COMMUNITY IMPACT ASSESSMENT TECHNICAL MEMORANDUM 5 TH STREET WIDENING AND IMPROVEMENT PROJECT FEDERAL PROJECT NUMBER:

Transcription

1 COMMUNITY IMPACT ASSESSMENT TECHNICAL MEMORANDUM 5 TH STREET WIDENING AND IMPROVEMENT PROJECT FEDERAL PROJECT NUMBER: CITY OF HIGHLAND, CALIFORNIA PREPARED FOR: CITY OF HIGHLAND BASE LINE HIGHLAND, CA CONTACT: MR. DENNIS D. BARTON (909) JUNE 2011

2 Table of Contents 1.0 INTRODUCTION Community Impact Assessment Technical Memorandum PROJECT DESCRIPTION Purpose and Need No Build Alternative Build Alternative Construction Limits and Schedule Consistency with Local and Regional Plans AFFECTED ENVIRONMENT, ENVIRONMENTAL CONCEQUENCES, AND MINIMIZATION MEASURES Study Area Existing Land Use Social Conditions Economic Impacts CUMULATIVE IMPACTS REFERENCES USED AND CONTACTS References Contacts TABLES Table 3 1 Existing Land Use... 7 Table 3 2 Population Totals... 9 Table 3 3 Age Distribution Table 3 4 Proposed Partial Acquisitions Table 3 5 Ethnic Composition Table 3 6 Low Income Populations Table 3 7 Local and Regional Demographic Summary Table 3 8 Employment Table 4 1 Future Proposed Commercial Projects in the City of Highland EXHIBITS Exhibit 1 Community Impact Assessment Project Study Area... 5 Exhibit 2 Surrounding Land Use... 6 ii

3 1.0 Introduction The City of Highland (City), in cooperation with the California Department of Transportation District 8 (Department), the City of San Bernardino, and the Inland Valley Development Agency (IVDA), proposes widening and improvements to a portion of the 5 th Street Corridor and Del Rosa Drive, in the cities of Highland and San Bernardino in San Bernardino County. The project will widen and improve a 3.0 mile segment of 5 th Street from SR 210 to Del Rosa Drive, and a 0.25 mile segment of Del Rosa Drive from 5 th Street to 3 rd Street, for a total of 3.25 miles (17,160 lineal feet). 5 th Street is an important corridor within the City as it serves many useful roadway functions. It is designated as a 4 lane divided Major Highway (from Shirley Avenue to Palm Avenue) in the City of Highland General Plan Circulation Element. It provides connection to the SR 210 freeway, and is utilized as an east west designated truck route. It serves mining type uses, as it provides circulation into industrial areas within the City. It also provides access to activities that are planned for the San Bernardino International Airport (SBIA), which borders 5 th Street to the south. The topography of the project study area is characterized by flat terrain in an urbanized area, consisting of developed residential and commercial land uses, as well as a civilian airport to the south which accommodates both corporate/general aviation and cargo/freight service. The proposed project is estimated to cost $13,858,564, including $12,092,191 for construction costs. Currently, the project is fully funded through Federal, regional, and City funds, which includes $10 million from Federal funds (the Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grant Program), approximately $2 million from City of Highland funds, approximately $740,000 from City of San Bernardino funds, and approximately $1 million from IVDA/SBIAA funds. The project is listed in the Southern California Association of Governments (SCAG) 2011 Federal Transportation Improvement Program. 1.1 Community Impact Assessment Technical Memorandum The purpose of this Community Impact Assessment Technical Memorandum is to summarize the existing socioeconomic and demographic setting of the project study area and to evaluate potential community and neighborhood impacts related to the proposed project. This technical memorandum includes a discussion of social impacts related to implementation of the proposed project, including minority and low income populations, environmental justice, and neighborhood disruptions within the project study area. This report also includes a discussion of economic impacts related to project implementation, including displacements. This document describes potential impacts of the proposed project and suggests minimization measures available to reduce potential adverse impacts. No community impact mitigation measures are proposed for this project. 2.0 Project Description 2.1 Purpose and Need The purpose of the proposed project is to enhance street capacity and provide safe, direct and efficient access to SR 210 via 5 th Street and Del Rosa Drive from the new San Bernardino International Airport 1

4 (SBIA) and the IVDA redevelopment project area in and adjacent to SBIA, consistent with planned local development. The need for the proposed project relates to the need for more efficient access for anticipated future truck traffic expected to result from development in the project area, which is currently not provided by the existing roadway configuration on 5 th Street. Benefits to the community would be experienced in terms of safety and improved traffic circulation. Also, the project would contribute to the planned economic development in the area since the roadway improvements will accommodate activities associated with new businesses and employment planned for the 5 th Street Corridor. 2.2 No Build Alternative The No Build Alternative undertakes no roadway improvements along the 5 th Street Corridor, but rather maintains the existing roadway geometry. No improvements to the local streets would occur under this alternative. This alternative serves as the baseline against which to evaluate the effects of the Build Alternative. The No Build Alternative would produce no immediate environmental impacts other than routine roadway maintenance within the project area; consequently, no mitigation would be required. However, compared to the proposed Build Alternative, the No Build Alternative does not provide enhanced circulation within the area and does not meet the defined project purpose and need. 2.3 Build Alternative The following construction improvements would occur as part of the proposed project: Under SR 210 freeway bridge on 5 th Street construct tie back wall at freeway bridge abutments to accommodate widening of 5 th Street. 5 th Street from SR 210 to Palm Avenue re stripe 5 th Street from 4 to 6 lanes; construct turn lanes at street intersections. 5 th Street from Palm Avenue to Del Rosa Drive widen 5 th Street from 2 to 4 lanes; construct turn lanes at intersections; construct continuous 2 way left turn lane. Del Rosa Drive from 5 th Street to 3 rd Street widen Del Rosa Drive to provide turn lanes; construct 2 way left turn lane. Construct bike lanes and sidewalks on each side of streets; construct ADA transit access. Construct traffic signal interconnect in 5 th Street. Install street lights. Modify and relocate traffic signals along 5 th Street at Victoria Avenue, Sterling Avenue and Del Rosa Drive. Construct new traffic signal at 5 th Street/Central Avenue. Improve pavement conditions on 5 th Street from Palm Avenue to Del Rosa Drive and on Del Rosa Drive from 5 th Street to 3 rd Street. 2

5 2.4 Construction Limits and Schedule The proposed project will widen and improve approximately three (3) miles of the east west 5 th Avenue Corridor from SR 210 to Del Rosa Drive, and approximately 0.25 miles of Del Rosa Drive from 5 th Street south to 3 rd Street, for a total of approximately 3.25 miles of roadway improvements. Construction is anticipated to begin in February 2013, and to last approximately 6 9 months. Access to the adjacent neighborhoods, businesses, and SBIA will be maintained during construction. 2.5 Consistency with Local and Regional Plans The City of Highland General Plan land use and circulation elements recognize the importance of the 5 th Street Corridor in support of economic development of the City. The General Plan identifies that improvements to the 5 th Street Corridor is a high priority for improvement to the local circulation system that will enable the realization of the City s goals. In addition to the City s plans, the project is also included in regional plans. Specifically, 5 th Street improvements are programmed in the Southern California Association of Governments (SCAG) 2011 Federal Transportation Improvement Program. Therefore, the proposed project is consistent with local and regional plans. 3.0 Affected Environment, Environmental Consequences, and Minimization Measures The affected environment descriptions are based on data from the U.S. Census Bureau and state and county sources. County, city and tract level data are primarily available from the 2000 Census 1. This section describes demographic characteristics of San Bernardino County, the cities of Highland and San Bernardino, and when detailed data are available, the census tracts within which the project study area is located. Information was also derived from the results of a windshield survey conducted on March 1, 2011, to gather additional information regarding the uses and character of the project study area. The evaluation of environmental consequences on the community requires data collection from various sources, in addition to the application of a variety of analysis techniques. An initial assessment of the proposed project was completed through the review of aerial photographs and maps of the project study area. Then, the socioeconomic analysis was completed using data from the 2000 decennial census as described above. Demographic data for the study area census tracts were evaluated for characteristics such as population, race and ethnicity, household income, age, and housing, and was then evaluated in spreadsheets and figures to describe the potential socioeconomic impacts of the proposed project. To identify potential social impacts of the proposed project, the census tracts affected by the project were compared to demographic characteristics of the cities of Highland and San Bernardino and San Bernardino County. Potential economic impacts were quantified based upon potential displacements. While the affected area related to social impacts includes the study area 1 According to the U.S. Census Bureau Data Product Release Schedule for the 2010 Census data, Summary File 1 (SF1) data from which community impact data is normally compiled, will not be available until June August Therefore, 2000 Census data had to be used for this analysis. 3

6 census tracts, the affected area related to land use and economics includes the parcels within the study area to be directly and indirectly impacted by the proposed project. Minimization measures are discussed where appropriate for community resources that could experience impacts with respect to growth, community character and cohesion, relocation and real property acquisitions, environmental justice, utilities/emergency services, or traffic and transportation/pedestrian and bicycle facilities. No community impact mitigation measures are proposed for this project. 3.1 Study Area Affected Community The project is located mainly within the City of Highland limits, with a small portion of the project falling within City of San Bernardino limits, in southwestern San Bernardino County. Highland and San Bernardino may be directly and indirectly affected by the proposed project through the expansion or modification of streets, and right of way acquisition. Highland and San Bernardino residents may experience reduced local travel time by improved access to higher capacity roadways Project Study Area The study area, as shown in Exhibit 1: Community Impact Assessment Project Study Area, is defined to include areas to be directly, indirectly, and cumulatively impacted by the proposed project. The study area as identified on Exhibit 1 includes the grading limits and areas of potential permanent and temporary right of way acquisition, and is within the boundaries of three census tracts (Census Tracts 65; 76.01; and 76.02) from the 2000 Census. There is one additional tract with area located within the project boundaries, Census Tract 77; however, it will be omitted from the analysis since there is zero population within that tract because of its location over SBIA, which contains no residents. Therefore, only Census Tracts 65, and will be included in the analysis. The census tracts include residential, industrial, commercial and civilian airport land uses, and community services and facilities that may be indirectly or cumulatively impacted by the proposed project. The study area census tracts include an area much larger than that directly affected by project construction and right of way acquisition, but it provides a more focused picture of the area affected by the project than the city and county demographics can provide. Census tracts were used because they are the most complete data set for the level of detail required for this analysis. Census tracts are also used to incorporate populations that may not be directly impacted by the project but may be indirectly affected by project construction and operation. Data boundaries with a finer level of detail such as census blocks were not selected due to incomplete data in some of the required demographic categories (such as PCT and HCT series tables with certain population and housing demographics) necessary for the community impact analysis. 4

7 Exhibit 1: Community Impact Assessment Project Study Area 5

8 Exhibit 2: Surrounding Land Use 6

9 3.2 Existing Land Use The proposed project includes an approximately 3 mile portion of the 5 th Street Corridor and another approximately 0.25 mile portion of Del Rosa Drive. These roadways traverse multiple land uses throughout both the cities of Highland and San Bernardino. The majority of the land use in the project study area is business park and industrial uses, with some residential uses. Construction of the proposed project would require partial acquisition of private property resulting in minor land use changes to transportation uses (discussed in more detail in Section Community Impacts Relocations and Real Property Acquisition, of this document). The acquisition would entail sliver takes on vacant portions of these parcels to accommodate the additional area necessary for widening of the roadway. No structures would be affected, nor would any displacements be required. Exhibit 2: Surrounding Land Use, is a graphical depiction of land use designations the project area. Table 3 1: Existing Land Use, below, shows which specific land uses and jurisdictions the alignment traverses, from the eastern boundary to the western boundary. Table 3 1: Existing Land Use Segment Lane Miles Jurisdiction Land Uses (City) SR 210 Church Avenue 0.3 miles Highland Open space Church Avenue Central Avenue 0.75 miles Highland Business park, industrial Central Avenue Victoria Avenue 0.5 miles Highland Low density residential, planned development, industrial Victoria Avenue Just east of Shirley Avenue 1.25 miles San Bernardino Medium density residential, industrial, commercial Just east of Shirley Del Rosa Drive 0.2 miles Highland Business park Avenue Del Rosa Drive 3 rd Street 0.25 miles Highland Business park Source: City of Highland General Plan Land Use and Zoning Maps; City of San Bernardino General Plan Zoning Map; Google Earth Adopted Goals and Policies of the General Plan Relevant circulation and land use related goals and policies stipulated in the City of Highland General Plan are summarized below: Goal 2.13 Transform the 5 th Street Corridor into a major employment center and gateway to the San Bernardino International Airport. o Policy 2) Continue to plan and promote the 5 th Street Corridor as the major industrial entryway into the San Bernardino International Airport. Goal 3.1 Provide a comprehensive transportation system that facilitates current and long term circulation in and through the City. o Policy 3) Ensure that the City s street system be designed and constructed to accommodate the traffic generated by buildout of the General Plan land use designations. 7

10 Goal 3.3 Preserve and enhance uniquely scenic or special visual resource areas along appropriate routes for the enjoyment of all travelers. o Policy 2) Attractively landscape and maintain Highland s Secondary Highways, Special Secondary Highways, Major Highways, Primary Arterials, and Modified Primary Arterials and prepare/implement distinctive streetscape improvement plans. Goal 3.6 Provide a circulation system that reduces conflicts between commercial trucking, private/public transportation and land use. o Policy 2) Provide appropriately designed roadways for the designated truck routes that can safely accommodate truck travel Development Trends The City of Highland incorporated in November 1987 as San Bernardino County s eighteenth city. In 1988, the Secretary of Defense established the Base Realignment and Closure Commission for the purpose of recommending the realignment or closure of military facilities. In 1989, the Commission approved the closure of Norton Air Force Base (now San Bernardino International Airport). Base operations were discontinued in September 1993, and the facility was officially closed in March The impacts on surrounding areas and the City of Highland were immediate. When the military left, many of the residential areas experienced severe vacancies. Residential developments that were known for their quality and attractiveness quickly deteriorated from a lack of maintenance and an infiltration of crime 2. Since that time, the San Bernardino International Airport Authority (SBIAA) was established to manage and develop the airport facility into an operating international airport. The SBIAA is a joint powers agency made up of the cities of San Bernardino, Colton, Loma Linda, Highland, and the County of San Bernardino 3. After being overlooked for many years by commercial developers, intense interest is now being focused on key Highland locations. The proximity of SBIA is of great strategic value. Commercial opportunities within the City are increasing, such as commercial development on 5 th Street east of the SR 210 freeway. Due to growth in western areas of the Inland Empire, demand for industrial and business park uses is moving toward Highland 4. As Highland has begun its growth into the new millennium, new opportunities have matured and will wield even greater influence: development potential in the easterly portion of the City including the former Sunrise Ranch property; continued infill development in the western portion of the City; gradual expansion of the San Bernardino International Airport; and increasing housing demand, especially in 2 City of Highland General Plan Land Use Element, March 2006, p Ibid. 4 City of Highland General Plan Economic Development Element, March 2006, p

11 higher value housing; the enhancement of commercial retail opportunities; and expanding Highland s employment base Social Impacts Growth Affected Environment The U.S. Census Bureau reports that the population in San Bernardino County totaled 895,016 in In the 20 years that followed, the population grew to 1,709,434 (91 percent). The estimated population in the County as of 2008 was 2,015,355, an 18 percent increase in less than a decade. The California Department of Finance projects that this growth will continue for the next three decades and that the population in San Bernardino County will rise over 64 percent to 3,309,292 by Highland has experienced a slightly slower rate of population growth as compared to San Bernardino County since 1990 (no data is available for comparison of the 1980 census, as the City did not incorporate until 1987). According to the Census Bureau, Highland s population totaled 34,439 in The population grew by nearly 30 percent to 44,605 in The estimated population in the City as of 2008 was 51,096, a 14 percent increase in less than a decade. According to the City of Highland General Plan Land Use Element, the City is projected to have a population of 67,000 by 2030, a 36 percent increase over the next two decades. The Southern California Association of Governments (SCAG) also projects similar growth trends in the City. According to the 2008 RTP Growth Forecast, Highland will have a population of 69,371 by Table 3 2: Population Totals, below, shows the totals for San Bernardino County, Highland, San Bernardino, and the study area census tracts, for the 2000 Census and the 2008 estimated figures. Table 3 2: Population Totals 2000 Census 2008 Population Estimates San Bernardino County 1,709,434 2,015,355 City of Highland 44,605 51,096 City of San Bernardino 185, ,580 Census Tract 65 6,688 N/A Census Tract ,386 N/A Census Tract ,252 N/A Source: U.S. Census Bureau, Census 2000 and 2008 Population Estimates Note: Estimates are not available at the census tract level, and census tract boundaries are subject to change in between each decennial census. Table 3 3: Age Distribution, below, shows the distribution of the population by age within San Bernardino County, Highland, San Bernardino, and the study area census tracts. The distribution of the population by age within the study area census tracts is comparable to the distribution within Highland and San Bernardino, with bulk of the population (consistently in the percent range) falling into the 20 to 64 year old category. 5 City of Highland General Plan Land Use Element, March 2006, p

12 Table 3 3: Age Distribution Population < 20 Population Population > 64 San Bernardino County 35.5% 55.9% 8.6% City of Highland 38.5% 55.0% 6.5% City of San Bernardino 38.4% 53.3% 8.3% Census Tract % 57.8% 3.8% Census Tract % 50.2% 5.8% Census Tract % 54.2% 9.1% Source: U.S. Census Bureau, Census 2000 The late 1990s and early 2000s were a time of rapid change in Highland. After the closure of Norton Air Force Base on the City s southern border in 1994, the City faced declining residential neighborhoods on its south and west sides, while vacant land on the east side was rapidly developed for single family residential neighborhoods, for affordable to moderate, and above moderate income families. The City also experienced an influx of residents seeking the relatively affordable, quality housing in Highland. Growth projections for the City indicate a 36 percent population increase is anticipated over the next two decades. The policies contained within the City of Highland General Plan Housing Element are part of a broad effort to efficiently allocate population growth and create sustainable communities. This effort is guided by the goals, policies, and programs presented in the Housing Element, which was recently updated for years , and adopted in August Environmental Consequences Growth inducement is defined as the relationship between the proposed transportation project and growth within the project area. Under NEPA, a federal agency must evaluate the direct and indirect effects of a proposed action. Indirect effects are those that are caused by the proposed action but will occur later in time or further removed in distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate, and related effects on environmental resources. CEQ NEPA regulations, 40 CFR , define indirect effects including those that are growth related. No Build The No Build Alternative would not induce growth in the project area. However, this alternative also would not accommodate growth as envisioned in the City of Highland General Plan. Proposed Project The proposed project is a capacity enhancing project, as it will widen a portion of 5 th Street and Del Rosa Drive. The proposed project is described in the City s General Plan as intended to improve ground access circulation along the 5 th Street Corridor in order to promote the corridor as a major employment center and industrial entryway into the San Bernardino International Airport (SBIA). The project will accommodate anticipated future truck traffic expected to result from development in the project area; however, growth is not expected to exceed that which is envisioned in the City s General Plan. 10

13 Construction of the proposed project will not induce growth; rather, it will serve to accommodate the growth that is anticipated and planned for by the City. According to the City of Highland General Plan Land Use Element, the City is projected to have a population of 67,000 by 2030, a 36 percent increase over the next two decades. The City expects to expand its employment base as a beneficial impact of this growth, which would increase the quality of life for its residents by eliminating longer commutes to jobs outside of the city. The Land Use Element states the 5 th Street Corridor represents an excellent opportunity to capture potential employment growth, and one of the goals listed in the Economic Development Element is to encourage industrial expansion near the City s southern boundaries adjacent to the SBIA. In consideration of such factors, the proposed project is in conformance with growth related policies and goals of the local general plan, and is not considered to be growth inducing; rather, it is necessary to assist the City in achieving the above mentioned growth related goals pertaining to economic development of this portion of the City. Minimization Measures Since the project is not expected to induce growth, no applicable growth related minimization measures are necessary Community Impacts Community Character and Cohesion Affected Environment As noted above in the land use discussion, the majority of the land use in the project study area is business park and industrial uses, with some residential uses. The residential uses are mainly multiplefamily residential housing (apartments) and some single family residences at various, isolated locations along the alignment, which appear to be older housing stock. The neighborhoods immediately adjacent to 5 th Street consist of older, smaller homes, with a few blighted units noted. The sporadic placement and isolated locations of these units did not appear to indicate the presence of a cohesive neighborhood, and definitive neighborhood boundaries were unidentifiable during the windshield survey, although the potential presence of a cohesive neighborhood in the project area cannot be excluded. The age of the housing stock indicates that long term average residency tenure is likely to occur in this area. Also, the presence of community facilities adjacent to the 5 th Street alignment provides residents in the area with additional opportunities for community activity. Such facilities include schools, religious institutions, medical institutions, and parks and recreational facilities. Impacts to community facilities and public services are determined based on such factors as noise, air quality, safety, distance, circulation, accessibility, and disruption during both the operation and construction of the proposed project. These community facilities are described below: Schools The study area contains two schools, including the Headstart Preschool located immediately adjacent to the project alignment on the corner of 5 th Street and Central Avenue at th Street, and the Cypress Elementary School located 0.25 miles north of the 5 th Street/Central Avenue intersection at Cypress Street. 11

14 Religious Institutions (Places of Worship) The study area contains one religious institution (nonprofit family services organization) called Operation Grace, located 0.2 miles south of the corner of Del Rosa Drive and 3 rd Street at 1595 E. Art Townsend Drive in City of San Bernardino city limits. Medical Institutions The study area contains one medical facility called the Social Action Community Health System (SACHS), located 0.2 miles west of the corner of Del Rosa Drive and 3 rd Street at 1455 East Third Street in City of San Bernardino city limits. This facility is run by the Loma Linda University Medical Center and provides low cost primary care and rehabilitative services for 32,000 patients annually 6. Parks and Recreational Facilities There are two recreational facilities located on Central Avenue along a 0.25 mile stretch north of the 5 th Street/Central Avenue intersection; the Highland Family YMCA located at 7793 Central Avenue, and the Sam J. Racadio Library and Environmental Learning Center located at 7863 Central Avenue. Access to these community services and facilities is provided primarily by 5 th Street, Central Avenue and Del Rosa Drive. There are sidewalks and curbs interspersed throughout some of the residential portions of the study area, and also in the areas where pedestrians access the educational facilities located near the 5 th Street/Central Avenue intersection. There are also sidewalks and curbs located in the vicinity of the Del Rosa Drive/3 rd Street intersection providing access to the community facilities in that area. Environmental Consequences Community cohesion is the degree to which residents have a sense of belonging to their neighborhood, a level of commitment of the residents to the community, or a strong attachment to neighbors, groups, and institutions, usually as a result of continued association over time. Cohesion refers to the degree of interaction among the individuals, groups, and institutions that make up a community. Roadway improvements may affect communities and neighborhoods in ways other than direct property acquisition and displacements. Roadway improvement projects have the potential to physically or psychologically divide neighborhoods, separate resident children from schools, or fragment the edges of cohesive groups of people, thereby adversely affecting how a community or neighborhood functions. No Build The No Build Alternative would not create neighborhood disruptions or affect community cohesion, since no construction would occur and no changes to the physical environment would result. However, increased truck traffic congestion predicted along the 5 th Street Corridor as a result of development in the project area would contribute to increased noise and air quality impacts to sensitive receptors, including community facilities and services, within the project area, as well as reduced accessibility due to congestion. Therefore, since the No Build Alternative would not accommodate future forecasted truck traffic, it would not meet the project s purpose and need for improved traffic circulation. 6 Accessed March 8,

15 Proposed Project The proposed project would result in roadway widening along 5 th Street and Del Rosa Drive, the majority of which consists of business park and industrial uses. There are some residential uses in the project study area consisting of mainly multiple family residential housing (apartments) and some single family residences located at various, isolated locations along the project alignment. Due to the sporadic placement of these units, they do not appear to constitute a cohesive neighborhood. The presence of cohesive neighborhoods located north and south of the project is likely due to the presence of community facilities; however, these neighborhoods would not be negatively impacted with regard to community cohesion as a result of the project because the roadway widening does not propose any new alignments that would result in division of neighborhoods. The existing alignment would be maintained and these neighborhoods would continue to function as they currently do. Long term operational impacts regarding air quality impacts to sensitive receptors such as community services and facilities are not anticipated with project implementation. As explained in a qualitative Mobile Source Air Toxic (MSAT) analysis conducted as part of the Air Quality Report prepared for the project, the proposed project s MSAT emitted would be proportional to the vehicle miles traveled (VMT). The VMT estimated for the proposed project is slightly higher than that for the No Build Alternative, because the additional capacity increases the efficiency of the roadway and attracts rerouted trips from elsewhere in the transportation network. Additionally, future additional truck traffic is anticipated to result from redevelopment in the project area. This increase in VMT would lead to higher MSAT emissions for the proposed project along the highway corridor, along with a corresponding decrease in MSAT emissions along the parallel routes. The emissions increase is offset somewhat by lower MSAT emission rates due to increased speeds. According to EPA's MOBILE6.2 model, emissions of all of the priority MSATs (with the exception of diesel particulate matter) decrease as speed increases. The extent to which these speed related emissions decreases offset VMT related emissions increases cannot be reliably projected due to the inherent deficiencies of technical models. As the estimated VMT under the No Build Alternative and the proposed project are similar (varying by approximately 8.6 percent), it is expected there would be no appreciable difference in overall MSAT emissions between the No Build Alternative and the proposed project. Additionally, emissions would likely be lower than present levels in the design year as a result of EPA's national control programs that are projected to reduce annual MSAT emissions by 72 percent between 1999 and Local conditions may differ from these national projections in terms of fleet mix and turnover, VMT growth rates, and local control measures. However, the magnitude of the EPA projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the study area are likely to be lower in the future in nearly all cases. Long term operational impacts regarding noise impacts to sensitive receptors such as community facilities and services are anticipated with project implementation. The Noise Study Report prepared for the project states that future noise levels would increase as a result of area wide build out and the increase of traffic lanes. Sensitive receptor noise modeling conducted as part of the Noise Study Report found that out of 15 modeled receptor locations, 7 receptors would approach or exceed the NAC under 13

16 future 2035 traffic conditions, but 6 would exceed the NAC regardless of project implementation. Noise abatement measures were evaluated for receptors located in the project limits that would be or would continue to be exposed to traffic noise levels approaching or exceeding the NAC. Sound barriers, and the ability of sound barriers to reduce noise levels at receptor locations that would or would continue to approach or exceed the NAC, were evaluated to reduce traffic noise levels at receptor locations within the project limits (the results of the sound barrier modeling can be found in the Noise Study Report). It was determined that only three locations were capable of reducing noise levels by 7 dba or more, as required to be considered as meeting the noise abatement design goal. The Noise Study Report provides additional information regarding the proposed sound barrier including height, approximate length, noise attenuation receptor address and number of benefited uses. Construction Impacts Construction of the proposed roadway improvements would result in short term impacts to adjacent neighborhoods, community facilities and public services with regard to noise, air quality, access and traffic congestion within the project area. Adjacent sensitive uses include residences along 5 th Street, the Headstart Preschool located immediately adjacent to the project alignment on the corner of 5 th Street and Central Avenue, another school a distance north of the alignment (Cypress Elementary School located 0.25 miles north of the 5 th Street/Central Avenue intersection), as well as other religious/medical institutional and parks/recreational uses within the project area. Access to the neighborhoods within and adjacent to the project area would be maintained through the duration of construction. However, the increased amount of truck trips due to construction within the study area would contribute to a reduction in level of service (LOS) on local streets, which may temporarily impact access to certain businesses within the construction limits. These impacts would be temporary and would cease at project completion and implementation of minimization measures discussed below would prevent construction related impacts to neighborhood and community facilities and public services access. Construction would also result in increased truck traffic on local streets, which could contribute to air quality and noise impacts on sensitive receptors within the study area. Regarding air quality, an Air Quality Report prepared for the project states that sources of construction related air emissions include exhaust emissions and potential odors from construction equipment used on the construction site, as well as the vehicles used to transport materials to and from the site; and exhaust emissions from the motor vehicles of the construction crew. The Air Quality Report provides mitigation measures to reduce potential air quality impacts to sensitive receptors within the study, which include the following (these are specific to air quality impacts rather than community impacts and thus, are not included in community impact minimization measures below): regular water and dust preventive measures as specified in the South Coast Air Quality Management District s (SCAQMD) standard construction measures in compliance with Rule 403; construction equipment engine maintenance to control ozone precursor emissions; compliance with State Vehicle Code Section regarding prevention of excavated or graded material spilling onto public roads and streets; adherence to Caltrans Standard Specifications for Construction (Sections 10 and 18 [Dust Control] and Section [Asphalt Concrete 14

17 Plant Emissions]); and implementation of appropriate methods to remove asbestos containing materials, if found to be present at the project site. Regarding noise, the Noise Study Report prepared for the project states that the closest sensitive receptors receptor locations may also be subject to short term noise generated by construction activities. The Noise Study Report provides mitigation measures to reduce potential noise impacts to sensitive receptors within the study area, which include the following (these are specific to noise impacts rather than community impacts and thus, are not included in community impact minimization measures below): locating staging areas as far as possible from existing residences; ensuring the use of properly operating mufflers on all construction equipment; and scheduling impulsive noise such as jackhammering so that the fewest number of noise sensitive uses are affected. Temporary construction noise impacts to sensitive users would be reduced by compliance with the measures identified in the Caltrans Standard Specifications and the City s Noise Ordinance. Minimization Measures The project would not decrease public access, divide neighborhoods, or separate residences from the above mentioned community facilities. However, to minimize any potential impacts with respect to community character and cohesion, pedestrian access points to businesses and facilities within the construction area will be maintained throughout the construction period. If usual access points are lost, provisions for alternative access to the affected parcels will be made. The project would be required to develop a Transportation Management Plan (TMP) to provide recommendations to minimize traffic impacts of construction activities. It is anticipated that proposed measures in the TMP would include: Off peak lane closures and nighttime detours, a Public Awareness Campaign to inform the public about construction activities, the use of portable Changeable Message Signs, a Construction Zone Enhanced Enforcement Program (COZEEP), Traffic Control Officers, and reduced speed zones. With regard to pedestrians, temporary sidewalks would be constructed if necessary during the construction phase. Disabled access, such as ramps compliant with the American with Disabilities Act (ADA) shall be maintained during construction where feasible. With regard to users of the bicycle lanes along 5 th Street, the existing Class II bicycle lane would be converted to a Class III bicycle lane (with signage) during construction and access to the bicycle lanes would be maintained. It is not currently anticipated that bicycle lane detours will be implemented during construction and bicycle lanes detours are not included in the TMP at this time. However, bicyclists could potentially be re routed to the Class III bicycle lanes on 3 rd Street if necessary. Appropriate signage will be developed and displayed to direct both pedestrian and vehicular traffic to businesses via alternate routes. Appropriate streetlights will be installed to reduce safety hazards to pedestrians. Per the City of Highland Municipal Code Chapter Hours of Operation for Construction Activities, the Construction Contractor shall limit construction activities to no earlier than one half hour before sunrise or no later than one half hour after sunset Monday through Sunday. Appropriate signage will be 15

18 developed and displayed to direct both pedestrian and vehicular traffic via alternate routes for the duration of construction Community Impacts Relocations and Real Property Acquisition Affected Environment The project study area boundaries described in Section 3.1 above comprise the affected environment for relocations and real property acquisitions. Environmental Consequences Implementation of the proposed project would not require acquisition of any private residences or businesses and no relocations would occur; however, there would be partial acquisition of both private and business property. A list of all properties on which partial acquisition would occur is found in Table 3 4: Proposed Partial Acquisitions, below. This analysis identifies properties and improvements affected by the proposed project. This analysis was conducted using aerial photographs of the study area, parcel boundaries, and the proposed right of way boundary. Two types of effects to properties are considered: No Build Full acquisition of a property occurs if the entire parcel is within the footprint (right of way) of an alternative or if the majority of the buildings lies within the footprint of the alternative. Partial acquisition of a property occurs if any part of a parcel is within the footprint (right ofway) of the alternative but does not require the displacement of the entire property. These impacts range from a sliver or edge of a parcel within the right of way preservation area to substantial portions that fall short of entire displacement. No partial or full acquisitions, nor residential or business relocations, would occur with the No Build Alternative, and existing land use would not be affected. Proposed Project The Uniform Relocation Assistance and Real Property Acquisitions Policy Act (Uniform Act) of 1970 (Public Law 91646, 84 Stat. 1894) mandates that certain relocation services and payments be made available to eligible residents, businesses, and nonprofit organizations displaced by its projects. The Act provides for uniform and equitable treatment by federal or federally assisted programs of persons displaced from their homes, businesses, or farms, and establishes uniform and equitable land acquisition policies. No displacements would occur with project implementation. However, construction of the proposed project would require partial acquisition of private property, listed in Table 3 4: Proposed Partial Acquisitions, below. The acquisition would entail sliver takes on vacant portions of these parcels to accommodate the additional area necessary for widening of the roadway. No structures would be affected, nor would any displacements be required. 16

19 Table 3 4: Proposed Partial Acquisitions Assessor Parcel No. (APN) Existing Use Land Use Designation Building Area (ft 2 ) Lot Size (ft 2 ) 5 th Street between Victoria Avenue and Palm Avenue North Side VACANT BP Vacant 38, VACANT BP Vacant 9, COMMERCIAL BP 1,608 9, PARKING LOT BP Vacant 9, COMMERCIAL BP 1,000 9, (FCD) VACANT PD Vacant 29, (FCD) VACANT I Vacant 9, VACANT I Vacant 12, VACANT I Vacant 13, VACANT I Vacant 13, VACANT I Vacant 14, VACANT I Vacant 14, VACANT I 1,944 14, SFR I Vacant 14, STORAGE YARD I , SFR I 2,800 15, SFR I Vacant 15, STORAGE YARD I , SFR I 1,208 15, SFR I 1,170 16, SFR I 1,170 16, VACANT I Vacant 16, VACANT I Vacant 16, VACANT I Vacant 17, VACANT I Vacant 10,030 South Side VACANT CG 1 Vacant 24, VACANT BP Vacant 222, VACANT BP Vacant 263, (FCD) VACANT BP Vacant 4, SFR BP 1,248 69, VACANT BP Vacant 17, VACANT BP Vacant 17, VACANT BP Vacant 17, VACANT BP Vacant 19, COMMERCIAL BP 2,648 7, VACANT BP Vacant 43, VACANT BP Vacant 16, SFR BP 522 7, SFR BP 1,736 9,350 17

20 Table 3 4: Proposed Partial Acquisitions (continued) Assessor Parcel No. (APN) Existing Use Land Use Designation Building Area (ft 2 ) Lot Size (ft 2 ) 5 th Street between Tippecanoe Avenue and Victoria Avenue North Side SFR PC 1,170 5, SFR PC 1,730 9, SFR PC 704 4, IND. WAREHOUSE BP 1,022 22, SFR BP , SFR BP 1,077 22, CHURCH BP 2,784 45, SFR BP , VACANT BP VACANT 22, SFR BP 1,436 22, VACANT BP VACANT 45, SFR BP 1,152 7, SFR BP , SFR BP 1,637 1, VACANT BP VACANT 334, VACANT BP VACANT 7, VACANT BP VACANT 64, SFR BP 1,747 64, VACANT BP VACANT 3, VACANT BP VACANT VACANT BP VACANT 305, SB VACANT IL VACANT 67, sb VACANT IL VACANT 10,815, COMM/SFR BP 1,302 21, SFR BP 1,227 15, sb SFR IL , SFR BP 1,244 8, VACANT BP VACANT 8, sb RESIDENTIAL IL unknown 12, sb VACANT RM VACANT 1, sb VACANT RM VACANT 417, sb VACANT RM VACANT 321, sb VACANT RM VACANT 34, sb VACANT RM VACANT 18,377 South Side sb VACANT IL VACANT 164, sb SFR IL 1,886 8, sb MULTI FAMILY IL 7,156 71, sb VACANT CG 1 VACANT 3,434, sb VACANT CG 1 VACANT 315, sb VACANT CG 1 VACANT 108, sb VACANT CG 1 VACANT 206, sb VACANT CG 1 VACANT 98, sb VACANT CG 1 VACANT 54,400 18

21 Table 3 4: Proposed Partial Acquisitions (continued) Assessor Parcel No. Existing Use Land Use Building Area (ft 2 ) Lot Size (ft 2 ) (APN) Designation VACANT BP VACANT 7, SFR BP 320 7, SFR BP 480 9, VACANT BP VACANT 9, VACANT BP VACANT 8, VACANT BP VACANT 8, VACANT BP VACANT VACANT BP VACANT 8, VACANT BP VACANT 9, VACANT BP VACANT 9, VACANT BP VACANT 9, VACANT BP VACANT 9, VACANT BP VACANT 9, COMMERCIAL BP 2,200 9, VACANT BP VACANT 8, VACANT BP VACANT 8, VACANT BP VACANT 9, VACANT BP VACANT 9, VACANT BP VACANT 8, PARKING LOT BP VACANT 8, OFFICE BUILDING BP 2,254 8, COMMERCIAL BP 1,240 8, VACANT BP VACANT 3, SFR BP 2,291 9, SFR BP 1,217 8, SFR BP unknown 8, VACANT BP VACANT 8, VACANT BP VACANT 8, SFR BP 906 7, VACANT BP VACANT 7, SFR BP 1,766 37, SFR BP 1,892 40, SFR BP , SFR BP , SFR BP , SFR BP , SFR BP 1,016 69, SFR BP VACANT 43, SFR BP , RESIDENTIAL BP unknown 15, SFR PC , VACANT PC VACANT 5, SFR PC 978 5, SFR PC 1,368 8,270 Source: City of Highland Planning Department, April

22 The partial acquisition of the properties from the parcels listed in Table 3 4, above, would result in an alteration of existing use and conditions, but it is not anticipated that any residents or employees would be displaced, or that the businesses affected by the acquisitions would be significantly impacted as a result of these partial acquisitions. The widening of the roadway and installation of traffic signals and associated equipment would not result in any permanent changes, or reductions, in access to the affected parcels. Minimization Measures No minimization measures are necessary since no displacements or relocations would occur with the project Community Impacts Environmental Justice Affected Environment Ethnicity Table 3 5: Ethnic Composition, below, shows the ethnic composition of San Bernardino County, Highland, San Bernardino, and the study area census tracts. Council on Environmental Quality (CEQ) guidelines state that minority populations should be identified where either (a) the minority population of the affected area exceeds 50 percent, or (b) the minority population percentage of the affected area is meaningfully greater than the minority population percentage in the general population. As shown in Table 3 5, the minority populations range from a low of 41.1 percent in San Bernardino County, to a high of 65.3 percent in Census Tract 65. There are two areas within the project study area that contain a minority population greater than 50 percent. Both Census Tract 65 and contain populations greater than 50 percent of those who identify themselves as Hispanic. The City of Highland ranked among the lowest minority percentages in the study area, with a minority percentage of