project traffic volumes added to ambient growth over 20 years affects this 2.43 percent average growth per year. For the purposes of this study, a project-induced 50 percent or greater increase over the ambient growth percentage could be considered a potential cumulative significant impact. The threshold would therefore be 3.65 percent. The Quality of Life threshold of 3.65 percent growth is exceeded during both the weekday and weekend time periods for all areas except for the Santa Rita Hills AVA, which showed that the threshold was not exceeded. These are considered cumulative significant impacts (Class I) Mitigation Measures Mitigation Measure TRA-1: Premises Area Floor Increase. In order to minimize, cumulative traffic quality of life impacts within the Inner-Rural area, the ordinance shall be revised to require a minimum of 40 acres premises area for Tier B winery applications. Mitigation Measure TRA-2: Special Event Management Plan. The Applicant shall prepare a Special Event Management Plan, which shall include, but is not limited to, procedures to traffic congestion by special events. This Plan shall address notification requirements, parking and traffic coordination, signage, and coordination and traffic incident response protocols with the County. The Plan shall also detail appropriate staff response procedures for violation of plan provisions. The Plan shall be updated and submitted annually for County review. Annual Plan updates shall detail the total number of events during the previous year, any traffic complaints received, and any changes to event operations that resulted from traffic/parking non-performance issues. During annual review of the Plan, the County shall retain the ability to modify the conditions in the Plan to address any concerns or non-performance issues that may arise. This would potentially include, but not be limited to, a reduction in the number of events, restrictions on attendance at events, and a reduction in the time period of events. Plan Requirements and Timing. The Applicant shall prepare and submit a Special Event Management Plan that includes detailed traffic control procedures and standards to County staff for review and approval prior to County issuance of use permits. The Plan shall be updated and resubmitted annually for County review and approval. Monitoring. Annual updates of the Special Event Management Plan, including reports of all traffic/parking complaints, shall be submitted to the County. The County shall modify event conditions as necessary to address non-performance issues Residual Impacts Residual impacts generated by the proposed Project include street segment capacity impacts from future winery facilities (Impact TRA-1). With the application of existing and Project conditions of approval and development standards, Project-related street capacity impacts (Impact TRA-1) would be less than significant (Class III). With the application of existing and Project conditions of approval and development standards, Project-related Quality of Life impacts (Impact TRA-2) of future winery facilities, including special events, would be less than significant (Class III); however, related cumulative effects would be less than significant with mitigations, MM TRA-1 and MM TRA-2 (Class II)

13 Residual traffic impacts associated increases with accident issues from future winery facilities in the Project vicinity (Impact TRA-3) and related cumulative effects would be less than significant (Class III)