SANTA BARBARA COUNTY ASSOCIATION OF GOVERNMENTS …meetings.sbcag.org/Meetings/SBCAG/2015/08...
Transcript of SANTA BARBARA COUNTY ASSOCIATION OF GOVERNMENTS …meetings.sbcag.org/Meetings/SBCAG/2015/08...
SANTA BARBARA COUNTY
ASSOCIATION OF GOVERNMENTS
REGIONAL ACTIVE
TRANSPORTATION PLAN
Mitigated Negative Declaration
FINAL
AUGUST 2015
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Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 1
I. PROJECT INFORMATION
1. Project Title: Santa Barbara County Association of Governments
Regional Active Transportation Plan
2. Lead Agency Name Santa Barbara County Association of Governments
And Address: 260 N. San Antonio Road, Suite B
Santa Barbara, CA 93110
3. Contact Person and Peter Imhof
Phone Number: (805) 961-8900
4. Project Location: Santa Barbara County
5. Project Sponsor’s Name: Same as lead agency
6. General Plan Designation: The project area occurs primarily on or within public
roads designated for transportation uses and traverses
areas adjacent to areas designated Residential, Office,
Recreational, Commercial, Agricultural, Industrial,
Visitor-Serving, Institutional, Military, Parks, and Open
Space in the General Plans of Santa Barbara County and
its eight incorporated cities (Buellton, Carpinteria,
Goleta, Guadalupe, Lompoc, Santa Barbara, Santa
Maria, and Solvang).
7. Zoning: Occurs primarily on or adjacent to public roads
designated for transportation uses throughout each of the
jurisdictions located in Santa Barbara County.
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II. INTRODUCTION
Introduction and Regulatory Guidance
The Santa Barbara County Association of Governments (SBCAG) is the lead agency under
the California Environmental Quality Act (CEQA) responsible for evaluating the potential
environmental impacts of the Regional Active Transportation Plan in compliance with
CEQA. The approval of the SBCAG Regional Active Transportation Plan is at the discretion
of SBCAG.
The purpose of this document is to evaluate whether significant environmental impacts could
occur with approval of the plan and to present to decision makers and the public the potential
environmental effects of the proposed plan.
Comments should be addressed to:
Peter Imhof
Santa Barbara County Association of Governments
260 N. San Antonio Rd., Ste. B
Santa Barbara, CA 93110
(805) 961-8900
E-mail comments may be addressed to [email protected]. If you wish to send written
comments, they must be postmarked by Monday, June 29, 2015.
Project Approvals
The approval of the Regional Active Transportation Plan is at the discretion of the Santa
Barbara County Association of Governments. It should be noted that separate project
approvals and additional environmental review may be needed by the individual project
sponsors, as the lead agencies for the individual projects contained within the proposed
Regional Bicycle and Pedestrian Plan, prior to project implementation. Depending on the
location of the project, future approvals for individual bicycle and pedestrian infrastructure
projects may be needed by one or more of the following agencies:
Santa Barbara County Association of Governments
California Department of Transportation (Caltrans)
Cities of: Buellton
Carpinteria
Goleta
Guadalupe
Lompoc
Santa Barbara
Santa Maria
Solvang
County of Santa Barbara
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III. PROJECT DESCRIPTION
Project Location
The project is located in Santa Barbara County and the SBCAG Regional Active
Transportation Plan covers the entire area of the County. Santa Barbara County is located
in the Central Coast area of California and is bounded by San Luis Obispo County to the
north, Kern County to the northeast, Ventura County to the southeast, and the Pacific Ocean
to the west and southwest. The project area includes the eight incorporated cities in the
County: Santa Maria, Santa Barbara, Lompoc, Goleta, Carpinteria, Guadalupe, Solvang,
Buellton, and all unincorporated communities (see Figure III-1).
FIGURE III-1: SANTA BARBARA COUNTY REGION
Environmental Setting
Santa Barbara County is located in the central coast area of California and is bounded by
San Luis Obispo County to the north, Ventura County to the east, Kern County to the
northeast, and the Pacific Ocean to the south and west. The geographic center of the County
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is about 300 miles south of San Francisco and 80 miles north of Los Angeles. The region
contains five, main sub-regions: the South Coast Area, Santa Maria Valley, Lompoc Valley,
Santa Ynez Valley, and Cuyama Valley. More detailed descriptions of the project setting are
contained in the discussion of individual potential impact areas below.
Purpose and Need
The purpose of this plan is to create a regional vision for improving the bicycle and pedestrian
network by integrating the bicycle and pedestrian planning of the region’s nine member
governments. The plan is also intended to establish a base level of eligibility for funding of
listed bicycle and pedestrian projects though the State’s Active Transportation Program and
subsequent grants for the plan area. The scale of this plan advances the region’s
transportation goals and complements the policies of the region’s adopted 2040 Regional
Transportation Plan-Sustainable Communities Strategy (RTP-SCS). The plan provides an
overview of the existing conditions as related to the bicycle and pedestrian modes in the
region, assesses existing and future bicycle and pedestrian infrastructure needs and
highlights the bicycle and pedestrian programs and improvements that will meet these
needs.
Project Goals and Objectives
There are four goals that are highlighted in the Regional Active Transportation Plan:
1. Enhance Mobility: Promote increased bicycling and walking to reduce vehicle trips,
vehicle miles traveled, auto congestion, and vehicle emissions region-wide.
2. Increase Connectivity: Enhance the regional bicycle and pedestrian network to
increase bike and walk mode share and improve accessibility to jobs, schools, and
services.
3. Equity for all Users in all Communities: Increase bicycle and pedestrian network
coverage within RTP-SCS communities of concern.
4. Improve Safety and Public Health: Encourage well-designed bicycle and pedestrian
infrastructure to improve multi-modal safety and promote improvements in public
health.
Project Characteristics
The plan integrates each of the local jurisdictions’ bike and pedestrian plans to formulate a
regional vision. The plan’s policies support each of the plan’s goals and objectives.
Bicycle & Pedestrian Infrastructure and Networks
The region’s state of the practice in regards to existing bicycle and pedestrian infrastructure
is described in the plan. For bicyclists, the region contains a series of interconnected Class I,
II, and III bike lanes/shared-use bikeways, traffic signal detection devices, a wayfinding
signage system on the South Coast, and end-of-trip amenity facilities (such as the Santa
Barbara Bikestation). For pedestrians, the region includes a vast network of interconnected
sidewalks, crosswalks, mid-block crossings, pedestrian-hybrid beacons, curb extensions, and
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raised crosswalks that help to achieve the goals outlined in the plan. The plan also outlines
infrastructure innovations that the public can consider in the context of its local and regional
policies and decision-making capacity, such as bicycle boxes, cycle tracks, bicycle boulevards,
mini-circles, bicycle storage, a variety of pedestrian signal timing options at intersections,
pedestrian flags at street crossings, and complete streets policies.
The plan includes a description of existing bicycle and pedestrian networks and states that
future improvements will focus on safety, infill of missing links, and responding to
demographic shifts and changes in development patterns. It includes an inventory of bicycle
and pedestrian connections at all of the region’s major rail, airport, and transit connection
points as well as accommodations that are made for bicyclists on some of the region’s major
transit services. It also includes a description and maps of the existing and proposed bicycle
networks in the region. Another key component of the plan is inclusion of proposed bicycle
and pedestrian projects. The networks and project lists were developed in consultation with
representatives of the member jurisdictions and advocacy groups and members of the public.
The network improvements and projects identified in the plan will improve the bicycle and
pedestrian environments in the region by increasing mobility and improving safety.
Appendix A contains a series of maps illustrating the proposed regional bicycle network.
Appendix B shows the bicycle and pedestrian projects included in the Regional Active
Transportation Plan.
Programs – Safety, Education, Encouragement, and Enforcement
The Regional Active Transportation Plan contains a summary description of programs that
address the issue areas of common concern to bicyclists and pedestrians:
Safety – The plan highlights the frequency and severity of bicycle- and pedestrian-
involved collisions, injuries, and fatalities and discusses programs that can be
implemented to reduce or minimize these occurrences.
Education
Encouragement / Marketing / Events (such as CycleMania and Open Streets)
Enforcement
Funding
The plan identifies a regional vision of an interconnected network of bicycle and pedestrian
infrastructure based on the proposed network shown in Appendix A and the projects
contained in Appendix B. Based on the project cost estimates shown in Appendix B, and the
local, state, and federal funds that have been programmed within our region, the plan
identifies a need for additional funding to achieve the regional vision.
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IV. ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
The environmental factors checked below would be potentially affected by this project,
involving at least one impact that is "Less than Significant With Mitigation Incorporated" as
indicated by the checklist on the following pages.
Aesthetics/Visual
Resources
Agriculture Resources Air Quality
Biological Resources Cultural Resources Energy
Fire Protection Geologic Processes Hazardous Materials/
Risk of Upset
Historic Resources Land Use Noise
Public Facilities Recreation Transportation/
Circulation
Water Resources/
Flooding
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V. EVALUATION OF ENVIRONMENTAL IMPACTS
This section evaluates the potential environmental effects of the proposed project using the
environmental checklist from the State CEQA Guidelines as amended. The definitions of the
potential level of impact in the response column headings are as follows:
A. Potentially Significant Impact: A fair argument can be made, based on the substantial
evidence in the file, that an effect may be significant.
B. Less Than Significant With Mitigation Incorporated: Incorporation of mitigation
measures has reduced an effect from a Potentially Significant Impact to a Less Than
Significant Impact.
C. Less Than Significant Impact: An impact is considered adverse but does not trigger a
significance threshold.
D. No Impact: There is adequate support that the referenced information sources show that
the impact simply does not apply to the subject project.
1. Aesthetics/Visual Resources
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. The obstruction of any scenic vista or view open to the
public or the creation of an aesthetically offensive site open
to public view?
X
b. Change to the visual character of an area? X
c. Glare or night lighting which may affect adjoining areas? X
d. Visually incompatible structures? X
Environmental Setting
Santa Barbara County is known for its natural scenic resources. The coastal terraces between
ocean and mountains; the scenic inland valleys with large expanses of cultivated farmlands
and gently rolling hillsides; and the rugged Los Padres National Forest are all key elements
which define the County’s scenic resources. The County is largely rural in character, with
distinct compact urban communities separated by substantial public open space and private
grazing lands.
Much of the County is heavily vegetated with a variety of mature trees. There are numerous
areas dominated by clustered stands of native oaks, taller narrow ribbons of lighter colored
sycamore trees, and mature introduced pines and eucalyptus woodlands.
The nature of urban development varies throughout the County. The Santa Maria Valley is
characterized as an urban center, with supporting suburban residential development in
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unincorporated Orcutt. The Santa Ynez Valley is typified by smaller, more rural
communities, clustered near the major highways of State Route 246, State Route 154, and
Highway 101. Lompoc is a medium-sized urban center. Urban development in the South
County generally follows the Highway 101 corridor, from Winchester Canyon to the Ventura
County line. Urban development along the coast is typically compact, and respects the
existing dominant geographic features, including the ocean and the coastal mountains. The
City of Santa Barbara is characterized by a high density urban center.
Scenic Highways
Both the County of Santa Barbara and the State of California have designated scenic
corridors on State highways within the County. The Coastal Land Use Plan, adopted in 1982
and republished in 2009 by the County of Santa Barbara, has established a View Corridor
Overlay land use designation for the portions of Highway 101 with views of the ocean.
Highway 101 along its entire length in Santa Barbara County is also in the State’s master
plan of highways eligible for “Scenic Highway” designation. The following Scenic Highways
have been identified in the Santa Barbara County Comprehensive Plan Scenic Highways
Element (adopted in 1975 and republished in 2009) and the State’s master plan of highways
eligible for “Scenic Highway” designation.
TABLE V.1-1: LIST OF CALTRANS DESIGNATED OR ELIGIBLE SCENIC HIGHWAYS IN THE REGION
Officially Designated
State Route 1 From Highway 101 at Las Cruces north to southerly city limits of
Lompoc
State Route 154 Entire length
Eligible for Scenic Designation
State Route 33 From junction of State Route 166 south into Ventura County
State Route 166 From junction of State Route 33 west through Santa Barbara and San
Luis Obispo Counties to its junction with Highway 101
Highway 101 Entire length
Methodology and Significant Thresholds
The County of Santa Barbara’s Environmental and Thresholds and Guidelines Manual states
that the classification of a project's aesthetic impacts as beneficial or adverse, and
insignificant or significant, is clearly subject to some personal and cultural interpretation.
However, it notes that there are guidelines and policies which can be used to direct and
standardize the assessment of visual impacts. Thus, the County Guidelines do not state a
formal significance threshold, but instead directs the evaluator to the questions which predict
the adversity of impacts to visual resources.
Assessing the visual impacts of a project involves two major steps. First, the visual resources
of the project site must be evaluated. Important factors in this evaluation include the physical
attributes of the site, its relative visibility, and its relative uniqueness. In terms of visibility,
four types of areas are especially important: coastal and mountainous areas, the urban fringe,
and travel corridors.
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Next, the potential impact of the project on visual resources located onsite and on views in
the project vicinity, which may be partially or fully obstructed by the project, must be
determined. To some extent, the former step is more important in rural settings, and the
latter in urban areas. Determining compliance with local and state policies regarding visual
resources is also an important part of visual impact assessment.
Significant visual resources which have aesthetic value include: scenic highway corridors;
parks and recreational areas; views of coastal bluffs, streams, lakes, estuaries, rivers, water
sheds, mountains, and cultural resource sites; and scenic areas. The County Guidelines
address only public views, not private views.
Discussion
a. The obstruction of any scenic vista or view open to the public or the creation of
an aesthetically offensive site open to public view?
Less than Significant. A significant portion of the Regional Active Transportation Plan
relates to policy guidance, which by definition is not site-specific, and therefore would
have no impact on scenic vistas or would generate aesthetically offensive sites. As the
proposed bicycle and pedestrian network improvements identified in the Plan span the
region, it can be anticipated that these routes may be adjacent to or within scenic views,
vistas, or resources. However, the project would primarily involve improvements in or
adjacent to existing roadways to allow movement of bicyclists and pedestrians (Class II
and III facilities and sidewalks). Class I bike paths and multi-use trails do not always
follow existing roadways and may occur in open space or other scenic areas. Bicycle paths
involve only paved or unpaved pathways and minimally intrusive infrastructure and are
not expected to have an adverse effect on a scenic vista. Therefore, impacts to scenic vistas
are considered less than significant.
Construction of individual network segments could result in view impairment due to
placement of construction equipment, removal of landscaping, temporary signage, and
construction staging areas. However, bicycle network construction would be linear in
nature and in many cases may not involve grading or other disruptive construction
activity (e.g., some lanes and routes may only involve lane restriping to accommodate
bicycle traffic). Any view impairment during construction would be temporary and is
therefore considered less than significant.
b. Change to the visual character of an area?
d. Visually incompatible structures?
Less than Significant with Mitigation. The Regional Active Transportation Plan
includes a list of bicycle and pedestrian infrastructure and network projects that will be
implemented by the local jurisdictions. The projects in the plan range from less visually
intrusive projects (such as low-lying network additions) to more visually intrusive ones
(such as marked sidewalk crossings with flashing beacons and pedestrian/bicycle
bridges). Each local jurisdiction has its own guidelines for defining what would constitute
a change to the visual character of an. Therefore, the project has the potential to change
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the visual character of an area or possibly result in visually incompatible structures, in
some circumstances, in ways that may be potentially significant. However, with the
implementation of the following measure, this potential impact would be reduced to a less
than significant level.
Aesthetics-1: The project sponsor shall obtain local design review approval for project
design. All project elements (e.g., design, scale, character, colors, materials and
landscaping) shall be compatible with vicinity development. The project sponsor shall
submit architectural drawings of the project for local design review prior to issuance of
building permits. Grading plans, if required, shall be submitted concurrent with or prior
to plan filing.
c. Glare or night lighting which may affect adjoining areas?
Less than Significant with Mitigation. The Regional Active Transportation Plan does
not make recommendations for lighting of bicycle network segments. No lighting in
addition to that already existing along roadways would be necessary for sidewalks and
Class II/III bicycle facilities. In areas where no roadway is associated with a Class I
bicycle path or multi-use trail, lighting may be used as required for safety. The majority
of the proposed regional bicycle and pedestrian network is associated with urban centers
and existing road networks and is not anticipated to result in a new source of substantial
light or glare. Stationary lighting for “off-road” Class I bicycle paths and some (but not
all) multi-use paths within or adjacent to natural areas would be limited to that required
for safety. Should an individual facility propose stationary lighting adjacent to or within
an open space area, potentially significant impacts from light or glare may result and
affect an adjoining area. However, with implementation of the following measure, this
impact would be reduced to less than significant.
Aesthetics-2: Project sponsor shall ensure that lighting of Class I bicycle paths and multi-
use paths adjacent to open space areas shall be limited to that required for safety.
Lighting shall be directed away from open space areas and onto the bicycle path itself.
Individual network segments directly within open space areas shall be designed without
night lighting to prevent any impact from light or glare on adjacent biological resources.
2. Agricultural Resources
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Convert prime agricultural land to non-agricultural use,
impair agricultural land productivity (whether prime or
non-prime) or conflict with agricultural preserve
programs?
X
b. An effect upon any unique or other farmland of State or
Local Importance?
X
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Environmental Setting
California is the leading state in agricultural production in the United States, and Santa
Barbara County consistently ranks within the top 20 counties of the State in overall
agricultural productivity. Agriculture continues to be the main producing industry in Santa
Barbara County. The top ten revenue crops that were produced in the County in 2011
included strawberries, wine grapes, broccoli, head lettuce, avocados, cauliflower, celery,
cattle, Gerbera cut flowers, and leaf lettuce (Santa Barbara County Crop Report, 2013).
Much of the County’s transportation system traverses rural areas, including areas overlain
by rich agricultural soils, a high percentage of which are in production. The Santa Maria
Valley, Santa Ynez Valley, and Lompoc Valley are among the County’s leading agricultural
areas, and are noted for their high quality irrigated crops, including strawberries, grapes,
and cut flowers. Cattle ranching is common throughout the County, and much of the rolling
terrain in the more remote portions of the County is characterized by this land use.
Methodology and Significant Thresholds
Regarding agriculture resource impacts, pursuant to the State CEQA guidelines, potentially
significant impacts would result if the project would:
Convert Prime Farmland, Unique 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 nonagricultural use;
Conflict with existing zoning for agricultural use, or a Williamson Act contract;
Involve other changes in the existing environment which, due to their location or
nature, could result in conversion of Farmland, to non-agricultural use
The issue of impacts to agriculture is complex in Santa Barbara County. The recommended
CEQA checklist in the State CEQA Guidelines specifically mentions the conversion of prime
agricultural land to non-agricultural use as having potentially significant impacts to
agriculture. However, due to the important role of agricultural production in the County’s
economy, the County of Santa Barbara has adopted a detailed point system for determining
the significance of converting agricultural land. The Santa Barbara County Environmental
Thresholds and Guidelines Manual (January 1995, updated as of 2008) includes a section on
“Agricultural Resource Guidelines.” This system assigns points for each of nine categories,
including soil type, parcel size, current and adjacent uses, Comprehensive Plan designation,
agricultural preserve potential, water availability, and agricultural suitability. If the overall
point total is 60 or above, the impact to agriculture land use is considered to be significant.
Under the County’s system, an agricultural parcel could be considered “significant” even if it
contains no Prime, Unique, or Statewide Importance farmland, if it contains other attributes
that make it especially well-suited to farming. In order to be considered viable agricultural
land, the parcel must be of sufficient size and capability to support an agricultural enterprise
independent of any other parcel. Under this system, the impact to farmland from a Class I
bike path could be considered significant, for example, even if all of the land to be built upon
it is entirely within the legal right-of-way.
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This point system acts only as an initial review to determine potentially significant impacts.
Once a project or plan is determined to be significant or potentially significant to agricultural
land, further in depth evaluation will need to be performed which will focus upon other
factors or important criteria, but not the point system, such as the history of agricultural use
on the site, land use trends, and compatibility of uses. Because of the complexity of
determining the significance of any individual agricultural parcel, a final determination of
the significance of impacts to farmland associated with any individual Regional Active
Transportation Plan improvement is beyond the scope of this Initial Study/MND. Therefore,
this Initial Study/MND assumes that any individual Regional Active Transportation Plan
project that could convert any farmland would have a potentially significant impact. The
actual magnitude of agricultural land impacts associated with individual Regional Active
Transportation Plan projects will need to be determined on a case-by-case basis as projects
are designed and implemented.
Discussion
a. Convert prime agricultural land to non-agricultural use, impair agricultural
land productivity (whether prime or non-prime) or conflict with agricultural
preserve programs?
b. An effect upon any unique or other farmland of State or Local Importance?
Less than Significant with Mitigation. The Regional Active Transportation Plan
generally relates to the development of goals and policies, which is not site-specific, and
would therefore not have a direct impact on agriculture. The plan focuses on coordination
of local planning efforts to initiate bicycle and pedestrian infrastructure and network
improvements throughout the region.
The majority of the proposed bicycle and pedestrian infrastructure and network (such as
Class II/III bicycle lanes and sidewalks) would be built out within existing road rights-of
way within urban areas.
Figures V-2-1 through V-2-4 show Farmland Mapping and Monitoring Program (FMMP)
maps for the Santa Barbara County sub-regions (South Coast, Santa Ynez Valley, Lompoc
Valley, and Santa Maria Valley). As shown, the vast majority of the proposed bicycle
network would be built out within the urbanized areas of the region. Some proposed Class
I bike lanes traverse lands mapped by the FMMP as prime farmland, unique farmland,
and farmland of local and statewide importance.
Areas with prime agricultural soils are generally considered most important for farming.
However, as discussed under Methodology and Significance Thresholds, the County of
Santa Barbara uses a complicated formula for determining the significance of impacts to
agriculture. This formula assigns points for each of nine factors. Impacts are considered
significant if the point total equals or exceeds 60. Based upon the County’s methodology,
even projects that do not disturb any land outside the existing road right-of-way could
have significant impacts. It is not known at this time whether or not impacts from any
individual bicycle or pedestrian project would exceed the 60-point threshold. This
determination would need to be made on a case-by-case basis as individual projects are
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implemented and the actual area that would be affected by a project is determined. In all
likelihood, many individual projects would not create significant impacts, particularly
those that involve only a Class I or multi-use trail along existing rights-of-way or that
would affect non-prime grazing lands. Nevertheless, because the actual magnitude of
impacts from individual projects cannot be determined at this time, the overall impact to
agriculture is assumed to be potentially significant.
Mitigation Measures
No measures are available to mitigate the loss of agricultural lands, short of eliminating
proposed infrastructure that would traverse or be adjacent to areas containing prime
soils. However, the following measures would incrementally reduce impacts to
agricultural lands and existing agricultural production:
Agricultural Resources-1: When new bicycle or pedestrian infrastructure or network
improvements are planned, the project sponsor shall assure that project-specific
environmental reviews consider alternative alignments that reduce or avoid impacts to
agricultural lands.
Agricultural Resources-2: Rural roadway alignments shall follow property lines to the
extent feasible, to minimize impacts to the agricultural production value of any specific
property. Farmers shall be compensated for the loss of agricultural production at the
margins of lost property, based on the amount of land deeded as road right-of-way, as a
function of the total amount of production on the property.
Agricultural Resources-3: Project sponsors should consider corridor realignment, buffer
zones, setbacks, and fencing to reduce conflict between agricultural lands and
neighboring uses.
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FIGURE V.2-1: SANTA MARIA VALLEY FMMP
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FIGURE V.2-2: LOMPOC VALLEY FMMP
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FIGURE V.2-3: SANTA YNEZ VALLEY FMMP
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FIGURE V.2-4: SOUTH COAST FMMP
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3. Air Quality
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. The violation of any ambient air quality standard, a
substantial contribution to an existing or projected air
quality violation, or exposure of sensitive receptors to
substantial pollutant concentrations (emissions from
direct, indirect, mobile and stationary sources)?
X
b. The creation of objectionable smoke, ash or odors? X
c. Extensive dust generation? X
Greenhouse Gas Emissions
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
d. SBCAPCD: Emissions less than the screening
significance level of 10,000 metric tons per year
(MT/yr) CO2e from industrial stationary sources?
County: Emissions equivalent to or greater than 1,000
metric tons (MT) of CO2 per year from industrial
stationary sources during long-term operations?
X
X
e. Emissions equivalent to or greater than 1,100 MT of
CO2e (carbon dioxide equivalent) per year or 4.6 MT
CO2e/Service Population (residents + employees) per
year from other than stationary sources during
long-term operations?
X
f. Emissions equivalent to or greater than 6.6 MT
CO2e/Service Population (residents + employees) per
year for plans (General Plan Elements, Community
Plans, etc.)?
X
Environmental Setting
Air Quality regulations in Santa Barbara County are subject to both federal and State
standards. The 1990 Amendments to the Federal Clean Air Act mandated that the federal
Environmental Protection Agency (EPA) manage and control air quality by establishing the
National Ambient Air Quality Standards (NAAQS). In California, the task of air quality
management and regulation has been legislatively granted to the California Air Resources
Board (ARB) and the local and regional air quality management districts and air pollution
control districts. The ARB is responsible for research activities, the establishment of
California Ambient Air Quality Standards (CAAQS) for air quality, and the regulation of
mobile emission sources (i.e., motor vehicles) and to a much lesser extent stationary sources.
The CAAQS are generally more stringent than corresponding federal standards. Table V.3-1
illustrates both the federal and State current pollutant regulations.
The ARB established fourteen air basins. State law directly created local air quality
management districts and air pollution control districts which have primary authority over
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the regulation of stationary sources. For Santa Barbara County, located within the South
Central Coast Air Basin, air pollution control authority for stationary sources is vested with
the Santa Barbara County Air Pollution Control District (SBCAPCD).
TABLE V.3-1: CURRENT FEDERAL AND STATE AMBIENT AIR QUALITY STANDARDS
Pollutant Federal Standard State Standard
Ozone 0.075 ppm (8-hr avg.) 0.07 ppm (8-hr avg.)
0.09 ppm (1-hr avg.)
Carbon Monoxide 9.0 ppm (8-hr avg.)
35.0 ppm (1-hr avg.)
9.0 ppm (8-hr avg.)
20.0 ppm (1-hr avg.)
Nitrogen Dioxide 0.100 ppm (1-hr avg.)
0.053 ppm (annual avg.)
0.18 ppm (1-hr avg.)
0.03 ppm (annual avg.)
Sulfur Dioxide 0.075 ppm (1-hr avg.) 0.25 ppm (1-hr avg.)
Lead 1.5 µg/m3 (calendar quarter) 0.15 µg/m3 (3-month avg.)
Particulate Matter (PM10) 150 µg/m3 (24-hr avg.) 20 µg/m3 (annual avg.)
50 µg/m3 (24-hr avg.)
Particulate Matter (PM2.5) 15 µg/m3 (annual avg.)
35 µg/m3 (24-hr avg.)
12 µg/m3 (annual avg.)
ppm = parts per million
µg/m3 = micrograms per cubic meter
Globally, climate change has the potential to affect numerous environmental resources
through potential impacts related to future air temperatures and precipitation patterns.
Based upon the California Air Resources Board (ARB) California Greenhouse Gas Inventory
for 2000-2009 (ARB, October 2011), California produced 453 MMT CO2e in 2009. The major
source of GHGs in California is transportation, contributing 38 percent of the State’s total
GHG emissions. Electricity generation is the second largest source, contributing 23 percent
of the State’s GHG emissions (ARB, October 2012). California emissions are due in part to
its large size and large population compared to other states. However, a factor that reduces
California’s per capita fuel use and GHG emissions, as compared to other states, is its
relatively mild climate. According to the CalEPA’s 2010 Climate Action Team Biennial
Report, potential impacts of climate change in California may include loss in snow pack, sea
level rise, more extreme heat days per year, more high ozone days, more large forest fires,
and more drought years (CalEPA, April 2010).
Methodology and Significant Thresholds
Air Quality
Chapter 5 of the Santa Barbara County Environmental Thresholds and Guidelines Manual
(as amended in 2008) addresses the subject of air quality. The thresholds provide that a
proposed project will not have a significant impact on air quality if operation of the project
will:
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Final Mitigated Negative Declaration Page 20
Emit (from all project sources, mobile and stationary), less than the daily trigger
for offsets for any pollutant (currently 55 pounds per day for NOx and ROC, and
80 pounds per day for PM10);
Emit less than 25 pounds per day of oxides of nitrogen (NOx) or reactive organic
compounds (ROC) from motor vehicle trips only;
Not cause or contribute to a violation of any California or National Ambient Air
Quality Standard (except ozone);
Not exceed the APCD health risk public notification thresholds adopted by the
APCD Board; and
Be consistent with the adopted federal and state Air Quality Plans.
No thresholds have been established for short-term impacts associated with construction
activities. However, the County of Santa Barbara’s Grading Ordinance requires standard
dust control conditions for all projects involving grading activities. Long-term/operational
emissions thresholds have been established to address mobile emissions (i.e., motor vehicle
emissions) and stationary source emissions (i.e., stationary boilers, engines, paints, solvents,
and chemical or industrial processing operations that release pollutants).
Climate Change / Greenhouse Gas Emissions
In May 2015, the County adopted an Energy and Climate Action Plan (ECAP) consistent
with CEQA Guidelines Section 15183.5 (Tiering and Streamlining the Analysis of
Greenhouse Gas Emissions).
The Santa Barbara County Air Pollution Control District (SBCAPCD) has not adopted formal
thresholds for the evaluation of GHG emissions, except for industrial stationary sources. The
SBCAPCD participates in the CEQA review process as both a responsible agency and a
concerned agency. While the SBCAPCD comments on environmental documents and
suggests mitigation measures to reduce air quality impacts, SBAPCD guidance currently
does not provide formal thresholds for considering GHG emissions for plans or projects other
than industrial stationary sources. Prior to adoption of the ECAP, the County followed
established GHG criteria adopted by the San Luis Obispo County Air Pollution Control
District. As dictated by the County’s interim thresholds, residential and commercial projects
needed to be evaluated in terms of project compliance with a numeric threshold of 1,150
MTCO2e, or an efficiency threshold of 4.9 MTCO2e per service population annually (where
the service population equals project residents and employees).
With the formal adoption of the ECAP in May 2015, the County’s interim GHG thresholds
will no longer be applied to projects covered by the ECAP. Instead, the County will use a
programmatic approach to review new development. Any project-specific environmental
document that relies on this ECAP for its cumulative impacts analysis must identify specific
emission reduction measures applicable to the project and demonstrate the project’s
incorporation of the measures. Certain projects, such as industrial stationary sources and
certain commercial or residential projects outside the scope of this ECAP, will continue to be
subject to GHG thresholds and/or project-specific analysis. Since the Regional Active
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 21
Transportation Plan is not covered under the ECAP, the SLOAPCD thresholds are cited in
this document as a threshold.
Discussion
a. The violation of any ambient air quality standard, a substantial
contribution to an existing or projected air quality violation, or exposure
of sensitive receptors to substantial pollutant concentrations (emissions
from direct, indirect, mobile and stationary sources)?
b. The creation of objectionable smoke, ash or odors?
c. Extensive dust generation?
Less than Significant with Mitigation. Adoption of the Regional Active
Transportation Plan could create short-term impacts to air quality. Short-term air
quality impacts would be generated during construction of the bicycle and
pedestrian projects listed in the plan.
There are three primary sources of short-term emissions which would be
generated by construction of future bicycle and pedestrian projects under the plan.
These sources include: operation of the construction vehicles, (i.e., scrapers,
loaders, dump trucks); the creation of fugitive dust during clearing and grading;
and the use of asphalt or other oil-based substances during the final construction
phases, which also generate nuisance odors (on a Class I facility, for example). The
significance of daily emissions, particularly ROC and NOx emissions, generated
by construction equipment utilized to build bicycle and pedestrian infrastructure
would depend on the quantity of equipment used and the hours of operation. The
significance of fugitive dust (PM2.5 and PM10) emissions would depend upon the
following factors: 1) the aerial extent of disturbed soils; 2) the length of disturbance
time; 3) whether existing structures are demolished; 4) whether excavation is
involved (including the potential removal of underground storage tanks); and, 5)
whether transport of excavated materials offsite is necessary. The amount of ROC
emissions generated by oil-based substances such as asphalt is dependent upon
the type and amount of asphalt utilized. In addition, impacts related to odors
associated with oil-base substances and asphalt is dependent upon the proximity
of construction activities to sensitive receptors. Use of these materials is also
subject to APCD Rule 329, Cutback and Emulsified Asphalt Paving Materials.
Minor bicycle and pedestrian infrastructure improvements that will be
constructed within existing road rights-of-way, such as such as re-striping or re-
classification of a side-street to a bicycle boulevard, for example, are not expected
to generate significant short-term emissions impacts. However, other projects may
involve grading and paving, or the construction of permanent facilities (such as a
Class I facility in a semi-rural area). The precise quantity of emissions would need
to be determined at the time of proposed construction of a given transportation
project. Although any individual improvement or development project may not
generate significant short-term emissions, it is probable that several projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 22
would be under construction simultaneously, generating cumulative construction
emissions which may impact air quality. With the implementation of the following
mitigation measures for individual projects, the resulting impacts would be
reduced.
Mitigation Measures
To reduce potentially significant short-term emissions, the following mitigation
measures should be applied to individual projects as they are implemented:
Air Quality-1: The project sponsor shall ensure that SBCAPCD Rule 329 and
standard dust control measures are implemented. The measures shall be noted on
all construction plans and the project sponsor shall perform periodic site
inspections.
d. SBCAPCD: Emissions less than the screening significance level of 10,000
metric tons per year (MT/yr) CO2e from industrial stationary sources?
County of Santa Barbara: Emissions equivalent to or greater than 1,000
metric tons (MT) of CO2 per year from industrial stationary sources
during long-term operations?
No Impact: The Regional Active Transportation Plan generally relates to the
development of goals and policies and projects involving bicycle and pedestrian
infrastructure, unrelated to stationary industrial sources. Therefore, this impact
category does not apply.
e. Emissions equivalent to or greater than 1,100 MT of CO2e (carbon dioxide
equivalent) per year or 4.6 MT CO2e/Service Population (residents +
employees) per year from other than stationary sources during long-term
operations?
f. Emissions equivalent to or greater than 6.6 MT CO2e/Service Population
(residents + employees) per year for plans (General Plan Elements,
Community Plans, etc.)?
No Impact. The Regional Active Transportation Plan generally relates to the
development of goals and policies, which are not site-specific. The plan focuses on
coordination of local planning efforts to initiate bicycle and pedestrian
infrastructure and network improvements throughout the region. The net result
is the increased likelihood of bicycling and walking trips Countywide. On balance,
these increased bicycle and pedestrian trips would result in reductions in
automobile trips, reducing emissions attributable to automobiles. These added
bicycle and walk trips do not result in any net increase in emissions, other than
those that may occur from short-term construction emissions (which are discussed
below).
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4. Biological Resources
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
Flora
a. A loss or disturbance to a unique, rare or threatened
plant community?
X
b. A reduction in the numbers or restriction in the range
of any unique, rare or threatened species of plants?
X
c. A reduction in the extent, diversity, or quality of
native vegetation (including brush removal for fire
prevention and flood control improvements)?
X
d. An impact on non-native vegetation whether
naturalized or horticultural if of habitat value?
X
e. The loss of healthy native specimen trees? X
f. Introduction of herbicides, pesticides, animal life,
human habitation, non-native plants or other factors
that would change or hamper the existing habitat?
X
Fauna
g. A reduction in the numbers, a restriction in the range,
or an impact to the critical habitat of any unique, rare,
threatened or endangered species of animals?
X
h. A reduction in the diversity or numbers of animals
onsite (including mammals, birds, reptiles,
amphibians, fish or invertebrates)?
X
i. A deterioration of existing fish or wildlife habitat (for
foraging, breeding, roosting, nesting, etc.)?
X
j. Introduction of barriers to movement of any resident
or migratory fish or wildlife species?
X
k. Introduction of any factors (light, fencing, noise,
human presence and/or domestic animals) which
could hinder the normal activities of wildlife?
X
Environmental Setting
Santa Barbara County contains a wide diversity of tree (hardwood and coniferous forests,
oak woodlands), shrub (chaparrals, coastal scrubs), and herbaceous (grasslands, arid beach
dunes) habitat types. Santa Barbara County is home to a variety of hardwood, coniferous,
and mixed woodlands and forests; grasslands; urban and agricultural areas that have been
highly disturbed, such as croplands, urban areas, and shoreline.
Four primary watersheds occur within the County: Santa Maria, which includes the Cuyama
and Sisquoc watersheds; San Antonio Creek; Santa Ynez; and South Coast, which is
composed of approximately 50 short, steep watersheds. The headwaters of the principal
watersheds are generally undeveloped, and the middle and lower sections are often developed
with urban or agricultural uses. The four major rivers draining these watersheds are the
Santa Maria, Sisquoc, Cuyama, and Santa Ynez. Several creeks are associated with each one
of these watersheds. The drainages within these watersheds are of biological importance as
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Final Mitigated Negative Declaration Page 24
they provide valuable foraging habitat, breeding habitat, and movement habitat for a wide
variety of animal species, including sensitive species such as steelhead – Southern California
distinct population segment (DPS), California red-legged frog, and southwestern willow
flycatcher.
The region contains a number of wetlands that are regarded as important biological resources
both because of their rarity in southern California and because they serve a variety of
functional values. Several types of wetlands exist in the County, including coastal salt
marshes, vernal pools, and riparian habitats.
For the purpose of this Initial Study/MND, special status species are those plants and
animals listed, proposed for listing, or candidates for listing as threatened or endangered by
the U.S Fish and Wildlife Service (USFWS) under the federal Endangered Species Act; those
listed or proposed for listing as rare, threatened, or endangered by the CDFW under the
California Endangered Species Act (CESA); animals designated as “Species of Special
Concern,” “Fully Protected,” or “Watch List” by the CDFW; and plants with a California Rare
Plant Rank (CRPR) of 1, 2, 3, and 4.
Methodology and Significant Thresholds
Santa Barbara County’s Environmental Thresholds and Guidelines Manual (2008) includes
guidelines for the assessment of biological resource impacts. The following thresholds are
applicable to this project:
Wetlands: Projects which result in a net loss of important wetland area or wetland habitat
value, either through direct or indirect impacts to wetland vegetation, degradation of water
quality, or would threaten the continuity of wetland-dependent animal or plant species are
considered to have a potentially significant effect on the environment. Projects which
substantially interrupt wildlife access, use and dispersal in wetland areas would typically be
considered to have a potentially significant impact. Projects which disrupt the hydrology of
wetlands systems would be considered to have a potentially significant impact.
Coastal Salt Marsh: Project-created impacts may be considered significant due to the
potential to change species composition and habitat value through: substantial alteration of
tidal circulation or decrease of tidal prism; adverse hydrologic changes; substantial increase
of sedimentation, introduction of toxic elements or alteration of ambient water temperature;
construction activity which creates indirect impacts such as noise and turbidity on sensitive
animal species, especially during critical periods such as breeding and nesting; disruption of
wildlife dispersal corridors; or disturbance or removal of substantial amounts of marsh
habitats.
Vernal Pools: Project-created impacts may be considered significant due to: direct removal of
vernal pool or vernal pools complex; direct or indirect hydrologic changes such as altered
freshwater input, changes in the watershed area or run-off quantity and/or quality,
substantial increase in sedimentation, introduction of toxic elements or alteration of ambient
water temperature; or disruption of larger plan community within which vernal pool occurs,
isolation or interruption of contiguous habitat which would disrupt animal movement
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patterns, seed dispersal routes or increase vulnerability of species to weed invasion or local
extirpation.
Riparian Habitats: Project-created impacts may be considered significant due to: direct
removal of riparian vegetation; disruption of riparian wildlife habitat, particularly animal
dispersal corridors and or understory vegetation; or intrusion within the upland edge of the
riparian canopy leading to potential disruption of animal migration, breeding, etc., through
increased noise, light and glare, and human or domestic animal intrusion; or construction
activity which disrupts critical time periods for fish and other wildlife species.
Native Grasslands: In general, project-created impacts to native grasslands may be
considered significant if they involve removal of or severe disturbance to a patch or a
combined patch area of native grasses that is greater than one-quarter (1/4) acre in size. The
grassland must contain at least 10 percent relative cover of native grassland species (based
on a sample unit). Impacts to patch areas less than one-quarter acre in size that are clearly
isolated and not part of a significant native grassland or an integral component of a larger
ecosystem are usually considered insignificant.
Oak Woodlands and Forests: Project-created impacts may be considered significant due to
habitat fragmentation, removal of understory, alteration to drainage patterns, disruption of
the canopy, removal of a significant number of trees that would cause a break in the canopy,
or disruption in animal movement in and through the woodland.
Individual Native Trees: Project-created impacts may be considered significant due to the
loss of 10% or more of the trees of biological value on a project site.
Other Rare Habitat Types: The Manual recognizes that not all habitat-types found in Santa
Barbara County are addressed by the habitat-specific guidelines. Impacts to other habitat
types or species may be considered significant, based on substantial evidence in the record,
if they substantially: (1) reduce or eliminate species diversity or abundance; (2) reduce or
eliminate the quality of nesting areas; (3) limit reproductive capacity through losses of
individuals or habitat; (4) fragment, eliminate, or otherwise disrupt foraging areas and/or
access to food sources; (5) limit or fragment range and movement; or (6) interfere with natural
processes, such as fire or flooding, upon which the habitat depends.
Discussion
a. A loss or disturbance to a unique, rare or threatened plant community?
b. A reduction in the numbers or restriction in the range of any unique, rare
or threatened species of plants?
g. A reduction in the numbers, a restriction in the range, or an impact to the
critical habitat of any unique, rare, threatened or endangered species of
animals?
Less than Significant with Mitigation: The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 26
that are not site-specific and therefore does not have direct impacts to biological
resources. The vast majority of bicycle and pedestrian infrastructure would be
developed within existing road right-of-way. Some infrastructure, such as Class I
bicycle lanes and multi-use trails, may traverse existing developed areas, open space,
parks, and property boundaries that may be adjacent to or on sites that contain
sensitive biological resource areas. The networks identified in the Regional Active
Transportation Plan remain conceptual in nature and potential project-level
environmental impacts would need to be evaluated in more detail when the project
enters the design phase, as well as potential alternative alignments to avoid
potentially significant impacts. Figures V.4-1 through V.4-4 illustrate the region’s
critical habitats and adjacent proposed Regional Active Transportation Plan
infrastructure. For the purposes of this Initial Study/MND, potential impacts to
candidate, sensitive, or special status species are considered potentially significant.
With the implementation of the following mitigation measures for individual projects,
the resulting impacts would be reduced.
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Final Mitigated Negative Declaration Page 27
FIGURE V.4-1: CRITICAL HABITATS IN THE SANTA MARIA VALLEY
(Source: U.S. Fish and Wildlife Service)
Santa Barbara County Regional Active Transportation Plan August 2015
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FIGURE V.4-2: CRITICAL HABITATS IN THE LOMPOC VALLEY
(Source: U.S. Fish and Wildlife Service)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 29
FIGURE V.4-3: CRITICAL HABITATS IN THE SANTA YNEZ VALLEY
(Source: U.S. Fish and Wildlife Service)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 30
FIGURE V.4-4A: CRITICAL HABITATS IN THE SOUTH COAST AREA – GOLETA & SANTA BARBARA
(Source: U.S. Fish and Wildlife Service)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 31
FIGURE V.4-4B: CRITICAL HABITATS IN THE SOUTH COAST AREA – MONTECITO, SUMMERLAND, AND CARPINTERIA
(Source: U.S. Fish and Wildlife Service)
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Mitigation Measures
The following mitigation measures are appropriate for bicycle and pedestrian projects
that may impact biological resources in the impact areas identified above:
Bio Resources-1: Biological Resources Screening and Assessment. On a project-by-
project basis, a preliminary biological resource screening shall be performed to
determine whether the project has any potential to impact biological resources. If the
project would have the potential to impact biological resources, prior to construction,
a qualified biologist shall conduct a biological resources assessment (BRA) or similar
type of study to document the existing biological resources within the project footprint
plus a buffer to determine the potential impacts to those resources. The BRA shall
evaluate the potential for impacts to all biological resources including, but not limited
to special status species, nesting birds, wildlife movement, sensitive plant
communities/critical habitat and other resources judged to be sensitive by local, state,
and/or federal agencies. Pending the results of the BRA, design alterations, further
technical studies (i.e., protocol surveys) and/or consultations with the U.S. Fish and
Wildlife Service (USFWS), California Department of Fish and Game (CDFG) and/or
other local, state, and federal agencies may be required.
The following mitigation measures shall be incorporated, only as applicable, into the
BRA for projects where specific resources are present or may be present and impacted
by the project. Note that specific surveys described in the mitigation measures below
may be completed as part of the BRA where suitable habitat is present.
Special Status Plant Species Surveys.
Special Status Plant Species Avoidance, Minimization, and Mitigation
Restoration and Monitoring.
Endangered/Threatened Species Habitat Assessment and Protocol Surveys.
Endangered/Threatened Species Avoidance and Minimization.
Non-Listed Special Status Animal Species Avoidance and Minimization.
Preconstruction Surveys for Nesting Birds.
Monarch Butterfly Avoidance and Minimization.
Worker Environmental Awareness Program (WEAP).
Tree Protection.
Bio Resources-2: Jurisdictional Delineation. If projects implemented under the
Regional Active Transportation Plan occur within or adjacent to wetland, drainages,
riparian habitats, or other areas that may fall under the jurisdiction of the CDFG, US
Army Corps of Engineers (USACE), Regional Water Quality Control Board (RWQCB),
and/or California Coastal Commission (CCC), a qualified biologist shall complete a
jurisdictional delineation. The jurisdictional delineation shall determine the extent of
the jurisdiction for each of these agencies and shall be conducted in accordance with
the requirement set forth by each agency. The result shall be a preliminary
jurisdictional delineation report that shall be submitted to the implementing agency,
USACE, RWQCB, CDFG, and CCC, as appropriate, for review and approval. If
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 33
jurisdictional areas are expected to be impacted, then the RWQCB would require a
Waste Discharge Requirements (WDR) permit and/or Section 401 Water Quality
Certification (depending upon whether or not the feature falls under federal
jurisdiction). If CDFG asserts its jurisdictional authority, then a Streambed
Alteration Agreement pursuant to Section 1600 et seq. of the California Fish and
Game Code would also be required prior to construction within the areas of CDFG
jurisdiction. If the USACE asserts its authority, then a permit pursuant to Section
404 of the Clean Water Act would likely be required. The CCC would also require a
coastal development permit for projects falling within its jurisdiction.
Bio Resources-3: Wetland and Riparian Habitat Restored. Impacts to jurisdictional
wetland and riparian habitat shall be mitigated at a minimum ratio of 2:1 (acres of
habitat restored to acres impacted), and shall occur on-site or as close to the impacted
habitat as possible. A mitigation and monitoring plan shall be developed by a qualified
biologist and shall be implemented for no less than five years after construction of the
segment, or until the SBCAG/local jurisdiction and/or the permitting authority (e.g.,
CDFG or USACE) has determined that restoration has been successful.
c. A reduction in the extent, diversity, or quality of native vegetation
(including brush removal for fire prevention and flood control
improvements)?
d. An impact on non-native vegetation whether naturalized or horticultural if
of habitat value?
e. The loss of healthy native specimen trees?
Less than Significant with Mitigation. As noted above, the Regional Active
Transportation Plan proposes infrastructure, network, and program improvements
that aim to increase bicycle and walking trips throughout the region. The plan
includes goals and policies that are not site-specific and therefore does not have direct
impacts to biological resources. The vast majority of bicycle and pedestrian
infrastructure would be developed within existing road right-of-way. The construction
of infrastructure, such as Class I bicycle lanes and multi-use trails, could potentially
result in a reduction in native vegetation or loss of healthy native specimen trees in
some areas. Therefore, the plan may result in potentially significant impacts.
Mitigation Measures
The following mitigation measures are appropriate for bicycle and pedestrian projects
that may impact biological resources in the impact areas identified above:
Bio Resources-4: Landscaping Plan. If landscaping is proposed for a specific project, a
qualified biologist/landscape architect shall prepare a landscape plan for that project.
This plan shall indicate the locations and species of plants to be installed. Drought
tolerant, locally native plant species shall be used. Noxious, invasive, and/or non-
native plant species that are recognized on the Federal Noxious Weed List, California
Noxious Weeds List, and/or California Invasive Plant Council Lists 1, 2, and 4 shall
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 34
not be permitted. Species selected for planting shall be similar to those species found
in adjacent native habitats.
Bio Resources-5: Invasive Weed Prevention and Management Program. Prior to start
of construction for each project, an Invasive Weed Prevention and Management
Program shall be developed by a qualified biologist to prevent invasion of native
habitat by non-native plant species. A list of target species shall be included, along
with measures for early detection and eradication. All disturbed areas shall be
hydroseeded with a mix of locally native species upon completion of work in those
areas. In areas where construction is ongoing, hydroseeding shall occur where no
construction activities have occurred within six (6) weeks since ground disturbing
activities ceased. If exotic species invade these areas prior to hydroseeding, weed
removal shall occur in consultation with a qualified biologist and in accordance with
the restoration plan.
Bio Resources-6: When new bicycle or pedestrian infrastructure or network
improvements are planned, the project sponsor shall assure that project-specific
environmental reviews consider alternative alignments, follow property lines, and/or
consider corridor realignment, buffer zones, setbacks and fencing to avoid loss of
healthy native specimen trees, native vegetation and/or other vegetated areas of
special habitat value.
f. Introduction of herbicides, pesticides, animal life, human habitation, non-
native plants or other factors that would change or hamper the existing
habitat?
h. A reduction in the diversity or numbers of animals onsite (including
mammals, birds, reptiles, amphibians, fish or invertebrates)?
i. A deterioration of existing fish or wildlife habitat (for foraging, breeding,
roosting, nesting, etc.)?
j. Introduction of barriers to movement of any resident or migratory fish or
wildlife species?
k. Introduction of any factors (light, fencing, noise, human presence and/or
domestic animals) which could hinder the normal activities of wildlife?
Less than Significant with Mitigation. The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
that are not site-specific and therefore does not have direct impacts to biological
resources. The vast majority of bicycle and pedestrian infrastructure would be
developed within existing road right-of-way.
The construction of infrastructure, such as Class I bicycle lanes and multi-use trails,
may result in an introduction of herbicides (due to maintenance) and non-native
vegetation which may alter current habitats. Due to the programmatic nature of the
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Regional Active Transportation Plan, a precise, project-level analysis of the specific
impacts of individual projects on wildlife movement and nurseries is not possible at
this time. In general, the capital improvement projects envisioned in the plan involve
construction of bicycle and pedestrian infrastructure in urbanized or already
developed areas. Several individual projects would, however, increase human activity
in areas where sensitive biological resources could occur. In particular, several of the
proposed bridge, trail and bikeway projects in the Santa Maria, Lompoc, Goleta, and
Carpinteria areas could increase human activity in the vicinity of riparian areas,
wildlife nurseries or corridors, and potentially sensitive coastal habitats (see Figures
V.4-1 through V.4-4b).
Direct impacts to wildlife include increased noise and human presence during
construction, as well as increased trash, which may attract predators to the project
site and discourage wildlife use of surrounding natural habitat. Indirect impacts
include invasion of natural habitats by non-native species and increased presence of
humans and domestic animals over the long-term. In addition, transportation
improvement projects could include new segments of fencing or walls that that could
hinder wildlife movement.
Mitigation Measures
The following mitigation measures are appropriate for bicycle and pedestrian projects
that may impact biological resources in the impact areas identified above:
Bio Resources-7: Fence and Lighting Design. All projects including long segments of
fencing and lighting shall be designed to minimize impacts to wildlife. Fencing should
allow wildlife movement through riparian or other natural habitat when feasible.
Where fencing is required for public safety concerns, the fence shall be designed to
permit wildlife movement by incorporating design features such as:
A minimum 16 inches between the ground and the bottom of the fence to provide
clearance for small animals;
A minimum 12 inches between the top two wires, or top the fence with a wooden
rail, mesh, or chain link instead of wire to prevent animals from becoming
entangled; and
If privacy fencing is required near open space areas, openings at the bottom of the
fence measure at least 16 inches in diameter shall be installed at reasonable
intervals to allow wildlife movement. If fencing must be designed in such a manner
that wildlife passage would not be permitted, wildlife crossing structures shall be
incorporated into the project design as appropriate. Similarly, lighting installed as
part of any project shall be designed to be minimally disruptive to wildlife. This
may be accomplished through the use of hoods to direct light away from natural
habitat, using low intensity lighting, and using as few lights as necessary to
achieve the goals of the project.
Bio Resources-8: Construction Best Management Practices. The following
construction Best Management Practices (BMPs) shall be incorporated into all
grading and construction plans:
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Final Mitigated Negative Declaration Page 36
Designation of a 20 mile per hour speed limit in all construction areas.
All vehicles and equipment shall be parked on pavement, existing roads, and
previously disturbed areas, and clearing of vegetation for vehicle access shall be
avoided to the greatest extent feasible.
The number of access routes, number and size of staging areas, and the total area
of the activity shall be limited to the minimum necessary to achieve the goal of the
project.
Designation of equipment washout and fueling areas to be located within the
limits of grading at a minimum of 100 feet from waters, wetlands, or other
sensitive resources as identified by a qualified biologist. Washout areas shall be
designed to fully contain polluted water and materials for subsequent removal
from the site.
Daily construction work schedules shall be limited to daylight hours only.
Mufflers shall be used on all construction equipment and vehicles shall be in good
operating condition.
Drip pans shall be placed under all stationary vehicles and mechanical equipment.
All trash shall be placed in sealed containers and shall be removed from the project
site a minimum of once per week.
No pets are permitted on project site during construction.
5. Cultural Resources
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
Archaeological Resources
a. Disruption, alteration, destruction, or adverse effect on
a recorded prehistoric or historic archaeological site
(note site number below)?
X
b. Disruption or removal of human remains? X
c. Increased potential for trespassing, vandalizing, or
sabotaging archaeological resources?
X
d. Ground disturbances in an area with potential cultural
resource sensitivity based on the location of known
historic or prehistoric sites?
X
Ethnic Resources
e. Disruption of or adverse effects upon a prehistoric or
historic archaeological site or property of historic or
cultural significance to a community or ethnic group?
X
f. Increased potential for trespassing, vandalizing, or
sabotaging ethnic, sacred, or ceremonial places?
X
g. The potential to conflict with or restrict existing
religious, sacred, or educational use of the area?
X
Environmental Setting
Archaeological remains have been identified in areas throughout Santa Barbara County. The
prehistoric populations of Santa Barbara County include the Purisimeno, Cuyama, Ynezeno,
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 37
and Barbareno Chumash Indians. Geographically, the Chumash occupied the regions
between San Luis Obispo (north) and Malibu Canyon (south), and from the islands off the
coast to the western boundary of the San Joaquin Valley of Central California. In general,
the Chumash Indians were both land and ocean exploiters, utilizing many environmental
eco-zones and developing an extensive trade network for the exchange of the raw and finished
resources.
Paleontological resources, also known as fossils, are the remains, traces or imprints of once-
living organisms preserved in rocks or sediment. Paleontological sites are normally
discovered in cliffs, ledges, steep gullies, or along wave-cut terraces where vertical rock
sections are exposed. Fossil material may be exposed by a trench, ditch, or channel caused by
construction. Vertebrate fossil sites are usually found in non-marine or continental deposits.
Vertebrate fossils of continental material are usually rare, sporadic, and localized. Scattered
vertebrate remains (mammoth, mastodon, horse, ground sloth, camel, and rodents) have been
identified from the Pleistocene non-marine continental terrace deposits in various locations
in Santa Barbara County.
Methodology and Significant Thresholds
The County Environmental Thresholds and Guidelines Manual contains guidelines for
identification, significance determination, and mitigation of impacts to important cultural
resources. Chapter 8 of the Manual, the Archaeological Resources Guidelines: Archaeological,
Historic and Ethnic Element, specifies that if a resource cannot be avoided, it must be
evaluated for importance under CEQA. CEQA Section 15064.5 contains the criteria for
evaluating the importance of archaeological and historical resources. For archaeological
resources, the criterion usually applied is: (D), “Has yielded, or may be likely to yield,
information important in prehistory or history”. If an archaeological site does not meet any
of the four CEQA criteria in Section 15064.5, additional criteria for a “unique archaeological
resource” are contained in Section 21083.2 of the Public Resource Code, which states that a
“unique archaeological resource is an archaeological artifact, object, or site that: 1) contains
information needed to answer important scientific research questions and that there is a
demonstrable public interest in that information; 2) has a special and particular quality such
as being the oldest of its type or the best available example of its type; or 3) is directly
associated with a scientifically recognized important prehistoric or historic event or person.
A project that may cause a substantial adverse effect on an archaeological resource may have
a significant effect on the environment.
Discussion
a. Disruption, alteration, destruction, or adverse effect on a recorded
prehistoric or historic archaeological site?
b. Disruption or removal of human remains?
c. Increased potential for trespassing, vandalizing, or sabotaging
archaeological resources?
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d. Ground disturbances in an area with potential cultural resource sensitivity
based on the location of known historic or prehistoric sites?
e. Disruption of or adverse effects upon a prehistoric or historic archaeological
site or property of historic or cultural significance to a community or ethnic
group?
f. Increased potential for trespassing, vandalizing, or sabotaging ethnic,
sacred, or ceremonial places?
g. The potential to conflict with or restrict existing religious, sacred, or
educational use of the area?
Less than Significant with Mitigation. The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
that are not site-specific and therefore does not have direct impacts to archaeological
resources or sacred, ethnic, or ceremonial places. Archaeological resources include
prehistoric and historic remains and also may reside in areas where humans have
subtly transformed the landscape within the area. These resources can have a surface
or sub-surface component (or both). Their disruption, alteration, disturbance, or
destruction may cause an irreplaceable loss to the region’s and California’s history.
The construction of bicycle and pedestrian infrastructure in undeveloped areas (such
as Class I bike lanes and walking trails) may involve marginal subsurface grading in
some cases. Alternative alignments may also be considered during the project-specific
design phase. Although the potential for disturbance to archaeological resources is
low, potential impacts to cultural resources would be potentially significant.
Implementation of the following measures would mitigate any such potential impacts
to a less than significant level.
Cultural Resources-1: Prior to local permit approval, all ground disturbances shall be
subject to a Phase 1 archaeological survey in compliance with the provisions of the
County Archaeological Guidelines. If significant resources are encountered and
potential impacts are unavoidable, the project sponsor shall have an approved
archaeologist prepare and complete a Phase 2 subsurface testing program in
coordination with the responsible local permitting agency.
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6. Energy
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Substantial increase in demand, especially during peak
periods, upon existing sources of energy?
X
b. Requirement for the development or extension of new
sources of energy?
X
Environmental Setting
Private electrical and natural gas utility companies provide service to customers in Central
and Southern California, including those in the region.
Methodology and Significant Thresholds
The County has not identified significance thresholds for electrical and/or natural gas
impacts at this time.
Discussion
a. Substantial increase in demand, especially during peak periods, upon
existing sources of energy?
b. Requirement for the development or extension of new sources of energy?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and therefore do not substantially increase demand for energy or require
the development or extension of new sources of energy. As alternative forms of
transportation, bicycling and walking do not require sources of electrical or gas energy
and therefore would not result in an increase in the demand for energy from these
sources or require development of new sources. In some cases, there may be projects
that will require implementation of lighting, but on a cumulative level, these would
have a negligible effect on regional energy needs.
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7. Fire Protection
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Introduction of development into an existing high fire
hazard area? X
b. Project-caused high fire hazard? X
c. Introduction of development into an area without
adequate water pressure, fire hydrants or adequate
access for fire fighting?
X
d. Introduction of development that will hamper fire
prevention techniques such as controlled burns or
backfiring in high fire hazard areas?
X
e. Development of structures beyond safe Fire Dept.
response time? X
Environmental Setting
The Santa Barbara County region contains a number of High Fire Hazard Areas which can
be more susceptible to potential brush fires depending on weather conditions.
Methodology and Significant Thresholds
The County Fire Department has adopted a number of standards for evaluating potential
impacts associated with project development. However, none would be applicable to this plan,
as all of the thresholds specifically apply to the provision of fire protection for residential and
commercial buildings.
Discussion
a. Introduction of development into an existing high fire hazard area?
b. Project caused high fire hazard?
Less than Significant with Mitigation. The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
that are not site-specific, but does include a list and locations of planned bicycle and
pedestrian network projects. A majority of the proposed bikeway and pedestrian
network projects would be created within the rights-of-way of public streets and
developed areas. Some network improvements may be constructed and located in a
high fire hazard area and may potentially increase fire hazards during the
construction phase, which would make these impacts potentially significant.
Implementation of the following measure would mitigate these impacts to a less than
significant level.
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Fire Protection-1: The project sponsor shall consider alternative alignments to avoid
high fire hazard areas, if feasible, or signage to indicate to users that the area is within
a high fire hazard area.
Fire Protection-2: The project sponsor shall work with the local jurisdiction prior to
initiating construction and ensure measures shall be taken to mitigate the potential
for brush or grass fires from use of heavy equipment, welding, vehicles with catalytic
converters, etc. These requirements may include:
a. Equipping equipment and vehicles with mufflers and extinguishers;
b. Briefing personnel on the dangers of wildfire and need for response;
c. Provision of a cell phone to on-site supervisor(s) for initiating a 911 response
time in a timely manner in the event of a medical emergency and/or fire;
d. Removal of dead and dry vegetation immediately surrounding the facility;
e. Smoking shall be in a designated area and/or in enclosed cab only;
f. Hot work permit is required as needed;
g. A water tender will be available on each construction site during the entire
phase of construction;
h. Availability of a competent water tender operator on site during all
construction.
c. Introduction of development into an area without adequate water pressure,
fire hydrants or adequate access for firefighting?
d. Introduction of development that will hamper fire prevention techniques
such as controlled burns or backfiring in high fire hazard areas?
e. Development of structures beyond safe Fire Department response time?
No Impact. The Regional Active Transportation Plan does not propose any new
residential or commercial development or structures and therefore would have no
impact.
8. Geologic Processes
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Exposure to or production of unstable earth conditions
such as landslides, earthquakes, liquefaction, soil
creep, mudslides, ground failure (including expansive,
compressible, collapsible soils), or similar hazards?
X
b. Disruption, displacement, compaction or overcovering
of the soil by cuts, fills or extensive grading? X
c. Exposure to or production of permanent changes in
topography, such as bluff retreat or sea level rise? X
d. The destruction, covering or modification of any unique
geologic, paleontologic or physical features? X
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Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
e. Any increase in wind or water erosion of soils, either on
or off the site? X
f. Changes in deposition or erosion of beach sands or
dunes, or changes in siltation, deposition or erosion
which may modify the channel of a river, or stream, or
the bed of the ocean, or any bay, inlet or lake?
X
g. The placement of septic disposal systems in
impermeable soils with severe constraints to disposal
of liquid effluent?
X
h. Extraction of mineral or ore? X
i. Excessive grading on slopes of over 20%? X
j. Sand or gravel removal or loss of topsoil? X
k. Vibrations, from short-term construction or long-term
operation, which may affect adjoining areas?
X
l. Excessive spoils, tailings or over-burden? X
Environmental Setting
Existing geologic and soils conditions for the region are briefly summarized below. Figures
V.8-1 through V.8-3 show known faults and zones of ground shaking intensity, liquefaction
hazard, slope stability and landslide hazards throughout the region.
Seismic Activity
The South Coast area is susceptible to high levels of groundshaking due to the numerous
active (e.g., More Ranch, Mission Ridge, Arroyo Panda, Red Mountain) and potentially active
(e.g., Goleta, Mesa-Rincon, Carpinteria, Santa Ynez) faults which border or pass through the
area. Historically, very large earthquakes very near the area have produced groundshaking
(horizontal acceleration values measured in percent G’s, or “force of gravity”) above building
code values. Distant faults (most notably the San Andreas, to the north and east) have the
potential to produce a very high level of groundshaking with differing frequency content that
may affect linear and longer period structures (roads and bridges).
Fault rupture can occur during severe earthquakes and produce ground surface
displacements (vertical or horizontal offsets) of a few feet to a few tens of feet. Where these
faults cross structures (roads, bridges, buildings), there could be substantial damage and
high potential for injury to occupants or uses of the structures. The highest potential for fault
rupture is directly on the active faults.
The Santa Maria Valley area has been mapped as a moderate groundshaking hazard for all
project areas. Due to the potential activity on the Lion’s Head fault southwest of the Santa
Maria Valley on Vandenberg Air Force Base, east-west to northwest-southwest geologic
structures could exist along the south edge of the City of Santa Maria. Activity on this fault
could cause intense groundshaking, although such an event has not occurred to date.
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The Santa Ynez Valley area has two zones of groundshaking: high and moderate. The high
rating is based on the presence of faults to the south (Santa Ynez Fault) and to the north (Big
Pine-Rinconada faults). However, there are no known faults in the valley itself. The valley is
therefore considered at moderate risk. Fault rupture potential is generally low throughout
the valley except along the southern margin where the rocks are more highly deformed and
faulted. The specific character, location and age of last movement are not known for faults in
this area; however, activity potential cannot be entirely discounted.
The Lompoc area is located mostly within a zone of moderate shaking potential due to the
same earthquake sources as described for the Santa Ynez Valley. Only the southern portion
of the valley has high potential.
Liquefaction
Liquefaction (the loss of soil bearing strength during a strong earthquake) is a potential
occurrence in several areas with younger soils as well as in areas where the groundwater
table is less than 50 feet deep. In the South Coast region, these conditions occur mainly near
Carpinteria, in the coastal zone area of downtown Santa Barbara, and in the Isla Vista -
Airport - Goleta area. The severity of ground deformation due to liquefaction is dependent on
the density and depth of the liquefied material. Shallower materials experience the most
severe effects.
In the Santa Maria Valley, liquefaction potential is greatest around Guadalupe, where it is
rated moderate. It could be high in local areas if groundwater levels are within 50 feet of the
surface. Most other areas have a low liquefaction potential, indicating fairly deep
groundwater.
Liquefaction potential in the Santa Ynez Valley varies from low to moderate. Data possibly
indicate high potential in areas adjacent to the Santa Ynez River (State Route 246) and
Alamo Pintado Road at Ballard.
Most of the Lompoc Valley area south of the Santa Ynez River is rated as having moderate
liquefaction hazard.
Slope Stability
Landslides and surficial slope failures are most likely to occur in areas of greater than 25
percent slope (hillside areas) and along steep bluffs. In the South Coast region, unstable
hillsides are common in the foothills of the Coast Range. In addition, the majority of the
coastline is comprised of highly erodible and unstable coastal bluffs.
The southern portions of the Santa Maria Valley underlain by old dune sand and Orcutt sand
are rated low for slope stability hazard, although some areas are susceptible to local slumps
in oversteepened slopes. North of the railroad and Betteravia Road, there is no natural slope
stability hazard identified within the area.
Due to the local relief and nature of geologic units, the entire Santa Ynez Valley is classified
as having moderate potential for slope stability problems, with local areas of high potential
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along U.S. 101 and at Ballard at Alamo Pintado Road. Areas adjacent to steep arroyos may
not be mapped and should be considered as having high potential for slope instability.
Due to the flat topography, the risk of slope stability is low throughout the Lompoc Valley
south of the Santa Ynez River. Along the road extensions, this risk will be moderate to high,
depending on the nature of construction (e.g., high cut slopes), and the geologic formations
(e.g., Rincon and Monterey) or fault/fracture zones encountered.
Expansive, Compressible/Collapsible Soils
Soils with relatively high clay content are expansive due to the capacity of clay minerals to
take in water and swell (expand) to greater volumes. Because the bedrock and soils contain
relatively substantial amounts of clay, this can be a condition experienced along numerous
roadways in the area. Collapsible and compressible soils occur in areas where fine-grained
soils have accumulated relatively rapidly and not been buried with associated consolidation.
Areas in the South Coast region with the highest potential for these impacts include
Carpinteria and the Airport-Goleta area south of US 101.
Areas of moderate and highly expansive soil hazard exist in the Santa Maria Valley, but in
nearly all project areas, the potential is low. The exception is in the Guadalupe area and
where Orcutt sand is exposed below old dune sand just south of the railroad to near the Santa
Maria Airport, where the hazard is rated moderate. The only area that is rated with a
moderate hazard potential for collapsible soils is in Guadalupe, west of State Route 1.
The potential for expansive soils in the Santa Ynez Valley is classified as moderate, but local
areas (particularly around the Santa Ynez Airport and along Baseline Avenue) may have a
higher potential. Low expansion potential soils may also be found along State Route 246 and
Highway 101.
The potential for expansive and collapsible soils within the Lompoc Valley area is generally
rated low. This potential for expansive soils increases to the south along the hills outside the
area of the proposed projects due to the composition of diatomaceous earth. This type of
condition results in a very high range of water solubility and shrink potential.
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FIGURE V.8-1: FAULTS AND EARTHQUAKE GROUND SHAKING INTENSITY
(Source: County of Santa Barbara Seismic & Safety Element, 1979)
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FIGURE V.8-2: LIQUEFACTION HAZARD
(Source: County of Santa Barbara Seismic & Safety Element, 1979)
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FIGURE V.8-3: SLOPE STABILITY AND LANDSLIDE HAZARDS
(Source: County of Santa Barbara Seismic & Safety Element, 1979)
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Methodology and Significant Thresholds
Pursuant to the County of Santa Barbara’s Adopted Thresholds and Guidelines Manual,
potential impacts related to geological resources may have the potential to be significant if
the proposed project involves any of the following characteristics:
1. The project site or any part of the project is located on land having substantial
geologic constraints. Areas constrained by geology include parcels located near
active or potentially active faults and property underlain by rock types associated
with compressible/collapsible soils or susceptible to landslides or severe erosion.
"Special Problems" areas designated by the Board of Supervisors have been
established based on geologic constraints, flood hazards and other physical
limitations to development.
2. The project results in potentially hazardous geologic conditions such as the
construction of cut slopes exceeding a grade of 1.5 horizontal to 1 vertical.
3. The project proposes construction of a cut slope over 15 feet in height as measured
from the lowest finished grade.
4. The project is located on slopes exceeding 20% grade.
Discussion
a. Exposure to or production of unstable earth conditions such as landslides,
earthquakes, liquefaction, soil creep, mudslides, ground failure (including
expansive, compressible, collapsible soils), or similar hazards?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and therefore do not have a direct impact to geological processes.
However, the plan proposes implementation of bicycle and pedestrian infrastructure
and network improvements in areas which could be prone to slope stability, soil and
liquefaction hazards. These specific projects with potentially significant impacts are
listed in Table V.8-1. Due to the programmatic nature of the Regional Active
Transportation Plan, a precise, project-level analysis of the specific impacts of
individual projects on geological hazards is not possible at this time. However, the
general nature of these hazards, and their potential impacts, are described below.
Earthquakes
The region is located in a relatively seismically active area of California and is likely
to be subjected to moderate seismic ground shaking in the event of an earthquake. An
earthquake along known active fault zones such as those illustrated in Figure V.8-1
could result in severe ground shaking and consequently cause injury and/or property
damage along the proposed regional bike and pedestrian corridors. The Regional
Active Transportation Plan mainly relates to policy guidance, which by definition is
not site-specific, and therefore would not result directly in impacts related to seismic
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Final Mitigated Negative Declaration Page 49
ground shaking. The Regional Active Transportation Plan does not include
construction of major structures, and development of any infrastructure
improvements would conform to applicable regulatory guidelines and would involve
primarily extension or integration of bicycle and pedestrian facilities within existing
road right-of-way; therefore, significant impacts related to seismic ground shaking are
not anticipated. During the design phase of individual network segments, projects
would be reviewed by the jurisdictions in which they are proposed to ensure design in
conformance with applicable regulatory guidance; therefore, impacts related to
seismic ground shaking would be less than significant.
Liquefaction and High Groundwater
Liquefaction potential is widespread throughout the County, particularly in lower
lying valleys overlaid by alluvium, as shown on Figure V.8-2. Such areas are also
typically characterized by high groundwater. This condition is most prevalent in the
Santa Maria and Santa Ynez Valleys, as well as along the other coastal valleys of the
County. Nearly all of the County’s major roadways and urban centers are located in
such areas. Consequently, projects contained within the Regional Active
Transportation Plan may be subject to liquefaction and high groundwater hazards.
However, ground penetration for the vast majority of these projects will be minimal.
In addition, each project will be subject to its own local project-level permit review and
inspection process during the design phase. Therefore, this impact would be less than
significant.
Ground Failure - Expansive and Compressible Soils.
As shown in Figure V.8-3, areas with compressible soils exist in the region, primarily
in Goleta south of U.S. 101 and downtown Carpinteria. However, they are not
prevalent. The vast majority of the projects contained in the Regional Active
Transportation Plan are primarily located in urban developed areas along existing
developed road rights-of-way, which were designed and built in compliance with local
grading codes and road standards that take into account potential impacts due to
expansive soils. In cases where bike and pedestrian paths and infrastructure may be
proposed outside of existing road rights-of-way, these would be integrated into the
natural environments with minimal grading. In addition, the plan does not make
recommendations for the construction of any large structures that would be subject to
damage by expansive soils. Therefore, this impacts would be less than significant.
Landslides & Mudslides
Roadway projects in mountainous areas or along steeply sloped streambanks are most
susceptible to landslide or mudflows when soils are wet, particularly adjacent to areas
of unstabilized cut or fill. There are some projects proposed under the Regional Active
Transportation Plan located near coastal bluffs or in the foothills and would be subject
to landslides and/or mudflows, as indicated by the landslide locations identified on
Figure V.8-3. However, the recommended infrastructure improvements do not include
construction of structures, and development of network improvements would conform
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with applicable regulatory guidelines and would involve primarily extension or
integration of bike and pedestrian facilities with existing roadways; therefore,
significant impacts related to landslide, lateral spreading, subsidence, liquefaction, or
collapse are not anticipated. During the design phase of individual network segments,
projects would be reviewed by the local jurisdictions in which they are proposed to
ensure design in conformance with applicable regulatory guidance and therefore
impacts related would be less than significant.
b. Disruption, displacement, compaction or overcovering of the soil by cuts,
fills or extensive grading?
c. Exposure to or production of permanent changes in topography, such as
bluff retreat or sea level rise?
i. Excessive grading on slopes of over 20%?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and therefore do not have a direct impact to geological processes resulting
from grading. Bicycle and pedestrian infrastructure projects typically involve a
minimal amount of cut and fill which would have negligible impacts on the
environment. Each project listed in the plan would be required to adhere to local
regulations, as necessary, and submit soils engineering studies and/or obtain grading
permits as necessary.
d. The destruction, covering or modification of any unique geologic,
paleontologic or physical features?
Less than Significant with Mitigation. The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
that are not site-specific and therefore do not have a direct impact to unique geologic,
paleontologic or physical features. The construction of bicycle and pedestrian
infrastructure in undeveloped areas (such as Class I bike lanes and walking trails)
may involve marginal subsurface grading in some cases. Alternative alignments may
also be considered during the project-specific design phase. Although the potential for
disturbance to unique geologic, paleontologic or physical features is low, the impact to
would be potentially significant. Implementation of mitigation measure Cultural
Resources-1 (described in Section V.5) would mitigate the impact to a less than
significant level.
e. Any increase in wind or water erosion of soils, either on or off the site?
f. Changes in deposition or erosion of beach sands or dunes, or changes in
siltation, deposition or erosion which may modify the channel of a river, or
stream, or the bed of the ocean, or any bay, inlet or lake?
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Less than Significant with Mitigation. The Regional Active Transportation Plan
proposes infrastructure, network, and program improvements that aim to increase
bicycle and walking trips throughout the region. The plan includes goals and policies
that are not site-specific and therefore do not have a direct impact to geological
processes resulting from sedimentation and erosion. Any potential impacts that may
occur would result during the grading phase of construction of the local bicycle and
pedestrian infrastructure and network projects. Grading operations would remove
vegetative cover and disturb the ground surface, thereby increasing the potential for
erosion and sedimentation impacts. Therefore, these impacts are potentially
significant. Implementation of the following measure would mitigate these impacts to
a less than significant level.
Geo-1: Erosion and Sediment Control Plans can be implemented on a project-level
basis, as needed, by the local jurisdictions within which these projects are being
implemented. Grading and erosion and sediment control plans shall be designed to
minimize erosion during construction and shall be implemented for the duration of
the grading period and until re-graded areas have been stabilized by structures, long-
term erosion control measures or permanent landscaping. The project sponsor shall
submit the Erosion Sediment Control Plan using Best Management Practices
designed to stabilize the site, protect natural watercourses/creeks, prevent erosion,
and convey storm water runoff to existing drainage systems keeping contaminants
and sediments onsite.
g. The placement of septic disposal systems in impermeable soils with severe
constraints to disposal of liquid effluent?
h. Extraction of mineral or ore?
j. Sand or gravel removal or loss of topsoil?
k. Vibrations, from short-term construction or long-term operation, which may
affect adjoining areas?
l. Excessive spoils, tailings or over-burden?
No Impact. The Regional Active Transportation Plan would not result in the use of
septic systems, does not involve mining, and would not cause construction-related
vibrations.
9. Hazardous Materials/Risk of Upset
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. In the known history of this property, have there been
any past uses, storage or discharge of hazardous
materials (e.g., fuel or oil stored in underground tanks,
pesticides, solvents or other chemicals)?
X
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Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
b. The use, storage or distribution of hazardous or toxic
materials? X
c. A risk of an explosion or the release of hazardous
substances (e.g., oil, gas, biocides, bacteria, pesticides,
chemicals or radiation) in the event of an accident or
upset conditions?
X
d. Possible interference with an emergency response plan
or an emergency evacuation plan? X
e. The creation of a potential public health hazard? X
f. Public safety hazards (e.g., due to development near
chemical or industrial activity, producing oil wells,
toxic disposal sites, etc.)?
X
g. Exposure to hazards from oil or gas pipelines or oil well
facilities? X
h. The contamination of a public water supply? X
Environmental Setting
Hazardous materials and wastes are defined and regulated in the United States by federal,
state, and local regulations, including those administered by U. S, Environmental Protection
Agency, the U.S. Occupational Safety and Health Administration, and the U.S. Department
of Transportation. In general, a hazardous material is any item or agent (biological, chemical,
or physical) that has the potential to cause harm to humans, animals, or the environment,
either by itself or through interaction with other factors. A hazardous waste is a waste with
properties that make it dangerous or capable of having a harmful effect on human health or
the environment.
Transportation-related use of hazardous materials can pose a risk to residents in the Santa
Barbara County region. Actual transport of hazardous materials via truck, rail, and other
modes involves a degree of risk of accident and release. The use of hazardous materials and
the generation of hazardous waste in the construction and maintenance of the transportation
system are other avenues of risk or exposure. In addition, the past disposal of hazardous
materials and/or wastes in a manner that creates residual contamination of soil and/or
groundwater can be a source of risk when such sites are disturbed in the course of future
transportation projects or associated development.
The proposed regional network is primarily located on existing public streets and road rights-
of-way throughout the region. The proposed bicycle and pedestrian network and
infrastructure improvements would pass through urbanized areas as well as less developed
areas. As site-specific developments are proposed, more specific environmental review of
hazardous sites can be assessed. During the design phase of an individual segment,
alternative alignments may be identified that deviate from the plan to reduce impacts due to
hazards and hazardous materials.
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Methodology and Significant Thresholds
The County of Santa Barbara’s safety threshold addresses involuntary public exposure from
projects involving significant quantities of hazardous materials. The threshold addresses the
likelihood and severity of potential accidents to determine whether the safety risks of a
project exceed significant levels.
Discussion
a. In the known history of this property, have there been any past uses, storage
or discharge of hazardous materials (e.g., fuel or oil stored in underground
tanks, pesticides, solvents or other chemicals)?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific, but does include a list and locations of planned bicycle and pedestrian
infrastructure and network projects that could potentially be located on sites that may
have a history of past uses that include storage or discharge of hazardous materials.
A majority of these proposed bikeway and pedestrian infrastructure and network
projects would be created within the rights-of-way of public streets and developed
areas. Some Class I bike lanes and multi-use trails are not located on roadways and
may involve grading and there is a potential that the paths could be proposed in a
location listed as a hazardous materials site. However, due to the programmatic
nature of the plan, it is not possible to determine with accuracy whether future
projects located on previously undisturbed land would contain hazardous materials.
Such projects would be required to address any on-site environmental issues,
including any potential hazardous materials and mitigate such impacts accordingly.
Impacts would be less than significant.
d. Possible interference with an emergency response plan or an emergency
evacuation plan?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and would not interfere with an emergency response or evacuation plan.
A majority of these proposed bikeway and pedestrian infrastructure and network
projects would be created within the rights-of-way of public streets and developed
areas. Some Class I bike lanes and multi-use trails would be located in rural areas,
but are not expected to adversely affect emergency response times or hinder
evacuation response in the event of an emergency. Therefore, impacts would be less
than significant.
b. The use, storage or distribution of hazardous or toxic materials?
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c. A risk of an explosion or the release of hazardous substances (e.g., oil, gas,
biocides, bacteria, pesticides, chemicals or radiation) in the event of an
accident or upset conditions?
e. The creation of a potential public health hazard?
f. Public safety hazards (e.g., due to development near chemical or industrial
activity, producing oil wells, toxic disposal sites, etc.)?
g. Exposure to hazards from oil or gas pipelines or oil well facilities?
h. The contamination of a public water supply?
No Impact. The Regional Active Transportation Plan does not propose the
development of structures that would produce or emit hazardous/toxic materials,
result in the risk of an explosion due to release of hazardous substances, creation of a
potential public health or public safety hazard, exposure to hazards from oil or gas
infrastructure, or contamination of a public water supply.
10. Historic Resources
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Adverse physical or aesthetic impacts on a structure or
property at least 50 years old and/or of historic or
cultural significance to the community, state or nation?
X
b. Beneficial impacts to an historic resource by providing
rehabilitation, protection in a conservation/open
easement, etc.?
X
Environmental Setting
With regard to modern history, Santa Barbara County was settled relatively early in the
years of Spanish Exploration. Expeditions passed through the area as early as 1769 and the
Missions were founded shortly thereafter: Santa Barbara in 1786, La Purisima in 1787, and
Santa Fries in 1804. The historic occupation of Santa Barbara County can be presented in
three major divisions: 1) the Mission Period of 1769–1830; the Rancho Period of 1830–1865;
and the Period of Americanization post-1865.
The Mission Period was characterized by the acculturation of Native American populations
into the Mission system of sedentary lifestyles and cultivation (rather than hunting and
gathering). During the Rancho Period, the Spanish/Mexican governments granted large
tracts of land to recognized individuals. These tracts were generally located along the coast,
though some inland areas and channel islands were settled as well. Open lands were usually
associated with the Mission lands, as the Spanish government permitted large tracts to be
controlled by the Mission (the Mexican government moved away from this practice). By the
end of the Rancho Period, the populations of Native Americans were lessening while those of
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the Mexican (and Anglo) were growing. Small towns were developed and trade was
increasing. It was not long, however, before the Mexican/American conflicts led to the
transfer of Alta California to the United States. The Gold Rush of 1849 resulted in a
population boom that secured California for the United States.
From the early days of exploration, the Santa Barbara Channel was recognized as a
significant locale for trade and defense. The seat of Santa Barbara’s local government was
founded in the City of Santa Barbara and established within the Casa de la Guerra. This
governing body permitted Santa Barbara (and its vicinity) autonomy from the government
located to the north and factions to the south (Los Angeles and San Diego).
Table V.10-1 presents identified cultural resources in Santa Barbara County. Included in the
table are sites listed on the National Register of Historic Places, sites designated as a
California State Landmark, and those that are considered Historical Landmarks by the
Santa Barbara County Historic Landmarks Advisory Committee.
TABLE V.1-1: SANTA BARBARA COUNTY HISTORICAL RESOURCES
City or
Community Resource Name
National
Register
State
Landmark
County
Landmark
Santa Barbara Acacia Lodge X
Santa Barbara Andalucia Building X
Lompoc Artesia School X
Solvang The Ballard Adobes X
Goleta Barnsdall-Rio Grande Gasoline Station X
Sisquoc Benjamin Foxen Adobe Site X
Los Olivos Berean Baptist Church X
Santa Barbara Bryce Beach Cabana and Funicular X
Santa Barbara Burton Mound X
Goleta Campbell No. 2 Archaeological Site X
Montecito Canby House X
Carpinteria Carpinteria and Indian Village of
Mishopshnow X
Santa Barbara Carrillo Adobe X
Carpinteria Casa Blanca Poolhouse X
Santa Barbara Casa de la Guerra X
Sisquoc Chapel of San Ramon X
Santa Barbara Coral Casino X
Lompoc Cota Adobe on Rancho Santa Rosa X
Santa Barbara Covarrubias Adobe X
Manzana Creek Dabney Cabin X
Montecito Deane School Buildings X
New Cuyama Eastern Sierra Madre Ridge Archaeological
District X
Santa Barbara El Paseo and Casa de la Guerra X
Santa Barbara Faith Mission X
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City or
Community Resource Name
National
Register
State
Landmark
County
Landmark
Solvang Foley Estates Vineyard and Winery X
Gaviota Gaviota Pass X
Santa Barbara Glendessary X
Goleta Goleta Depot X X
Santa Barbara Gonzalez, Rafael, House X
Santa Barbara Hammond’s Estate Site X
Los Olivos Hartley House X
Santa Barbara Hastings Adobe X
Goleta Helena T. Devereux Hall X
Santa Barbara Herschell, Allan, 3-Abreast Carousel X
Santa Barbara Hill-Carrillo Adobe X
Casmalia Hitching Post X
Santa Barbara Hope, Thomas, House X X
Santa Barbara Irvine-Richard Property X
Santa Barbara Janssens-Orella-Birk Building X
Montecito Juarez-Hosmer Adobe X
Lompoc La Purisima Mission X
Gaviota Las Cruces Adobe X
Montecito Leaping Greyhound Bridge X
Ballard Little Red Schoolhouse X
Lompoc Lompoc Public Library X
Los Alamos Los Alamos Ranch House X
Santa Barbara Los Banos del Mar X
Santa Barbara Madulce Guard Station and Site X
Manzana Creek Manzana School House X
Santa Barbara Masini Adobe X
Los Olivos Mattei’s Tavern X
Santa Maria Minerva Club of Santa Maria X
Lompoc Mission de la Purisima Concepcion de Maria
Santisima Site X X
Santa Barbara Mission Santa Barbara X
Solvang Mission Santa Ines X X
Santa Barbara Old Lobero Theatre X
Goleta Orella Adobes X
Santa Barbara Painted Cave X
Orcutt Pine Grove Cemetary X
Santa Barbara Point Conception Light Station X
Point Sal
Highlands Point Sal Ataje X
Ballard Presbyterian Church X
Solvang Rancho El Alamo, Pintado Adobe X
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City or
Community Resource Name
National
Register
State
Landmark
County
Landmark
Montecito Rancho Las Fuentes Lemon Packing House X
Santa Barbara Rich, Irene and Frances, Beach Cabana X
Santa Barbara Royal Spanish Presidio X
Goleta San Jose Winery X
Santa Barbara San Marcos Rancho X
Santa Barbara San Miguel Island Archeological District X
Montecito San Ysidro Adobe X
Santa Barbara Santa Barbara Botanic Garden, Mission
Dam and Aqueduct X
Santa Barbara Santa Barbara County Courthouse X X
Santa Barbara Santa Barbara Island Archeological District X
Santa Barbara Santa Barbara Mission X
Santa Barbara Santa Barbara Presidio X
Santa Barbara Santa Cruz Island Archeological District X
Lompoc Santa Rosa School X
Santa Ynez Santa Ynez Public Library X
Santa Barbara Sexton, Joseph and Lucy Foster, House X X
Goleta Shrode Produce Company X
Sisquoc Siquoc Church and San Ramon Chapel
Cemetary X
Sisquoc Sisquoc store X
Lompoc
Site of original Mission and remaining ruins
of buildings of Mission de la Purisima
Concepcion de Maria Santisma
X X
Santa Barbara Southern Pacific Train Depot X
Lompoc Space Launch Complex 10 X
Lompoc SS YANKEE BLADE X
Santa Barbara St. Vincent Orphanage and School Building X
Montecito Steedman Estate X
Goleta Stow House X X
Carpinteria Sunday School Oak X
Los Alamos Union Hotel and California Garage X
Santa Barbara US Post Office—Santa Barbara Main X
Santa Barbara Val Verde X X
Santa Barbara Virginia Hotel X
Lompoc Well, Hill 4 X
Summerland World War I Monument X
Solvang Wulff’s Windmill X
Source: California Office of Historic Preservation, website, 2012, Santa Barbara County Historic Landmarks
Advisory Committee, website, 2012.
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Methodology and Significant Thresholds
Historic Resource impacts were evaluated through use of the County of Santa Barbara’s
Cultural Resources Guidelines. A significant resource a) possesses integrity of location,
design, workmanship, material, and/or setting; b) is at least fifty years old, and c) is
associated with an important contribution, was designed or built by a person who made an
important contribution, is associated with an important and particular architectural style,
or embodies elements demonstrating outstanding attention to detail, craftsmanship, use of
materials, or construction methods.
Discussion
a. Adverse physical or aesthetic impacts on a structure or property at least 50
years old and/or of historic or cultural significance to the community, state
or nation?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and therefore do not have a direct impact to historic resources. The
construction of bicycle and pedestrian infrastructure in undeveloped areas (such as
Class I bike lanes and walking trails) may involve construction within areas in close
proximity to sites identified in Table V.10-1. However, such infrastructure would be
located outside of and would not involve direct physical impacts to such sites. As a
result, the potential for direct physical impacts to these historic resources is low and
would be less than significant.
b. Beneficial impacts to an historic resource by providing rehabilitation,
protection in a conservation/open easement, etc.?
No Impact. Beneficial impacts to historic resources associated with implementation
of the Regional Active Transportation Plan have not been identified at this time.
11. Land Use
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Structures and/or land use incompatible with existing
land use? X
b. Conflict with any applicable land use 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?
X
c. The induction of substantial growth or concentration of
population? X
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Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
d. The extension of sewer trunk lines or access roads with
capacity to serve new development beyond this
proposed project? X
e. Loss of existing affordable dwellings through
demolition, conversion or removal? X
f. Displacement of substantial numbers of existing
housing, necessitating the construction of
replacement housing elsewhere?
X
g. Displacement of substantial numbers of people,
necessitating the construction of replacement
housing elsewhere?
X
h. The loss of a substantial amount of open space? X
i. An economic or social effect that would result in a
physical change? (i.e. Closure of a freeway ramp results
in isolation of an area, businesses located in the vicinity
close, neighborhood degenerates, and buildings
deteriorate. Or, if construction of new freeway divides
an existing community, the construction would be the
physical change, but the economic/social effect on the
community would be the basis for determining that the
physical change would be significant.)
X
j. Conflicts with adopted airport safety zones? X
Environmental Setting
There are numerous federal, State, and local laws, regulations, policies, programs, plans,
codes, and ordinances that regulate land use in Santa Barbara County. Local land use issues
are regulated by the general plans, specific plans, and zoning ordinances of the County and
the various incorporated cities within the County. City and unincorporated County land
which lies within the California coastal zone is subject to provisions outlined in each
jurisdiction’s Local Coastal Program (LCP) as mandated by the California Coastal Act. The
Coastal Zone generally consists of all land 1,000 yards inland from the mean high tide line.
The LCPs consist of coastal land use plans, zoning, and other implementing actions as needed
to comply with the Coastal Act and include land use regulations related to housing, coastal
access, public works, and all types of transportation infrastructure and facilities.
Methodology and Significant Thresholds
The County of Santa Barbara’s Thresholds and Guidelines Manual contains no specific
thresholds for land use. Generally, a potentially significant impact can occur if a project
would result in substantial growth-inducing effects.
Discussion
a. Structures and/or land use incompatible with existing land use?
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b. Conflict with any applicable land use 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?
c. The induction of substantial growth or concentration of population?
d. The extension of sewer trunk lines or access roads with capacity to serve
new development beyond this proposed project?
e. Loss of existing affordable dwellings through demolition, conversion or
removal?
f. Displacement of substantial numbers of existing housing, necessitating the
construction of replacement housing elsewhere?
g. Displacement of substantial numbers of people, necessitating the
construction of replacement housing elsewhere?
i. An economic or social effect that would result in a physical change? (i.e.
Closure of a freeway ramp results in isolation of an area, businesses located
in the vicinity close, neighborhood degenerates, and buildings deteriorate.
Or, if construction of new freeway divides an existing community, the
construction would be the physical change, but the economic/social effect on
the community would be the basis for determining that the physical change
would be significant.)
j. Conflicts with adopted airport safety zones?
No Impact. The Regional Active Transportation Plan does not cause a physical
change that conflicts with adopted environmental policies or regulations. The project
is not growth inducing, and does not result in the loss of affordable housing, loss of
open space, or a significant displacement of people. The plan does not involve the
extension of a sewer trunk line, and does not conflict with any airport safety zones, as
bicycle and pedestrian infrastructure is a compatible land use within these zones.
h. The loss of a substantial amount of open space?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and would not result in the loss of a substantial amount of open space. A
majority of these proposed bikeway and pedestrian infrastructure and network
projects would be created within the rights-of-way of public streets and developed
areas. Some Class I bike lanes and multi-use trails would be located in rural areas on
previously undeveloped areas, but the amount of bike and trail development
associated with this plan would not be substantial. Therefore, impacts would be less
than significant.
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12. Noise
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Long-term exposure of people to noise levels exceeding
County thresholds (e.g. locating noise sensitive uses
next to an airport)?
X
b. Short-term exposure of people to noise levels exceeding
County thresholds? X
c. Project-generated substantial increase in the ambient
noise levels for adjoining areas (either day or night)? X
Environmental Setting
The Regional Active Transportation Plan includes infrastructure and network improvements
throughout the region. Each project will be required to comply with the noise ordinances of
the jurisdiction in which they occur. The proposed project improvements include improving
the number and classification of bicycle corridors, bicycle support facilities (e.g., bike
parking), and sidewalks. The bike and pedestrian corridors of the Plan are along a variety of
roadway types and adjacent land uses, some of which would be noise-sensitive uses (e.g.,
residences).
The dominant source of noise in the project area is vehicle traffic on project roadways with
varying average daily traffic (ADT) volumes and speed limits, which establish the average
daytime noise level at a distance of 50 feet from the center line of a roadway. Bicycle and
pedestrian activity in the project area produces noise levels that are minimal compared to
ambient noise levels, and not audible over vehicle traffic on roadways along which these
corridors are established.
The proposed project would generate noise from construction of the proposed bicycle and
pedestrian network improvements, which could include new bicycle and pedestrian facilities
and/or widening of existing facilities. These improvements could include roadway and
parking area grading and paving, possible curb and pavement breaking, installation of cycle
tracks, parking facilities, bicycle corridor signage, bike lane markings, new sidewalk
installations, crosswalk installations, and pedestrian beacons/signals.
Methodology and Significant Threshold
Noise is generally defined as unwanted or objectionable sound which is measured on a
logarithmic scale and expressed in decibels (dB(A)). The duration of noise and the time period
at which it occurs are important values in determining impacts on noise-sensitive land uses.
The Community Noise Equivalent Level (CNEL) and Day-Night Average Level (Ldn) are noise
indices which account for differences in intrusiveness between day- and night-time uses. The
County of Santa Barbara noise thresholds are: 1) 65 dB(A) CNEL maximum for exterior
exposure, and 2) 45 dB(A) CNEL maximum for interior exposure of noise-sensitive uses.
Noise-sensitive land uses include: residential dwellings; transient lodging; hospitals and
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other long-term care facilities; public or private educational facilities; libraries, churches; and
places of public assembly.
Discussion
a. Long-term exposure of people to noise levels exceeding County thresholds
(e.g. locating noise sensitive uses next to an airport)?
c. Project-generated substantial increase in the ambient noise levels for
adjoining areas (either day or night)?
Less than Significant. Key objectives of the Regional Active Transportation Plan
are to promote increased bicycling and walking to reduce vehicle trips and enhance
the regional bicycle and pedestrian network to increase bike and walk mode share.
Therefore, implementation of the Plan is likely to result in increased bicycling and
walking trips throughout the region. The resulting increased bicycle and walk trips
would have a negligible impact on ambient noise levels in adjoining areas and would
not expose people to noise levels exceeding County thresholds on a the long-term basis.
Therefore, this impact would be less than significant.
b. Short-term exposure of people to noise levels exceeding County thresholds?
Less than Significant with Mitigation. The Regional Active Transportation Plan
contains a list of projects that would be implemented by the local jurisdictions.
Construction activity associated with these bicycle/pedestrian infrastructure and
network projects contained in the plan could create temporary noise level increases in
discrete locations throughout the County. Local noise ordinance requirements would
apply to construction activity associated with project-level implementation. This
impact would be potentially significant. Implementation of measures Noise-1 through
Noise-4 would mitigate the impact to a less than significant level.
Noise-1: The project sponsor shall ensure that, where residences or other noise
sensitive uses are located, appropriate measures shall be implemented to ensure
consistency with local noise ordinance requirements relating to construction. Specific
techniques may include, but are not limited to, restrictions on construction timing,
use of sound blankets on construction equipment, and the use of temporary walls and
noise barriers to block and deflect noise.
Noise-2: Project sponsors shall ensure that equipment and trucks used for project
construction utilize the best available noise control techniques (including mufflers,
use of intake silencers, ducts, engine enclosures and acoustically attenuating shields
or shrouds).
Noise-3: Project sponsors shall ensure that impact equipment (e.g., jack hammers,
pavement breakers, and rock drills) used for project construction be hydraulically or
electrically powered wherever feasible to avoid noise associated with compressed air
exhaust from pneumatically powered tools. Where use of pneumatically powered tools
is unavoidable, use of an exhaust muffler on the compressed air exhaust can lower
noise levels from the exhaust by up to about 10 dBA. When feasible, external jackets
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on the impact equipment can achieve a reduction of 5 dBA. Whenever feasible, use
quieter procedures, such as drilling rather than impact equipment operation.
Noise-4: Locate stationary noise sources as far from sensitive receptors as possible.
Stationary noise sources that must be located near existing receptors will be
adequately muffled.
13. Public Facilities
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. A need for new or altered police protection and/or
health care services?
X
b. Student generation exceeding school capacity? X
c. Significant amounts of solid waste or breach any
national, state, or local standards or thresholds
relating to solid waste disposal and generation
(including recycling facilities and existing landfill
capacity)?
X
d. A need for new or altered sewer system facilities (sewer
lines, lift-stations, etc.)?
X
e. The construction of new storm water drainage or
water quality control facilities or expansion of
existing facilities, the construction of which could
cause significant environmental effects?
X
Environmental Setting
The projects contained within the Regional Active Transportation Plan would traverse
residential, commercial, institutional, park, and open space areas currently served by existing
public services, including police protection, schools, and parks. Various fire departments and
police stations throughout the region would provide any fire and/or emergency medical service
or police service associated with the proposed project. The approval of the Regional Bicycle Plan
would not increase the demand for public services, including fire and police protection, schools,
parks, or other public services.
Methodology and Significant Thresholds
The County of Santa Barbara uses the following thresholds for public facilities:
A significant level of school impacts is generally considered to occur when a project would
generate sufficient students to require an additional classroom.
A project is considered to result in significant impacts to landfill capacity if it would
generate 196 tons per year of solid waste.
Discussion
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Final Mitigated Negative Declaration Page 64
a. A need for new or altered police protection and/or health care services?
Less than Significant. Implementation of the Regional Active Transportation Plan
would not generate population growth as the majority of the proposed bicycle and
pedestrian infrastructure and network improvements would be located in public streets
and rights-of-way. Implementation of the plan would likely result in an increase in the
number of bicycling and walking trips in the region, potentially resulting in additional
emergencies necessitating police response and provision of additional health care
services (such as collisions and injuries). However, the Regional Bicycle Plan makes
recommendations and identifies policy guidance for bicycle and pedestrian safety.
Therefore, impacts on police protection and/or health care services are considered less
than significant.
b. Student generation exceeding school capacity?
c. Significant amounts of solid waste or breach any national, state, or local
standards or thresholds relating to solid waste disposal and generation
(including recycling facilities and existing landfill capacity)?
d. A need for new or altered sewer system facilities (sewer lines, lift-stations,
etc.)?
e. The construction of new storm water drainage or water quality control
facilities or expansion of existing facilities, the construction of which could
cause significant environmental effects?
No Impact. The Regional Active Transportation Plan would not generate additional
population growth or result in the creation of new structures. The project would not
generate additional students exceeding school capacity, would not generate solid waste,
would not require sewer facilities, and would not require construction of storm water
drainage or water quality control facilities. Therefore, the project would have no impact
in these areas.
14. Recreation
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Conflict with established recreational uses of the area? X
b. Conflict with biking, equestrian and hiking trails? X
c. Substantial impact on the quality or quantity of
existing recreational opportunities (e.g., overuse of an
area with constraints on numbers of people, vehicles,
animals, etc. which might safely use the area)?
X
Environmental Setting
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The area covered under the Regional Active Transportation Plan traverses portions of all the
individual jurisdictions within the region as well as areas within the unincorporated area of
Santa Barbara County. Within the Santa Barbara County region, a wide variety of
recreational opportunities are provided by cooperative efforts among federal agencies, state
agencies, local agencies and jurisdictions, tribal entities, school districts, and private entities.
These include parks, camping grounds, hiking areas, golfing, trails, equestrian centers,
swimming facilities, boating, recreational vehicle parks, and off-road vehicle use areas. When
possible, these recreational opportunities are coordinated with appropriate agencies,
community groups, and nonprofit organizations to ensure consistency and compatibility with
surrounding land uses and to ensure appropriate levels of necessary infrastructure. This is
done through the discretionary review process and inter-jurisdictional cooperation. Many
jurisdictions have requirements that park and recreation facilities be provided based upon
park space per capita.
The Regional Active Transportation Plan includes recommendations that include
improvements and modifications to the regional bicycle and pedestrian network throughout
the Santa Barbara County region both to encourage bicycling and walking as a
transportation option as well as enhance connections to local and regional activity centers,
transit facilities, and other regional non-motorized systems.
Methodology and Significant Thresholds
The County of Santa Barbara Thresholds and Guidelines Manual contains no threshold for
park and recreation impacts. However, the Board of Supervisors has established a minimum
standard ratio of 4.7 acres of recreation/open space per 1,000 people to meet the needs of a
community.
Discussion
a. Conflict with established recreational uses of the area?
b. Conflict with biking, equestrian and hiking trails?
Less than Significant. The Regional Active Transportation Plan proposes
infrastructure, network, and program improvements that aim to increase bicycle and
walking trips throughout the region. The plan includes goals and policies that are not
site-specific and would not result in conflicts with established recreational uses or
with biking, equestrian, and hiking trails. A majority of these proposed bikeway and
pedestrian infrastructure and network projects would be created within the rights-of-
way of public streets and developed areas. In most cases, the proposed projects would
be compatible and beneficial to the area within which they are proposed and would be
utilized by bicyclists, pedestrians and others for recreational uses. Potential conflicts
with equestrian uses should be considered at the project development level,
particularly in the Santa Ynez Valley.
c. Substantial impact on the quality or quantity of existing recreational
opportunities (e.g., overuse of an area with constraints on numbers of
people, vehicles, animals, etc. which might safely use the area)?
Santa Barbara County Regional Active Transportation Plan August 2015
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Less than Significant. As stated previously, the Regional Active Transportation
Plan would not generate additional population growth. Therefore, it would not, in and
of itself, generate an impact on the quality or quantity of existing recreational
opportunities or result in overuse of an area with constraints on the number of people
which might safely use the area.
15. Transportation/Circulation
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Generation of substantial additional vehicular
movement (daily, peak-hour, etc.) in relation to existing
traffic load and capacity of the street system?
X
b. A need for private or public road maintenance, or need
for new road(s)? X
c. Effects on existing parking facilities, or demand for
new parking? X
d. Substantial impact upon existing transit systems (e.g.
bus service) or alteration of present patterns of
circulation or movement of people and/or goods?
X
e. Alteration to waterborne, rail or air traffic? X
f. Increase in traffic hazards to motor vehicles, bicyclists
or pedestrians (including short-term construction and
long-term operational)?
X
g. Inadequate sight distance? X
ingress/egress? X
general road capacity? X
emergency access? X
h. Impacts to Congestion Management Plan system? X
Environmental Setting
SBCAG’s Regional Transportation Plan-Sustainable Communities Strategy, adopted in
August 2013, establishes goals and policies to meet the regional transportation demands of
the region. In addition to motorized vehicle traffic, the RTP-SCS aims to improve transit and
alternate modes of transportation. Alternative transportation is incorporated into the plan
as an alternate means to conveniently connect all major communities of the region and to
future transit systems.
Traffic- and transportation-related impacts are major concerns throughout the region. As
population throughout the region grows, traffic also increases. As a means of measuring and
evaluating traffic congestion the concept of “Level of Service” (LOS) is used. LOS describes
operational conditions on a transportation facility and is a general overall measurement of
service conditions such as speed and travel time, freedom to maneuver, traffic interruption,
and comfort and convenience. LOS A represents the best operating conditions while LOS F
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represents the worst. LOS is used primarily to assess how an increase in vehicular traffic
may affect congestion.
The Regional Active Transportation Plan provides an overview of existing conditions as
related to the bicycle and pedestrian modes in the region, and highlights improvements that
will influence the future. Santa Barbara County is conducive to travel by bicycle and walking
because the County has a relatively flat terrain in urbanized areas and year-round fair
weather conditions. According to the RTP-SCS, Santa Barbara County has approximately
350 miles of bikeways (see Table 4.12-5). There are several major bike routes through the
County. These include the California Pacific Coast Bike Route (CPCBR) and the California
Coastal Trail (CCT). In some cases, bike lanes and routes would require the restriping or
widening of existing public streets and rights-of-way. During the design stage of individual
projects, the alignments of corridor segments may be modified to avoid or reduce impacts to
vehicular traffic.
Methodology and Significant Thresholds
According to the County’s Environmental Thresholds and Guidelines Manual, a significant
traffic impact would occur when:
a. The addition of project traffic to an intersection increases the volume to capacity (V/C)
ratio by the value provided below, or sends at least 15, 10 or 5 trips to an intersection
operating at LOS D, E or F.
LEVEL OF SERVICE
(including project)
INCREASE IN VOLUME/CAPACITY
GREATER THAN
A 0.20
B 0.15
C 0.10
Or the addition of:
D 15 trips
E 10 trips
F 5 trips
b. Project access to a major road or arterial road would require a driveway that would
create an unsafe situation, or would require a new traffic signal or major revisions to an
existing traffic signal.
c. Project adds traffic to a roadway that has design features (e.g., narrow width, road
side ditches, sharp curves, poor sight distance, inadequate pavement structure) or receives
use which would be incompatible with substantial increases in traffic (e.g. rural roads with
use by farm equipment, livestock, horseback riding, or residential roads with heavy
pedestrian or recreational use, etc.) that will become potential safety problems with the
addition of project or cumulative traffic. Exceeding the roadway capacity designated in the
Circulation Element may indicate the potential for the occurrence of the above impacts.
d. Project traffic would utilize a substantial portion of an intersection(s) capacity where
the intersection is currently operating at acceptable levels of service (A-C) but with
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 68
cumulative traffic would degrade to or approach LOS D (V/C 0.81) or lower. Substantial is
defined as a minimum change of 0.03 for intersections which would operate from 0.80 to 0.85
and a change of 0.02 for intersections which would operate from 0.86 to 0.90, and 0.01 for
intersections operating at anything lower.
Discussion
a. Generation of substantial additional vehicular movement (daily, peak-hour,
etc.) in relation to existing traffic load and capacity of the street system?
c. Effects on existing parking facilities, or demand for new parking?
e. Alteration to waterborne, rail or air traffic?
f. Increase in traffic hazards to motor vehicles, bicyclists or pedestrians
(including short-term construction and long-term operational)?
g. Inadequate sight distance, ingress/egress, general road capacity, and
emergency access?
Less than Significant with Mitigation. The Regional Active Transportation Plan
provides an overview of existing alternative transportation infrastructure and
highlights improvements that will influence the future, thereby potentially increasing
bicycle and pedestrian trips on the regional network. The Plan also includes a list of
bicycle and pedestrian infrastructure and network projects to be implemented by the
local jurisdictions. Some of these projects may have the potential to alter the existing
traffic load and capacity of the street system or affect existing (on-street) parking
facilities due to the implementation of widening or re-striping, which may result in
short-term alteration of traffic patterns during construction or permanent alterations
of traffic patterns due to implementation of lane reductions (for example, a road diet).
Similarly, implementation of these projects may increase the likelihood of traffic
hazards to motor vehicles, bicyclists, or pedestrians. Additionally, some of these
projects may have the potential to be within or intersect with railroad right-of-way,
thereby potentially increasing the chance of altering rail travel during either
construction or operations. Project sponsors would need to assess potential intrusion
within railroad right-of-way at the project level during the design phase.
Implementation of mitigation measure Transportation-1 would mitigate these
impacts to a less than significant level.
Transportation-1: A traffic study shall be prepared by the project sponsor during
design of a proposed network improvement to adequately assess and mitigate the
potential impacts associated with the project. The traffic study shall include
assessment of existing Levels of Service (LOS), evaluate the feasibility of
accommodating the proposed alternative transportation facility or route within the
existing roadway so that it does not impact safety or traffic service levels, and assess
the effect the project may have on vehicle parking demand. Adequate design features
shall be recommended and incorporated into the project to allow for a safe facility and
Santa Barbara County Regional Active Transportation Plan August 2015
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adequate traffic service levels. Loss of on-street parking should be quantified and
disclosed in the traffic study.
b. A need for private or public road maintenance, or need for new road(s)?
Less than Significant. The Regional Active Transportation Plan does not generate
new population or result in the creation of new structures and would therefore not
require a need for private or public roadway maintenance. However, the plan includes
a list of regional bicycle and pedestrian infrastructure and network improvements
that are to be implemented at the local level. Responsibility for maintenance of these
facilities would be left to the project sponsors and would need to be assessed on a
project-level basis. The Regional Active Transportation Plan contains a list of
recommendations that local jurisdictions can consider for maintenance and upkeep of
bicycle and pedestrian facilities.
c. Substantial impact upon existing transit systems (e.g. bus service) or
alteration of present patterns of circulation or movement of people and/or
goods?
Less than Significant. The expected increases in bicycling and walking trips
associated with implementation of the Regional Active Transportation Plan would not
have a substantial impact upon existing transit systems and would not alter
circulation patterns or goods movement.
h. Impacts to Congestion Management Plan system?
No Impact. The Regional and Bicycle Pedestrian Plan would not generate auto
vehicle trips onto the Congestion Management Program network. Therefore, the plan
would not generate an impact to the Congestion Management Plan system.
16. Water Resources/Flooding
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
a. Changes in currents, or the course or direction of water
movements, in either marine or fresh waters? X
b. Changes in percolation rates, drainage patterns or the
rate and amount of surface water runoff? X
c. Change in the amount of surface water in any water
body? X
d. Discharge, directly or through a storm drain system,
into surface waters (including but not limited to
wetlands, riparian areas, ponds, springs, creeks,
streams, rivers, lakes, estuaries, tidal areas, bays,
ocean, etc) or alteration of surface water quality,
including but not limited to temperature, dissolved
oxygen, turbidity, or thermal water pollution?
X
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Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
e. Alterations to the course or flow of flood water or need
for private or public flood control projects? X
f. Exposure of people or property to water-related
hazards such as flooding (placement of project in 100-
year flood plain), accelerated runoff or tsunamis, sea
level rise, or seawater intrusion?
X
g. Alteration of the direction or rate of flow of
groundwater? X
h. Change in the quantity of groundwater, either through
direct additions or withdrawals, or through
interception of an aquifer by cuts or excavations or
recharge interference?
X
i. Overdraft or over-commitment of any groundwater
basin? Or, a significant increase in the existing
overdraft or over-commitment of any groundwater
basin?
X
j. The substantial degradation of groundwater quality
including saltwater intrusion? X
k. Substantial reduction in the amount of water otherwise
available for public water supplies? X
l. Introduction of storm water pollutants (e.g., oil,
grease, pesticides, nutrients, sediments, pathogens,
etc.) into groundwater or surface water?
X
Environmental Setting
The County contains four primary watersheds: Santa Maria, which includes the Cuyama and
Sisquoc watersheds; San Antonio Creek; Santa Ynez; and South Coast, which is composed of
approximately 50 short, steep watersheds. The headwaters of the principal watersheds are
generally undeveloped, and the middle and lower sections are often developed with urban or
agricultural uses. The four major rivers draining these watersheds are the Santa Maria,
Sisquoc, Cuyama, and Santa Ynez. Average rainfall throughout the County is approximately
15 to 18 inches per year. Streamflow is generated directly from rainfall with little base flow
contribution from headwaters. Most rivers and the lower reaches of streams are dry in the
summer.
Water Quality
Water quality is a concern because of its potential effect on human health, enterprise, aquatic
organisms, and ecosystem conditions. Quality is determined by factors such as native
condition of groundwater and surface water sources of contamination (natural and human
induced), and extent of seawater intrusion.
Surface Water. Various entities in the region are focusing their efforts on poor surface water
quality in creeks, rivers, and oceans due to polluted storm water and urban runoff discharges.
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Runoff pollutants can include pesticides, fertilizers, green waste, animal waste, human
waste, petroleum hydrocarbons (gasoline, motor oil), trash, and other constituents. One of
the primary sources of surface water contamination in the County is runoff from impervious
surfaces in urban areas. Stormwater flowing over roadways and other transportation
facilities carries urban pollutants through natural drainage systems or man-made storm
drain facilities to a body of surface water. Such discharges are referred to as “non-point”
sources because the pollutants are generated from multiple locations rather than a single
source and location. These discharges are mostly unregulated, resulting in untreated
pollutants entering rivers, lakes, and the Pacific Ocean. Pollutants contained within urban
runoff primarily include suspended solids, oil, grease, pesticides, pathogens, and air
pollutants.
Groundwater. Water quality in the groundwater basins of the County has degraded over the
years due to continual use of the resource. This is particularly true in areas where the water
table has been substantially lowered. Additional factors that contribute to the decline of
water quality include: percolation of agricultural runoff contaminated with fertilizers and
pesticides into the water table; percolation of water from public and private sewage treatment
systems; percolation of contaminated urban runoff; the reduction of the natural “flushing”
effect of water through-flow caused by lowered overall water levels, and the upward or lateral
diffusion of connate brines by over-pumping of freshwater aquifers. Several areas in the
County, including Santa Barbara and Santa Maria, have experienced signs of seawater
intrusion. As of yet, these initial signs of intrusion do not pose a threat to drinking water
supplies. The importation of State Water Project water, with lower salt content than the local
sources, provides for higher quality “return flows,” and thus, helps with basin water quality.
Since 1977, discharge of State Water Project water has tended to lower the total dissolved
solids (TDS) of groundwater (Integrated Regional Water Management Program, 2007).
Water Supply
Water supplies include groundwater, surface water, imported State Water Project water, and
recycled water. Water supplies also are enhanced by the conjunctive use of surface and
groundwater supplies and cloud seeding. Santa Barbara County’s water supply currently
comes from two primary sources: 1) surface water impounded behind dams on the Santa Ynez
River, augmented by infiltration into delivery tunnels drilled through the Santa Ynez
Mountains; and 2) groundwater pumped primarily from the County’s alluvial basins.
Groundwater is also obtained from bedrock aquifers in the hills that surround the alluvial
basins and supplies about 77 percent of the County’s domestic, commercial, industrial and
agricultural water. Additional water supplies are available to certain cities and communities
from the Coastal Branch Aqueduct of the State Water Project.
In general, water supplies in the County have been and continue to be limited. Long-term
average annual yields of the surface reservoirs, as currently constructed, are fixed amounts
that are subject only to further downward adjustments due to siltation. In addition,
groundwater supplies are limited in terms of the annual amount of water that can be
withdrawn without causing a long-term drop in water levels (“Safe Yield”) and in the total
storage of a basin that can be removed without substantial environmental effects (“Available
Yield”). Such water source limitations make water conservation a necessity in the county.
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Flooding/Exposure
The hazard of flooding is generally the highest in well-defined canyons with sizeable drainage
areas. Also, low-lying areas which would experience rising water or overflow of stream banks
during 100-year storms present a high hazard. Such areas occur in numerous locations along
the coastal State highway system, and locally on County roads. In particular, low-lying areas
near the coastline may experience more frequent and severe flood events due to sea level rise.
The highest flooding potential is along the Santa Maria River floodplain and in areas
downstream from Orcutt Creek. The highest flooding potential is along the Santa Ynez River
floodplain and in areas downstream from arroyos with large watershed areas that are not
regulated by debris basins or check dams.
The highest flooding potential is along the Santa Ynez River floodplain and in areas along
Miguelito Creek, which runs north through the City of Lompoc and ties into the Santa Ynez
River. Surf is also located in a high flood hazard area as it is situated at the mouth of the
Santa Ynez River.
Methodology and Significant Thresholds
The County of Santa Barbara uses impact thresholds under the “Water Resources” category
and “Water Quality” category. The thresholds for each of these two were used in this Initial
Study/MND and are outlined below.
Water Resources Thresholds
A project is determined to have a significant effect on water resources if it would exceed
established threshold values which have been set for each overdrafted groundwater basin.
These values were determined based on an estimation of a basin’s remaining life of available
water storage. If the project’s net new consumptive water use [total consumptive demand
adjusted for recharge less discontinued historic use] exceeds the threshold adopted for the
basin, the project’s impacts on water resources are considered significant.
A project is also deemed to have a significant effect on water resources if a net increase in
pumpage from a well would substantially affect production or quality from a nearby well.
Water Quality Thresholds
A significant water quality impact is presumed to occur if the project:
Is located within an urbanized area of the county and the project construction or
redevelopment individually or as a part of a larger common plan of development or
sale would disturb one (1) or more acres of land;
Increases the amount of impervious surfaces on a site by 25% or more;
Results in channelization or relocation of a natural drainage channel;
Results in removal or reduction of riparian vegetation or other vegetation (excluding
non-native vegetation removed for restoration projects) from the buffer zone of any
streams, creeks or wetlands;
Is an industrial facility that falls under one or more of categories of industrial activity
regulated under the National Pollution Discharge Elimination System (NPDES)
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Phase I industrial storm water regulations (facilities with effluent limitation;
manufacturing; mineral, metal, oil and gas, hazardous waste, treatment or disposal
facilities; landfills; recycling facilities; steam electric plants; transportation facilities;
treatment works; and light industrial activity);
Discharges pollutants that exceed the water quality standards set forth in the
applicable NPDES permit, the Regional Water Quality Control Board’s (RWQCB)
Basin Plan or otherwise impairs the beneficial uses1 of a receiving water body;
Results in a discharge of pollutants into an “impaired” water body that has been
designated as such by the State Water Resources Control Board or the RWQCB under
Section 303 (d) of the Federal Water Pollution Prevention and Control Act (i.e., the
Clean Water Act); or
Results in a discharge of pollutants of concern to a receiving water body, as identified
by the RWQCB.
Discussion
a. Changes in currents, or the course or direction of water movements, in
either marine or fresh waters?
e. Alterations to the course or flow of flood water or need for private or public
flood control projects?
g. Alteration of the direction or rate of flow of groundwater?
Less than Significant. Implementation of the list of infrastructure and network
improvements included in the Regional Active Transportation Plan would not result
in changes in currents or water movements in marine or fresh waters, nor would they
substantially alter the course or flow of flood water or direction or rate of flow of
groundwater. The bicycle and pedestrian infrastructure would be associated with
existing roadways. Class I bike paths and hiking trails may be located in the vicinity
of a river or stream. The proposed Class II and III facilities would mostly require
restriping of the roadways and would not change existing on-site drainage facilities.
Swales or trench drains may also help convey runoff into the drainage inlets. The
runoff would then be conveyed into the existing municipal storm water drainage
system. On a project-level basis, each projects must comply with existing regulatory
requirements (i.e., acquisition of an NPDES General Construction Activity Storm
Water Permit). Therefore, this impact would be less than significant.
b. Change in the amount of surface water in any water body?
h. Change in the quantity of groundwater, either through direct additions or
withdrawals, or through interception of an aquifer by cuts or excavations or
recharge interference?
1 Beneficial uses for Santa Barbara County are identified by the Regional Water Quality Control Board in the
Water Quality Control Plan for the Central Coastal Basin, or Basin Plan, and include (among others) recreation,
agricultural supply, groundwater recharge, fresh water habitat, estuarine habitat, support for rare, threatened
or endangered species, preservation of biological habitats of special significance.
Santa Barbara County Regional Active Transportation Plan August 2015
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i. Overdraft or over-commitment of any groundwater basin? Or, a significant
increase in the existing overdraft or over-commitment of any groundwater
basin?
k. Substantial reduction in the amount of water otherwise available for public
water supplies?
Less than Significant with Mitigation. Implementation of proposed bicycle and
pedestrian improvements by the local jurisdictions as contained in the Regional Active
Transportation Plan would result in short-term impacts to the County’s water supply.
Due to the programmatic nature of the Regional Active Transportation Plan, a precise,
project-level analysis of the specific impacts of individual projects on water supply is
not possible at this time. However, the general nature of water supply impacts is
described below.
During grading and general construction activities, water would be needed to
suppress fugitive dust generated by construction equipment. It is likely that more
than one project could be constructed simultaneously in areas with overdrafted
groundwater basins. Because this could contribute to the current overdraft situation,
the short-term water impact of the proposed plan is considered potentially significant.
Major projects, particularly paved Class I bike paths in rural areas, could also
potentially affect groundwater supplies by incrementally reducing groundwater
recharge potential. This reduction in groundwater recharge could occur because the
impermeable surfaces associated with the proposed improvements would increase
surface water runoff at the expense of natural infiltration. The magnitude of impacts
associated with individual projects cannot be accurately determined at this
programmatic stage of analysis. Nevertheless, given the overdrafted nature of some
of the County’s groundwater basins, the reduction in groundwater recharge is
considered to be potentially significant. The following mitigation measures address
potential impacts to water supplies:
Water-1: The project sponsor shall ensure that, where economically feasible and
available, reclaimed and/or desalinated water is used for dust suppression during
construction activities. This measure shall be noted on construction plans and shall
be spot checked by the local jurisdiction.
Water-2: The project sponsor shall ensure that low water use landscaping (i.e.,
drought tolerant plants and drip irrigation) is installed. When feasible, native plant
species shall be used.
Water-3: The project sponsor shall ensure that, if feasible, landscaping associated
with proposed improvements is maintained using reclaimed and/or desalinated water.
Water-4: The project sponsor shall ensure that porous pavement materials or other
drainage features are utilized, where feasible, to allow for groundwater percolation.
Rural bicycle trails shall be left unpaved, where appropriate.
Santa Barbara County Regional Active Transportation Plan August 2015
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b. Changes in percolation rates, drainage patterns or the rate and amount of
surface water runoff?
d. Discharge, directly or through a storm drain system, into surface waters
(including but not limited to wetlands, riparian areas, ponds, springs,
creeks, streams, rivers, lakes, estuaries, tidal areas, bays, ocean, etc.) or
alteration of surface water quality, including but not limited to temperature,
dissolved oxygen, turbidity, or thermal water pollution?
j. The substantial degradation of groundwater quality including saltwater
intrusion?
l. Introduction of storm water pollutants (e.g., oil, grease, pesticides,
nutrients, sediments, pathogens, etc.) into groundwater or surface water?
Less than Significant with Mitigation. Implementation of proposed regional
bicycle and pedestrian infrastructure and network improvements included in the
Regional Active Transportation Plan would result in both short-term and long-term
impacts to water quality. Due to the programmatic nature of the Regional Active
Transportation Plan, a precise, project-level analysis of the specific impacts of
individual projects on water quality is not possible at this time. However, the general
nature of water quality impacts is described below.
Certain projects, such as the addition of new bike paths and sidewalks, would increase
overall impervious surface area throughout the County. These projects may generate
significant adverse impacts to surface water quality. Pollutants and chemicals
associated with urban activities would run off new impervious surfaces flowing into
nearby bodies of water during storm events. These pollutants would include, but are
not limited to: oil, grease, debris, and air pollution residues. Such contaminated urban
runoff may remain largely untreated, thus resulting in the incremental long-term
degradation of water quality.
Short-term adverse impacts to surface water quality may also occur during the
construction periods of individual improvement projects because areas of disturbed
soils would be highly susceptible to water erosion and downstream sedimentation.
This impact is of particular concern where projects are located on previously
contaminated sites. Without effective erosion and storm water control, contaminated
soils exposed during construction activities may result in surface water
contamination. In addition, grading and vegetation removal in proximity to creeks for
construction, widening, and repair of bridges could result in an increase in erosion
and sedimentation of creek banks. This could affect both water quality and the
stability of slopes along the creeks. Regulations under the federal Clean Water Act
require that a NPDES storm water permit be obtained for projects that would disturb
greater than an acre. Acquisition of the General Construction permit is dependent on
the preparation of a Storm Water Pollution Prevention Plan (SWPPP) that contains
specific actions, termed Best Management Practices (BMPs) to control the discharge
of pollutants, including sediment, into the local surface water drainages. Some of the
individual bicycle and pedestrian projects listed in the Regional Active Transportation
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Plan may be subject to these regulations. The following mitigation measures are
required to reduce potential impacts to water quality:
Water-5: The project sponsor shall ensure that fertilizer/pesticide application plans
for any new right-of-way landscaping are prepared to minimize deep percolation of
contaminants. The plans shall specify the use of products that are safe for use in and
around aquatic environments.
Water-6: Where new bicycle or pedestrian corridors are planned that would use
impervious surfaces, the project sponsor shall ensure that the improvement directs
runoff into an appropriate treatment device or feature that would allow for the
removal of urban pollutants, fertilizers, pesticides, and other chemicals. Such devices
or features can include (but are not limited to) grassed drainage swales, retention
buffer strips, and bioretention filters.
Water-7: For any project that would disturb at least one acre, a Storm Water Pollution
Prevention Plan (SWPPP) shall be developed prior to the initiation of grading and
implemented for all construction activity on the project site. The SWPPP shall include
specific BMPs to control the discharge of material from the site and into the creeks
and local storm drains. BMP methods may include, but would not be limited to, the
use of temporary retention basins, straw bales, sand bagging, mulching, erosion
control blankets and soil stabilizers.
f. Exposure of people or property to water-related hazards such as flooding
(placement of project in 100-year flood plain), accelerated runoff or
tsunamis, sea level rise, or seawater intrusion?
Less than Significant with Mitigation. Implementation of the proposed bicycle
and pedestrian improvements listed in the Regional Active Transportation Plan in
low-lying areas and in proximity to waterways and/or dam inundation zones may be
subject to flood hazard. The effects of flooding could include temporary inundation of
a facility that impedes its use, or causes long-term damage to the facility. Flooding
may also cause immediate damage to adjacent roadways, sidewalks, bikeways, and
bridges, particularly during high-velocity flood events that wash away or erode
facilities. This would typically occur adjacent to rising rivers or streams. Unpaved
bikeways are particularly vulnerable, although any facility within the flood zone of a
stream would be subject to impacts. Erosion caused by flooding can damage paved
facilities, and bridge supports can be undermined or washed away. Impacts would be
potentially significant and mitigated to a less than significant level with the
implementation of the following measure:
Water-8: If a Regional Active Transportation Plan project is located in an area with
high flooding potential due to a storm event or dam inundation or sea level rise due
to climate change, the project sponsor shall ensure that the structure is elevated at
least one foot above the 100-year flood zone elevation and that bank stabilization and
erosion control measures are implemented along creek crossings.
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VI. SUMMARY OF IMPACTS AND MITIGATION MEASURES
Table VI-1 summarizes each of the Regional Active Transportation Plan impacts and
recommended mitigation measures.
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TABLE VI-1: SUMMARY OF REGIONAL ACTIVE TRANSPORTATION PLAN IMPACTS AND MITIGATION MEASURES
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
1. Aesthetics Change to the visual character of an
area?
Visually incompatible structures?
Aesthetics-1: The project sponsor shall obtain local design review
approval for project design. All project elements (e.g., design, scale,
character, colors, materials and landscaping) shall be compatible
with vicinity development. The project sponsor shall submit
architectural drawings of the project for local design review prior to
issuance of building permits. Grading plans, if required, shall be
submitted concurrent with or prior to plan filing.
Glare or night lighting which may affect
adjoining areas?
Aesthetics-2: Project sponsor shall ensure that lighting of Class I
bicycle paths and multi-use paths adjacent to open space areas shall
be limited to that required for safety. Lighting shall be directed away
from open space areas and onto the bicycle path itself. Individual
network segments directly within open space areas shall be designed
without night lighting to prevent any impact from light or glare on
adjacent biological resources.
2. Agricultural
Resources
Convert prime agricultural land to
non-agricultural use, impair
agricultural land productivity (whether
prime or non-prime) or conflict with
agricultural preserve programs?
An effect upon any unique or other
farmland of State or Local Importance?
Agricultural Resources-1: When new bicycle or pedestrian
infrastructure or network improvements are planned, the project
sponsor shall assure that project-specific environmental reviews
consider alternative alignments that reduce or avoid impacts to
agricultural lands.
Agricultural Resources-2: Rural roadway alignments shall follow
property lines to the extent feasible, to minimize impacts to the
agricultural production value of any specific property. Farmers shall
be compensated for the loss of agricultural production at the margins
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Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
of lost property, based on the amount of land deeded as road right-of-
way, as a function of the total amount of production on the property.
Agricultural Resources-3: Project sponsors should consider corridor
realignment, buffer zones, setbacks, and fencing to reduce conflict
between agricultural lands and neighboring uses.
3. Air Quality Extensive dust generation? Air Quality-1: The project sponsor shall ensure that SBCAPCD Rule
329 and standard dust control measures are implemented. The
measures shall be noted on all construction plans and the project
sponsor shall perform periodic site inspections.
4. Biological
Resources
A loss or disturbance to a unique, rare
or threatened plant community?
A reduction in the numbers or
restriction in the range of any unique,
rare or threatened species of plants?
A reduction in the numbers, a
restriction in the range, or an impact to
the critical habitat of any unique, rare,
threatened or endangered species of
animals?
Bio Resources-1: Biological Resources Screening and Assessment. On
a project-by-project basis, a preliminary biological resource screening
shall be performed to determine whether the project has any
potential to impact biological resources. (see p. 32 for additional
information)
Bio Resources-2: Jurisdictional Delineation. If projects implemented
under the Regional Active Transportation Plan occur within or
adjacent to wetland, drainages, riparian habitats, or other areas that
may fall under the jurisdiction of the California Department of Fish
and Game, US Army Corps of Engineers (USACE), Regional Water
Quality Control Board (RWQCB), and/or California Coastal
Commission (CCC), a qualified biologist shall complete a
jurisdictional delineation. The jurisdictional delineation shall
determine the extent of the jurisdiction for each of these agencies
and shall be conducted in accordance with the requirement set forth
by each agency. (see p. 32-33 for additional information)
Bio Resources-3: Wetland and Riparian Habitat Restored. Impacts to
jurisdictional wetland and riparian habitat shall be mitigated at a
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Final Mitigated Negative Declaration Page 80
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
minimum ratio of 2:1 (acres of habitat restored to acres impacted),
and shall occur on-site or as close to the impacted habitat as possible.
A mitigation and monitoring plan shall be developed by a qualified
biologist and shall be implemented for no less than five years after
construction of the segment, or until the SBCAG/local jurisdiction
and/or the permitting authority (e.g., CDFG or USACE) has
determined that restoration has been successful.
A reduction in the extent, diversity, or
quality of native vegetation (including
brush removal for fire prevention and
flood control improvements)?
An impact on non-native vegetation
whether naturalized or horticultural if
of habitat value?
The loss of healthy native specimen
trees?
Bio Resources-4: Landscaping Plan. If landscaping is proposed for a
specific project, a qualified biologist/landscape architect shall prepare
a landscape plan for that project. This plan shall indicate the
locations and species of plants to be installed. Drought tolerant,
locally native plant species shall be used. Noxious, invasive, and/or
non-native plant species that are recognized on the Federal Noxious
Weed List, California Noxious Weeds List, and/or California Invasive
Plant Council Lists 1, 2, and 4 shall not be permitted. Species
selected for planting shall be similar to those species found in
adjacent native habitats.
Bio Resources-5: Invasive Weed Prevention and Management
Program. Prior to start of construction for each project, an Invasive
Weed Prevention and Management Program shall be developed by a
qualified biologist to prevent invasion of native habitat by non-native
plant species. (see p. 34 for additional information)
Bio Resources-6: When new bicycle or pedestrian infrastructure or
network improvements are planned, the project sponsor shall assure
that project-specific environmental reviews consider alternative
alignments, follow property lines, and/or consider corridor
realignment, buffer zones, setbacks and fencing to avoid loss of
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 81
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
healthy native specimen trees, native vegetation and/or other
vegetated areas of special habitat value.
Introduction of herbicides, pesticides,
animal life, human habitation, non-
native plants or other factors that
would change or hamper the existing
habitat?
A reduction in the diversity or numbers
of animals onsite (including mammals,
birds, reptiles, amphibians, fish or
invertebrates)?
A deterioration of existing fish or
wildlife habitat (for foraging, breeding,
roosting, nesting, etc.)?
Introduction of barriers to movement of
any resident or migratory fish or
wildlife species?
Introduction of any factors (light,
fencing, noise, human presence and/or
domestic animals) which could hinder
the normal activities of wildlife?
Bio Resources-7: Fence and Lighting Design. All projects including
long segments of fencing and lighting shall be designed to minimize
impacts to wildlife. Fencing should allow wildlife movement through
riparian or other natural habitat when feasible. Where fencing is
required for public safety concerns, the fence shall be designed to
permit wildlife movement by incorporating design features. (see p. xx
for additional information).
Bio Resources-8: Construction Best Management Practices.
Construction Best Management Practices (BMPs) shall be
incorporated into all grading and construction plans. (For more
information see p. 36)
5. Cultural
Resources
Disruption, alteration, destruction, or
adverse effect on a recorded prehistoric
or historic archaeological site?
Cultural Resources-1: In the event archaeological remains are
encountered during grading, work shall be stopped immediately or
redirected until a qualified archaeologist and Native American
representative are retained by the project sponsor to evaluate the
significance of the find. (For more information see p. 39)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 82
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
Disruption or removal of human
remains?
Increased potential for trespassing,
vandalizing, or sabotaging
archaeological resources?
Ground disturbances in an area with
potential cultural resource sensitivity
based on the location of known historic
or prehistoric sites?
Disruption of or adverse effects upon a
prehistoric or historic archaeological
site or property of historic or cultural
significance to a community or ethnic
group?
Increased potential for trespassing,
vandalizing, or sabotaging ethnic,
sacred, or ceremonial places?
The potential to conflict with or restrict
existing religious, sacred, or educational
use of the area?
7. Fire
Protection
Introduction of development into an
existing high fire hazard area?
Project caused high fire hazard?
Fire Protection-1: The project sponsor shall consider alternative
alignments to avoid high fire hazard areas if feasible or signage to
indicate to users that the area is within a high fire hazard area.
Fire Protection-2: The project sponsor shall work with the local
jurisdiction prior to initiating construction and ensure measures
shall be taken to mitigate the potential for brush or grass fires from
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 83
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
use of heavy equipment, welding, vehicles with catalytic converters,
etc. (For additional information see p. 42)
8. Geologic
Processes
The destruction, covering or
modification of any unique geologic,
paleontologic or physical features?
See Mitigation measure Cultural Resources-1
Any increase in wind or water erosion of
soils, either on or off the site?
Changes in deposition or erosion of
beach sands or dunes, or changes in
siltation, deposition or erosion which
may modify the channel of a river, or
stream, or the bed of the ocean, or any
bay, inlet or lake?
Geo-1: Erosion and Sediment Control Plans can be implemented on a
project-level basis, as needed, by the local jurisdictions within which
these projects are being implemented. Grading and erosion and
sediment control plans shall be designed to minimize erosion during
construction and shall be implemented for the duration of the
grading period and until re-graded areas have been stabilized by
structures, long-term erosion control measures or permanent
landscaping. The project sponsor shall submit the Erosion Sediment
Control Plan using Best Management Practices designed to stabilize
the site, protect natural watercourses/creeks, prevent erosion, and
convey storm water runoff to existing drainage systems keeping
contaminants and sediments onsite.
12. Noise Short-term exposure of people to noise
levels exceeding County thresholds?
Noise-1: The project sponsor shall ensure that, where residences or
other noise sensitive uses are located, appropriate measures shall be
implemented to ensure consistency with local noise ordinance
requirements relating to construction. Specific techniques may
include, but are not limited to, restrictions on construction timing,
use of sound blankets on construction equipment, and the use of
temporary walls and noise barriers to block and deflect noise.
Noise-2: Project sponsors shall ensure that equipment and trucks
used for project construction utilize the best available noise control
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 84
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
techniques (including mufflers, use of intake silencers, ducts, engine
enclosures and acoustically attenuating shields or shrouds).
Noise-3: Project sponsors shall ensure that impact equipment (e.g.,
jack hammers, pavement breakers, and rock drills) used for project
construction be hydraulically or electrically powered wherever
feasible to avoid noise associated with compressed air exhaust from
pneumatically powered tools. (For more information see p. 64)
Noise-4: Locate stationary noise sources as far from sensitive
receptors as possible. Stationary noise sources that must be located
near existing receptors will be adequately muffled.
15.
Transportation/
Circulation
Generation of substantial additional
vehicular movement (daily, peak-hour,
etc.) in relation to existing traffic load
and capacity of the street system?
Effects on existing parking facilities, or
demand for new parking?
Alteration to waterborne, rail or air
traffic?
Increase in traffic hazards to motor
vehicles, bicyclists or pedestrians
(including short-term construction and
long-term operational)?
Inadequate sight distance,
ingress/egress, general road capacity,
and emergency access?
Transportation-1: A traffic study shall be prepared by the project
sponsor during design of a proposed network improvement to
adequately assess and mitigate the potential impacts associated with
the project. The traffic study shall include assessment of existing
Levels of Service (LOS), shall evaluate the feasibility of
accommodating the proposed alternative transportation facility or
route within the existing roadway so that it does not impact safety or
traffic service levels, and assess the effect the project may have on
vehicle parking demand. Adequate design features shall be
recommended and incorporated into the project to allow for a safe
facility and adequate traffic service levels. Loss of on-street parking
should be quantified and disclosed in the traffic study.
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 85
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
16. Water
Resources/
Flooding
Change in the amount of surface water
in any water body?
Change in the quantity of groundwater,
either through direct additions or
withdrawals, or through interception of
an aquifer by cuts or excavations or
recharge interference?
Overdraft or over-commitment of any
groundwater basin? Or, a significant
increase in the existing overdraft or
over-commitment of any groundwater
basin?
Substantial reduction in the amount of
water otherwise available for public
water supplies?
Water-1: The project sponsor shall ensure that, where economically
feasible and available, reclaimed and/or desalinated water is used for
dust suppression during construction activities. This measure shall
be noted on construction plans and shall be spot checked by the local
jurisdiction.
Water-2: The project sponsor shall ensure that low water use
landscaping (i.e., drought tolerant plants and drip irrigation) is
installed. When feasible, native plant species shall be used.
Water-3: The project sponsor shall ensure that, if feasible,
landscaping associated with proposed improvements is maintained
using reclaimed and/or desalinated water.
Water-4: The project sponsor shall ensure that porous pavement
materials or other drainage features are utilized, where feasible, to
allow for groundwater percolation. Rural bicycle trails shall be left
unpaved, where appropriate.
Changes in percolation rates, drainage
patterns or the rate and amount of
surface water runoff?
Discharge, directly or through a storm
drain system, into surface waters
(including but not limited to wetlands,
riparian areas, ponds, springs, creeks,
streams, rivers, lakes, estuaries, tidal
areas, bays, ocean, etc) or alteration of
surface water quality, including but not
limited to temperature, dissolved
Water-5: The project sponsor shall ensure that fertilizer/pesticide
application plans for any new right-of-way landscaping are prepared
to minimize deep percolation of contaminants. The plans shall
specify the use of products that are safe for use in and around
aquatic environments.
Water-6: Where new bicycle or pedestrian corridors are planned that
would use impervious surfaces, the project sponsor shall ensure that
the improvement directs runoff into an appropriate treatment device
or feature that would allow for the removal of urban pollutants,
fertilizers, pesticides, and other chemicals. Such devices or features
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 86
Impact Area Potential Impacts Less than
Significant with Mitigation
Will the proposal result in:
Mitigation Measure
oxygen, turbidity, or thermal water
pollution?
The substantial degradation of
groundwater quality including
saltwater intrusion?
Introduction of storm water pollutants
(e.g., oil, grease, pesticides, nutrients,
sediments, pathogens, etc.) into
groundwater or surface water?
can include (but are not limited to) grassed drainage swales,
retention buffer strips, and bioretention filters.
Water-7: For any project that would disturb at least one acre, a
Stormwater Pollution Prevention Plan (SWPPP) shall be developed
prior to the initiation of grading and implemented for all construction
activity on the project site. The SWPPP shall include specific BMPs
to control the discharge of material from the site and into the creeks
and local storm drains. BMP methods may include, but would not be
limited to, the use of temporary retention basins, straw bales, sand
bagging, mulching, erosion control blankets and soil stabilizers.
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 87
VII. MITIGATION MONITORING PROGRAM
CEQA requires the development of feasible mitigation measures to reduce the severity and
magnitude of potentially significant environmental impacts associated with the plan. The
Mitigated Negative Declaration for the Regional Active Transportation Plan includes
mitigation measures to reduce potential environmental effects of the project to a less than
significant level. The environmental review completed for the MND considered the potential
environmental effects of the project on a plan-level basis. It should be noted that additional
environmental review may be needed on a project-level basis by the individual project
sponsors, as the lead agencies for the individual projects contained within the proposed
Regional Active Transportation Plan, prior to project implementation.
Monitoring of the adopted mitigation measures is required by Public Resources Code Section
21081.6. The Mitigation Monitoring Program for the project provides a list of mitigation
measures and describes the process whereby these measures will be monitored. Following
certification of the MND by SBCAG, the mitigation measures included in the MND would be
monitored as described in this MMP. The mitigation measures and monitoring program are
summarized in Table VII-1.
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 88
TABLE VII-1: REGIONAL ACTIVE TRANSPORTATION PLAN MITIGATION MONITORING PROGRAM
Mitigation Measure Responsible Entity Monitor Action by Monitor Timing/ Frequency
Aesthetics-1 Project Sponsor Local Jurisdiction Submittal of architectural and
grading plans
Submittal of all required
plans prior to issuance of
permits by the local
jurisdiction
Aesthetics-2 Project Sponsor Local Jurisdiction Submittal of architectural plans Submittal of all required
plans prior to issuance of
permits by the local
jurisdiction
Agricultural Resources-1 Project Sponsor Local Jurisdiction Consider alternative alignments in
project-level environmental review
Project-level environmental
review by local jurisdiction
Agricultural Resources-2 Project Sponsor Local Jurisdiction Determine loss of agricultural
production and compensation to
property owner, if any
Project-level environmental
review by local jurisdiction
Agricultural Resources-3 Project Sponsor Local Jurisdiction Consider corridor realignment,
buffer zones, setbacks, and fencing
in project-level environmental
review
Project-level environmental
review by local jurisdiction
Air Quality-1 Project Sponsor Santa Barbara County
Air Pollution Control
District
Ensure implementation of
SBCAPCD Rule 329 – Standard
Dust Control Measures
Note measures on all
construction plans and
perform periodic site
inspections to ensure
compliance
Bio Resources-1 Project Sponsor Local Jurisdiction Biological Resources Screening and
Assessment
Project-level environmental
review by local jurisdiction
Bio Resources-2 Project Sponsor Local Jurisdiction; CA
Dept. of Fish and
Game, U.S. Army
Corps of Engineers,
Regional Water
Quality Control Board,
and/or California
Coastal Commission
Jurisdictional Delineation Project-level environmental
review by local jurisdiction
and responsible agencies
Bio Resources-3 Project Sponsor Local Jurisdiction; CA
Dept. of Fish and
Game, U.S. Army
Corps of Engineers,
Regional Water
Quality Control Board,
Wetland and Riparian Habitat
Restored: Restore wetland and
riparian habitat at a ratio of 2:1
and have qualified biologist develop
a mitigation and monitoring plan
Project-level environmental
review by local jurisdiction
and responsible agencies;
implemented no less than five
years after construction.
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 89
Mitigation Measure Responsible Entity Monitor Action by Monitor Timing/ Frequency
and/or California
Coastal Commission
Bio Resources-4 Project Sponsor Local Jurisdiction Qualified biologist to prepare a
Landscape Plan
Project-level environmental
review by local jurisdiction
Bio Resources-5 Project Sponsor Local Jurisdiction Qualified biologist to prepare an
Invasive Weed Prevention and
Management Program
Project-level environmental
review by local jurisdiction
Bio Resources-6 Project Sponsor Local Jurisdiction Consider corridor realignment,
buffer zones, setbacks, and fencing
in project-level environmental
review
Project-level environmental
review by local jurisdiction
Bio Resources-7 Project Sponsor Local Jurisdiction Design fencing and lighting to
minimize impacts to wildlife
Project-level environmental
review by local jurisdiction
Bio Resources-8 Project Sponsor Local Jurisdiction Incorporate construction Best
Management Practices (BMPs)
BMPs shall be shown on
grading plans and reviewed by
the local jurisdiction prior to
issuance of building permits
Cultural Resources-1 Project Sponsor Local Jurisdiction Conduct an archaeological survey
prior to any ground disturbance. If
potential for archaeological remains
are discovered, retain a qualified
archaeologist to conduct a more
extensive study of potential remains
on-site, consistent with local
jurisdiction policy.
Project-level environmental
review by local jurisdiction
Fire Protection-1 Project Sponsor Local Jurisdiction Avoidance of high fire hazard
areas–consider alternative
alignments or signage
Project-level environmental
review or design review by
local jurisdiction
Fire Protection-2 Project Sponsor Local Jurisdiction Use of construction Best
Management Practices in high fire
hazard areas
Project-level review by local
jurisdiction prior to issuance
of permits
Geo-1 Project Sponsor Local Jurisdiction Prepare an Erosion and Sediment
Control Plan
Project-level environmental
review by local jurisdiction
Noise-1 Project Sponsor Local Jurisdiction Ensure consistency with local noise
ordinance requirements
Project-level review by local
jurisdiction prior to issuance
of permits
Noise-2 Project Sponsor Local Jurisdiction Ensure equipment and trucks
utilize best available noise control
techniques
Project-level review by local
jurisdiction prior to issuance
of permits
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 90
Mitigation Measure Responsible Entity Monitor Action by Monitor Timing/ Frequency
Noise-3 Project Sponsor Local Jurisdiction Ensure that impact equipment used
for project construction be
hydraulically or electrically
powered wherever feasible
Project-level review by local
jurisdiction prior to issuance
of permits
Noise-4 Project Sponsor Local Jurisdiction Locate stationary sources as far
from sensitive receptors as possible
Project-level review by local
jurisdiction prior to issuance
of permits
Transportation-1 Project Sponsor Local Jurisdiction Prepare a Traffic Impact Study, if
necessary
Project-level environmental
review or design review by
local jurisdiction
Water-1 Project Sponsor Local Jurisdiction Ensure that reclaimed water used
for dust suppression on-site
Project-level environmental
review or design review by
local jurisdiction
Water-2 Project Sponsor Local Jurisdiction Ensure that drought tolerant
landscaping and/or native
vegetation installed
Project-level environmental
review or design review by
local jurisdiction
Water-3 Project Sponsor Local Jurisdiction Ensure that installed irrigation
system will utilize reclaimed water
Project-level environmental
review or design review by
local jurisdiction
Water-4 Project Sponsor Local Jurisdiction Utilize porous pavement materials
and leave rural bicycle trails
unpaved
Project-level environmental
review or design review by
local jurisdiction
Water-5 Project Sponsor Local Jurisdiction Fertilizer/pesticide plans should
minimize deep percolation of
contaminants and specify use of
products that are safe adjacent to
aquatic environments
Project-level environmental
review or design review by
local jurisdiction
Water-6 Project Sponsor Local Jurisdiction Where impervious surfaces are
installed, ensure that the
improvement directs runoff into an
appropriate treatment device or
feature that allow for the removal of
urban pollutants.
Project-level environmental
review or design review by
local jurisdiction
Water-7 Project Sponsor Local Jurisdiction Prepare a Stormwater Pollution
Prevention Plan for any individual
project that would disturb at least
one acre or more
Project-level environmental
review or design review by
local jurisdiction
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 91
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Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 92
VIII. MANDATORY FINDINGS OF SIGNIFICANCE
Will the proposal result in:
Poten.
Signif.
Less than
Signif.
with
Mitigation
Less
Than
Signif.
No
Impact
1. Does the project have the potential to substantially
degrade the quality of the 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,
substantially reduce the number or restrict the range of
a rare or endangered plant or animal, contribute
significantly to greenhouse gas emissions or significantly
increase energy consumption, or eliminate important
examples of the major periods of California history or
prehistory?
X
2. Does the project have the potential to achieve short-
term to the disadvantage of long-term environmental
goals?
X
3. Does the project have impacts that are individually
limited, but 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.)
X
4. Does the project have environmental effects which will
cause substantial adverse effects on human beings,
either directly or indirectly?
X
5. Is there disagreement supported by facts, reasonable
assumptions predicated upon facts and/or expert opinion
supported by facts over the significance of an effect which
would warrant investigation in an EIR?
X
Discussion
1. Does the project have the potential to substantially degrade the quality of
the 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, substantially
reduce the number or restrict the range of a rare or endangered plant or
animal, contribute significantly to greenhouse gas emissions or significantly
increase energy consumption, or eliminate important examples of the major
periods of California history or prehistory?
Less than Significant with Mitigation. The proposed project would not
substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife
population to drop below self-sustaining levels, or threaten to eliminate a plant or
animal community. With implementation of mitigation measures identified to avoid,
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 93
minimize, and if necessary mitigate impacts to biological resources, impacts to
biological resources would be avoided or reduced to less than significant. The proposed
project would not eliminate important examples of the major periods of California
history or prehistory. Construction of the proposed bicycle network would only involve
minimal subsurface grading in undeveloped areas, and is not anticipated to affect
cultural or historic resources.
Mitigation measures designed to minimize construction-related and operational
environmental effects to aesthetics, agricultural resources, air quality, biological
resources, cultural resources, fire protection, geological processes, noise,
transportation/circulation, and water resources/flooding are listed in Sections 1, 2, 3,
4, 5, 7, 8, 12, 15, and 16.
2. Does the project have the potential to achieve short-term to the
disadvantage of long-term environmental goals?
No Impact. The list of projects contained within the Regional Active Transportation
Plan would occur mostly within or adjacent to existing roads and would achieve long
term goals for regional bicycle and pedestrian infrastructure. With approval and
future implementation of the Plan, air quality may be improved with commuters
electing to bike and walk as an alternative mode of transportation. Mitigation
measures designed to reduce air quality impacts during the construction phase would
not jeopardize or conflict long-term goals and long-term pollutant emissions would not
be considerable and could be decreased with project implementation.
3. Does the project have impacts that are individually limited, but
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.)
No Impact. Potential impacts have been identified with the proposed project.
However, with the mitigation measures proposed, which focus on avoidance and
minimization of impacts to resources, these impacts are not considered cumulatively
considerable.
4. Does the project have environmental effects which will cause substantial
adverse effects on human beings, either directly or indirectly?
No Impact. As discussed in this IS/MND, the proposed project would not cause any
substantial adverse environmental effects on humans. Please refer to specific
discussions under Aesthetics, Air Quality, Energy, Hazardous Materials/Risk of
Upset, Historic Resources, Land Use, Noise, Public Facilities, Recreation, and
Transportation/Circulation.
5. Is there disagreement supported by facts, reasonable assumptions
predicated upon facts and/or expert opinion supported by facts over the
significance of an effect which would warrant investigation in an EIR?
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 94
No Impact. There has been no disagreement to regarding the contents of this
IS/MND.
IX. DETERMINATION
On the basis of this initial evaluation:
I find that the proposed project COULD NOT have a significant effect on the
environment, and a NEGATIVE DECLARATION will be prepared.
I find that although the proposed project could have a significant effect on the
environment, there will not be a significant effect in this case because revisions in the project
have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE
DECLARATION will be prepared.
I find that the proposed project MAY have a significant effect on the environment, and
an ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a "potentially significant impact" or
"potentially significant unless mitigated" impact on the environment, but at least one effect
1) has been adequately analyzed in an earlier document pursuant to applicable legal
standards, and 2) has been addressed by mitigation measures based on the earlier analysis
as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but
it must analyze only the effects that remain to be addressed.
I find that although the proposed project could have a significant effect on the
environment, because all potentially significant effects (a) have been analyzed adequately in
an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b)
have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION,
including revisions or mitigation measures that are imposed upon the proposed project,
nothing further is required.
Signature: Initial Study Date: May 8, 2015
Signature: Mitigated Negative Declaration Date: May 29, 2015
Signature: Final Mitigated Negative Declaration Date: August 20, 2015
Project Evaluator: Andrew Orfila, Senior Transportation Planner
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 95
X. REFERENCES
Draft Regional Active Transportation Plan, SBCAG, June 2015.
2040 Santa Barbara County Regional Transportation Plan and Sustainable Communities
Strategy Final Environmental Impact Report, SBCAG & Rincon Consultants, August 2013.
San Diego Regional Bicycle Plan Final Initial Study/Mitigated Negative Declaration, San
Diego Association of Governments, May 2010.
Environmental Thresholds and Guidelines Manual, County of Santa Barbara Planning &
Development, October 2008.
A Planner’s Guide to Conditions of Approval and Mitigation Measures, County of Santa
Barbara Planning & Development, November 2014.
Santa Barbara County Comprehensive Plan: Coastal Land Use Plan, County of Santa
Barbara Planning & Development, Adopted 1982, re-published May 2014.
Santa Barbara County Comprehensive Plan: Scenic Highways Element, County of Santa
Barbara Planning & Development, Adopted 1975, re-published May 2009.
Santa Barbara County Crop Report, County of Santa Barbara Agricultural Commissioner’s
Office, 2013.
Farmland Mapping and Monitoring Program – Santa Barbara County, California
Department of Conservation webpage:
http://www.conservation.ca.gov/dlrp/fmmp/Pages/SantaBarbara.aspx
Santa Barbara County Trust Resources List, U.S. Fish and Wildlife Service, accessed March
11, 2015.
Santa Barbara County Comprehensive Plan: Seismic Safety & Safety Element, County of
Santa Barbara Planning & Development, Adopted 1979, re-published May 2009.
California Office of Historic Preservation, website, 2012.
Santa Barbara County Historic Landmarks Advisory Committee, website, 2012.
2040 Santa Barbara County Regional Transportation Plan-Sustainable Communities
Strategy, SBCAG, August 2013.
Santa Barbara Countywide Integrated Regional Water Management Plan, Santa Barbara
County Water Resources, 2007.
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page 96
XI. PREPARERS
Peter Imhof Deputy Director, Planning
Andrew Orfila CEQA Analyst, Senior Transportation Planner
Michael Becker Project Manager, Senior Transportation Planner
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-1
APPENDIX A REGIONAL ACTIVE TRANSPORTATION PLAN PROPOSED BICYCLE NETWORK
MAPS
Figure A-1: Goleta and Goleta Valley Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-2
Figure A-2: Santa Barbara and Montecito Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-3
Figure A-3: Carpinteria Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-4
Figure A-4: Santa Maria Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-5
Figure A-5: Guadalupe and Santa Maria Valley Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-6
Figure A-6: Lompoc Valley Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-7
Figure A-7: Buellton Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-8
Figure A-8: Solvang and Santa Ynez Valley Bicycle Network
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-9
[BLANK]
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page A-10
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-1
APPENDIX B REGIONAL ACTIVE TRANSPORTATION PLAN PROJECT LIST
Regional Transportation Plan Bicycle and Pedestrian Projects (Page 1 of 2)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-2
Regional Transportation Plan Bicycle and Pedestrian Projects (Page 2 of 2)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-3
City of Buellton Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-4
City of Carpinteria Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-5
City of Goleta Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-6
City of Guadalupe Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-7
City of Lompoc Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-8
City of Santa Barbara Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-9
City of Santa Maria Planned Bicycle and Pedestrian Projects (Page 1 of 3)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-10
City of Santa Maria Planned Bicycle and Pedestrian Projects (Page 2 of 3)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-11
City of Santa Maria Planned Bicycle and Pedestrian Projects (Page 3 of 3)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-12
City of Solvang Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-13
Santa Barbara County Planned Bicycle and Pedestrian Projects (Page 1 of 2)
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-14
Santa Barbara County Planned Bicycle and Pedestrian Projects (Page 2 of 2)
Metropolitan Transit District Planned Bicycle and Pedestrian Projects
Santa Barbara County Regional Active Transportation Plan August 2015
Final Mitigated Negative Declaration Page B-15
University of California, Santa Barbara Planned Bicycle and Pedestrian Projects
Draft Santa Barbara County Regional Active Transportation Plan April 2015
Initial Study Page B-1
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Draft Santa Barbara County Regional Active Transportation Plan April 2015
Initial Study Page B-1