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Home My WebLink AboutIS_CROWN HOUSE_198511111111 lill 1111111111111111111111111111111111111 *NEW FILE* IS -Crown House_1985 h I CROVvIN HOUSE # 0 0 semor c izen napartment complex ,PINITIAL STUEY* city of newport beach 1111 'kill j INITIAL STUDY CROWN HOUSE SENIOR CITIZEN APARTMENT COMPLEX CITY OF NEWPORT BEACH Prepared for: City of Newport Beach Planning Department 3300 Newport Boulevard Newport Beach, California 92658-8915 (714)644-3225 Contact Person: Patricia L. Temple Prepared by: Michael Brandman Associates, Inc. 3140 Red Hill Avenue, Suite 200 Costa Mesa, California 92626 (714)641-8042 Contact Person: Beverly Bruesch July 1985 �5. TABLE OF CONTENTS 1' _ 3X Section Page 1.0 Introduction 1.1 Purpose of Initial Study......................................1 1.2 Project Background.........................................1 2.0 Project Description................................................... 2 2.1 Project Location and Boundaries .............................2 2.2 Project Characteristics.....................................2 2.3 Discretionary Actions.........................................3 3.0 Existing Conditions, Impacts and Mitigation ..........................5 3.1 Geology/Soils..............................................5 3.2 Drainage/Water Quality.....................................12 3.3 Aesthetics/Views..........................................15 3.4 Land Use..................18 3.5 Traffic/Circulation/Parking ................................... .23 3.6 Noise/Vibration.............................................30 3.7 Public Services..............................................34 �. 3.8 Construction Impacts ........................................ 38 4.0 Summary of City Policies and Requirements, Mitigation Measures ....43 ' 5.0 References.....................................................52 6.0 Persons Consulted 7.0 Appendices. ... ...........................,...................•53 .54 A. Traffic Report B. Correspondence C. Noise Model Input Data 1 I LIST OF TABLES Number Page 1 Project Data....................................................2 2 Existing Traffic Generation ......................... 1......... 1..23 3 Project Traffic Generation......................................24 4 Traffic Generation Comparison, Existing Mixed Use vs. Proposed Project Use. .. , ......... ta* .... ..... o ..... 4*..25 5 Existing and Puture Unmitigated Noise Levels. ..... #.. # ......... 31 ii 1 1 1 1 Number 1 2 3 4 5 6 8 9 10 11 LIST OF EXHIBITS Following Page Number Regional Location.............................................2 Vicinity Map...................................................2 Site Plan/Main Level and Basement Parking Levels ................2 Second Level and Elevations.......................................2 Third and Fourth Levels.........................................2 Alternate Lower Basement Level.....................................4 Coast Highway and Hazel Drive Elevations .......................4 Buck Gully and South Elevations...................................4 Zoning Map...................................................18 Project Traffic Distribution.....................................26 Unattenuated Future Noise Levels..............................32 iii I 1.0 INTRODUCTION 1.1 PURPOSE OF INITIAL STUDY This expanded initial study is being prepared in accordance with Section 15063 of the State CEQA Guidelines, as amended, to evaluate the potential environmental impacts of the proposed Crown House Senior Citizen Apartment Complex in Newport Beach. As lead agency, the City of Newport Beach will determine, based on this initial study, if the proposed project will have a significant effect on the environment. In addition, for all significant environmental effects, the City will determine if the proposed mitigation measures would eliminate the impacts or at least reduce them to a level of insignificance. 1.2 PROJECT BACKGROUND wThe proposed project consists of an 80-unit, four-story, senior citizen/retirement apartment complex located at 3901 East Coast Highway in the Corona del Mar community of Newport Beach. The proposed structure will replace the existing development on the site which consists of a 12,430 square -foot, one-story building and surface parking lot. Historically, this building has been utilized for a number of restaurants (i.e., Sam's Seafood, A. T. Leo's, and Laredo). At the time of this writing, a portion of the structure (4,930 square feet) is retained as restaurant uses (Ming Dynasty). The remaining portion has been remodeled for retail commercial uses. Approximately one-third acre of the 1.5-acre property consists of a 35 percent slope and is, therefore, not buildable. The remaining 1.2 acres are addressed in this initial study. Of the 1.2 acre project area, a 0.7 acre parcel along Coast Highway is currently designated for commercial uses, and the balance of the site (0.5 acre) is designated for low density residential uses. 11 1 2.0 PROJECT DESCRIPTION 2.1 PROJECT LOCATION AND BOUNDARIES As shown in Exhibits i and 2, the proposed project Is located on East Coast Highway In the City of Newport Beach. The project study area, which covers approximately 1.5 acres, is bordered by residential uses to the south, Hazel Drive to the west, East Coast Highway to the north, and Buck Gully to the east. The site covers Tract 673A, Lots 58 through 67. 2.2 PROJECT CHARACTERISTICS The applicants, Earl and Jody Sherman, are proposing to develop a four-stpry apartment complex (three stories above Coast Highway grade and one story below Coast Highway grade.) Table 1 presents the relevant project data and Exhibits 3 through 5 illustrate the proposed floor and cross-section plans. PROJECT DATA Number Rooms Circulation Stairs Ancillary Mechanical of Rooms (sq. ft.) (sq. ft,) *- ft.) (sq. ft.) (sq. ft.) Basement 0 0 10189 0 71258 2,146 1st Level 16 12,222 3,188 604 21150 0 2nd Level 22 18,424 21755 0 120 0 3rd Level 22 16,336 21765 0 120 0 4th Level 20 14,336 2,670 0 11100 0 Total 80 610318 120557 604 100748 2,146 Floor to Area Ratios: (parking'and meehanieal area not included) Total Site: 1.44 with enclosed atrium 1.31 without enclosed atrium Buildable Area Only: 1.79 with enclosed atrium 1.63 without enclosed atrium Parking Spaces: 53 spaces (0.66 per room) 2 I i y LOS ANGELES COUNTY HUNTINGTO BEACH 1 FULLERTON 1 1 SAN BERNARDINO COUNTY ram. 1 ,!_0• ANAHEIM p sa ar a ORANGE �ro�a 9aa SANATA' TUSTIN John Wayne Airport COSTA IRVINE MESA 0_ PACIFIC OCEAN Site Regional Location CROWH MUM ARUMEHU OOG, PLIEK City of Newport Beach RIVERSIDE COUNTY Im m Irvine Ic Lake I 9 d Lake Mission Viejo l� MISSION VIEJO Oe AACAPISTRANO "4' �**J SAN DIEGO NTE COUNTY � 1 1 FA I INN 11� 01 EXHIBIT 1 Vicinity CR OO�In H HOME lP aR4KEH7 O HIPLCEK City of Newport Beach 1600 FEET EXHIBIT 2 71 BASEMENT LEVEL j EAST GOAST Hk9HWAY 4m&R -mams-.n. SITE PLAN & MAIN LEVEL Site Plan/Main and Basement/Parking Levels aR%1R rNf RHU OO IPLIEK City of Newport Beach V 111111101 EXHIBIT 3 SECOND LEVEL HWOHT Wma—, W 1141F. n Ili RYVS �'t� 6GHEMATIG 61LSVATION - LCOKING SO�WEST eew. -mm 5'0B G%KTH6 HG6H LIMIT �G7NKroEO.F'- rl "I tj5d Pki_ f1G 21+o I hF •�Ed»�+dFrnE' n ucs°� / T HSGI HEMAT�IG ETIy-- K INICGMIO r1i��I ST I°ito' SecondLeve11and Elevations `ROWM MOVE &IPMMEH7 COO NPLEK City of Newport Beach � NYEO�FII ♦IICHITECT.INC. 1111 ��1 111■■ >< FOURTH LEVEL �f THIRD LEVEL Third and Fourth Levels CROO WH HOT z%MM7WEH7 OOHpL EK City of Newport Beach TYPICAL 2 BR UNIT 1 BR UNIT ,C. 90/T 529.G,t M �� EXHIBIT 6 As shown in the floor plans, the majority of the units would be located on the upper floors and accessed via a central hallway. Staircases are located at each end of the hallway and in the center next to a central elevator. Exhibit 5 illustrates the two floorplans: a one bedroom/one bath and a two bedroom/two bath. Each unit provides an entry way, living room, kitchenette, and outside deck area. The basement level of the structure provides the kitchen, common dining room, and laundry facility. The parking facility is also located on this level, although no direct access to the common living area is provided from the parking structure. The first floor level includes the main entry, lobby, business office, a flower shop, barber shop, beauty shop, and crafts center, in addition to sixteen units. Ancillary uses on the upper floors include linen rooms, a library, a lounge, and a greenhouse. Outdoor recreational facilities are centrally located and include a view deck, swimming pool, and lap pool. Because of the city's concerns regarding parking adequacy (see Section 3.5 for a discussion), an alternate parking plan was designed by the architect (see Exhibit 6). This plan would provide 27 additional parking spaces by continuing the spiral of the subterranean parking structure into the ground. This would result in an 1:1 parking space to room ratio. Exhibits 7 and 8 illustrate the elevations of the proposed project from four view points. As shown in the exhibits, views of the structure will vary significantly depending on the viewpoint. Either three or four stories of the proposed building would be visible, depending on the viewer's location. 2.3 DISCRETIONARY ACTIONS REQUIRED 1. General Plan Amendment - A general plan amendment. (GPA) revising the city's Land Use Element and Land Use Plan would be required to change the 0.8-acre Low Density Residential area to a mix of Retail/Service Commercial and Administrative, Professional and Financial Commercial. 3 Amendment of the city's Local Coastal Program (LCP) Land Use Plan would also be required accordingly. 2. Zoning Change - A zone change revising the zoning code would be required to change the 0.8-acre R-1 district portion of the site to C-1. 3. Use Permit - Building Height: A use permit is required since the proposed building exceeds the basic height limit of 32 feet established for a C-1 zone, but does not exceed the 50-foot limit allowed with a use permit. In addition, a use permit is required to allow senior citizen housing In the C-1 zone. 4. Traffic Study: The city's Traffic Phasing Ordinance requires that a traffic study be prepared and approved for projects greater than 10,000 square -feet in floor space. The traffic generated by the project must be acceptable within the standards established by the city. 5. Parcel Map: Recordation of a parcel map will be required prior to project approval. 6. Grading Permit: Development of the site requires excavation for the subterranean portion of the structure. 7. Building Permit: Building plans for the project must be reviewed and approved by the city's Planning, Building, Public Works and Fire Departments prior to issuance of a Building Permit. 2 m 7it'T°nx'w°Nr''`,r,C'vn"`nw°7y wzmFATING Oo IArPIr, sTA6✓s (I P62-vu) �6CVLII ,95. T� �Y�AYA7ILN t �,�w cu.ry5 A�,�,w7WpeR ehN�6;MEF�T ZEoz U1D'i w°Drro5Tnu2y Alternate (\/(M Lower Basement Level OOM &PARUNMEHU OOO WIPLCEK City of Newport Beach 1`1`1`1 1 YEO.i111 ARCHITECT. INC.. 'kid .■=■■ 1111NE= -1 ROHYEO.FA11/.RCHITECTINC. RONY F 0 FA A 'ARCHIT!=.IHC. 3.0 EXISTING CONDITIONS, IMPACTS AND MITIGATION This section presents the existing conditions of the project site, and evaluates significant impacts associated with development of the project. Measures to reduce or eliminate significant impacts are presented as either "City Policies and Requirements" or "Mitigation Measures". "'City Policies and Requirements" in each section are those measures which are considered standard for all similar development projects in the city. Any additional measures which are recommended to mitigate significant impacts are provided under the "Mitigation Measure" heading in each section. In addition, the impacts evaluation in this section is divided into two areas: "long- term" and "construction." The long-term impacts of operating the proposed project are evaluated in Sections 3.1 through 3.7. Construction impacts are evaluated in Section 3.8. 3.1 GEOLOGY AND SOILS 3.1.2 Existing Conditions Citywide Setting The City of Newport Beach is situated along the coast of the Los Angeles Basin, at the southerly edge of the Orange County Coastal Plain. The San Joaquin Hills to the east, the Newport Mesa to the west and north, the intervening Upper Newport Bay area, and the southerly Newport Harbor/Pacific Ocean coastline areas are the major landform features defining the city's topographic setting. The city's geologic setting is the result of natural deposition, land uplifting, erosion, and historic changes in base sea level. The geologic profile is typically alluvium and marine terrace deposits overlying flat land areas with underlying sequences of sedimentary bedrock. Major outcrops of sedimentary rock form the San Joaquin Hills. The city's local seismic environment is dominated by the regionally significant Newport -Inglewood fault zone which extends as a southeast -trending band from the 5 Baldwin Hills in Los Angeles through Signal Hill In the Long Beach area, to the Huntington Beach and Newport -Costa Mesa areas, then offshore. The more recently active branches of this fault zone are most important for planning purposes. Other regionally significant active faults which could affect the city of Newport Beach include the Whittler -Elsinore, Sierra Madre -San Fernando, San Jacinto and San Andreas fauits,l Because of its proximity, future earthquakes on the Newport - Inglewood fault will probably produce the strongest seismic ground motion within the city. As such, this fault Is considered to be the controlling fault for building design and slope stability analysis. Soil liquefaction, flow landslidingj seismically induced settlement, and ground lurching are secondary earthquake effects which depend upon such factors as groundshaking Intensity, depth to groundwater, and the thickness and degree of consolidation present within onsite soils or alluvial deposits. Other geologic hazards relate to the stability of the various geologic formations and include landsliding, expansivity, compressibility, and erosion. They are primarily localized, and the degree of hazard varies somewhat throughout the city, depending on a number of conditions Including soil makeup, slope characteristics, vegetative cover, and the presence of urban development. Hazards of landsliding within the city are most commonly associated with the steeper hillside and bluff slope areas. Site Specific The City of Newport Beach Public Safety Element identifies natural hazard areas which could impact future urbanization and classifies these areas according to severity. The element's public safety issues relative to the project site are discussed below. Seismicity - The frequency and Intensity of earthquakes within the city will depend upon which active regional fault is involved, the earthquake magnitude, distance from the epicenter, and the local soil conditions. The Public Safety 1 Source: City of Newport Beach, Certified FEIR, General Plan Amendment 81-1, March 1982. 6 F, Element of the Newport Beach General Plan divides the city into four zone categories characterizing the relative degrees of potential groundshaking hazard. Category 1 has the lowest potential risk; Category 4 has the highest potential risk. The project study area is located within Category 2; "Stronger Shaking Potential.' Slope Stability — The types of slope failures that may occur within Newport Beach will probably be landslides, mud flows, creep, and in some cases, rock fall. In any planning consideration, the more important factors are, generally, the inherent strength of the earth material of which the geologic formations are comprised, the moisture content of these materials, and the attitude of the bedding within the materials. The areas with the lowest slope stability are the bluff areas throughout the city. The project site is located just to the northwest of an area designated "Unstable Geologic Condition." Expansive and Collapsible Soils — Expansive soils are generally defined as those soils that exhibit a change in volume when the moisture content of the soil is varied. The degree of expansion is most generally related to the magnitude of this change and expressed as ranging from very low to very high. A collapsible soil is usually considered as a loosely packed or open structured soil that exhibits a sudden loss of volume upon the addition of a significant quantity of water. Expansive and collapsible soils usually have an adverse effect on building foundations, often resulting in negative impacts on the entire structure. However, these problems can be identified and controlled by proper engineering and construction practices. The site is located within an area of the city designated Category 2, "Moderate to highly Expansive Soils Possible." Erosion and Siltation — Soil erosion occurs as a result of the action of wind and water. The erosion of soils can undermine structures or damage slopes. Erosion and subsequent siltation can be magnified during new construction where the removal of natural ground cover occurs. 7 The project study area is located within the city designated "Moderate Zone; Potential Risk More Significant." However, due to the site's existing developed state, erosion of soils from the site is not occurring at this time. Flood Hazard — The project site Is not located in a flood -prone area. The city's Public Safety Element only addresses those areas with potential for major flood damage. The site lies directly adjacent to a potential flood hazard area, Buck Gully. The gully, was identified as a possible flood risk location in the Woodward -McNeill and Associates "Geologic Seismic Study" prepared for the city in 1971. However, due to the grade difference between the site and Buck Gully, flooding in Buck Gully would not be excpected to affect the site. Site Specific Geology Studies Several studies have been conducted at the project site prior to development and following damage from storms. Two studies in particular, one in 1968 and one in 1978, describe the soil and geologic characteristics of the site. The findings of the two studies are summarized below, 1. Report of Soil and Geologic Investigation and Inspection; Don the Beach Combers Restaurant; Lots 58 through 67, Tract 6739 Corona del Mar, California; prepared by Soil Mechanics and Foundation Engineers, Inc., December 19, 1968, The project site for the proposed restaurant was described in the study as being situated on an erosional terrace with an approximate elevation of 100 feet.. "South facing slopes from Buck Gully" up to the site had a vertical height between 57 and 65 feet with a surface inclination of approximately 35 degrees. "The man-made fill along the southern margin of the property consists of a loose to medium dense mixture of silty sand, concrete, asphalt and scattered amounts of trash." The fill was found to be 35 feet in thickness and extended about 250 feet laterally along the entire south slope. Local surficial creep of the fill bank was also observed in a few locations by evidence of narrow tension cracks. The study found that "the bedrock materials underlying the existing structures and fill consists of a tan to grey, fine to medium grained sandstone with some grey to grey -white diatomaceous shale." I I I The 1968 study did .not find evidence of groundwater seepage through the bedrock or into the fill. No evidence of significant faulting or landsliding was discovered during the analysis. The only instability found was a "shallow downward creep occurring at some locations at the crest of the fill slope." The main recommendations from the study were the following: "The site fill area, generally forming the southern 20 to 30 percent of the property, is not suitable for support of structural loads imposed by any foundations other than those resulting from conventional automobile parking and conventional' masonry wall construction. Because of slope creek, local parking use and wall location restrictions will need to be observed within 10 feet of fill slope crest. The bedrock underlying the site fill and the existing structure is regarded as stable and suitable for support of multi -story structures. However, any such development will require a detailed foundation study to determine the necessary soil and geologic engineering parameters." 2. Soil Investigation, Parking Lot and Retaining Wall Damage, Sam's Seafood Restaurant Il, Newport Beach, California, prepared by G. A. Nicoll and Associates, Inc., August 9, 1978. This study, conducted in 1978, found similar site characteristics to those found in the 1968 study and in the Newport Beach Public Safety Element of the General Plan. However the study described the fill underlying the existing parking lot as extending only 2 to 19 feet below the surface rather than 35 feet as described in the 1968 study. "The soils at the site consist of loose to medium dense, interbedded silty sand and clayey sand fill materials underlain by silty sand terrace deposits and siltstone and sandstone bedrock." It was determined that the damages to the site (the purpose of the study) incurred as a result of infiltration of surface water into the old fill. The study also concluded that "the southerly portion of the parking lot is founded on uncontrolled fill " 1 9 For the purposes of this study, It was recommended that the old fill be replaced with compacted engineered fill. In addition, the engineers concluded that to minimize the potential of future surface water infiltrating the old fill, adequate drainage should be provided on the slope surface to drain water into the bottom of "Buck Gully" instead of sheet flowing. 3.1.2 Impacts Construction impacts related to grading and soils are addressed In Section 3.8.1. The project site is located in an area of potential earthquake activity and may be subject to potentially expansive or collapsible soils. Grading and building construction will be required to meet appropriate standards which will mitigate these potentially hazardous conditions. A detailed foundation study will be required to determine the necessary soil and geological engineering requirements for this project. Based on the preliminary data of the previous studies, bedrock underlying the fill area on the site is considered stable and suitable for support of multi -story structures. However, certain areas of old fill should be removed or replaced with compacted, engineered fill where it is retained. In addition, due to the potential for slope Instability along Buck Gully, drainage from the site should be directed away from the slope face and drained through a pipe to the bottom of the canyon. 3.1.3 City Policies and Requirements I. Grading shall be conducted in accordance with plans prepared by a civil engineer and based on recommendations of a soil engineer and an engineering geologist subsequent to the completion of a comprehensive soil and geologic investigation of the site. "Approved as Built" grading plans on standard size sheets shall be furnished to the building department. 10 3.1.4 Mitigation Measures 1. Building construction will be in accordance with the Uniform Building Code and requirements of the city's building permit for the project. 3.1.5 Level of Significance After Mitigation Impacts can be mitigated to a level of insignificance. 11 3.2 DRAINAGE/WATER QUALITY 3.2.1 Existing Conditions Under existing conditions, the study area drains as sheet flow either to East Coast Highway or Buck Gully. East Coast Highway drains into Buck Gully which In turn drains into the ocean through an unimproved swale at the bottom of the gully. Under existing conditions, storm runoff and irrigation water from the site contribute to degradation of local surface water Sources. The paved portion of the site contributes an indiscernible amount of rubber, oil, heavy metals and miscellaneous debris to surface runoff. 3.2.2 Impacts Development of the proposed project will have an Impact on drainage and water quality conditions both during the construction period and on a long-term basis. Short-term construction impacts are addressed in Section 3.3 of this initial Study. An increase in the volume of runoff generated onsite would be expected because the amount of impermeable surface would increase. The onsite drainage pattern for the site is expected to be altered by the proposed now building and parking facility. Onsite drainage improvements would be required to drain the subterranean parking facility and divert storm flows to the appropriate facilities. As discussed In the previous section, the potential for slope failure exists along the Buck Gully portion of the property if not properly mitigated. Therefore, }t will most likely be required that upon project completion, runoff from the site be diverted to Coast Highway or to the bottom of Buck Gully through a system of catch basins and pipelines, thus reducing the amount of water seepage or erosion affecting the slope. The quality of surface runoff water from the site would be expected to improve since less traffic would be -generated by the proposed use versus the existing use. 12 3.2.3 City Policies and Requirements 1. A complete hydrology study and hydraulic analysis shall be performed to address the amount of, and manner in which, all flows to and from the site are accommodated. 2. The landscape plan shall include a maintenance program which controls the use of fertilizers and pesticides. 3. All on -site drainage shall be approved by the city grading engineer. 4. The velocity of concentrated runoff from the project shall be evaluated and erosive velocities• controlled as part of the project design. 5. The landscape plan shall place heavy emphasis on drought resistant and fire resistant vegetation and be irrigated via a system designed to avoid surface runoff and overwatering. 3.2.4 Mitigation Measures 1. All parking and other on -site paved surfaces shall be routinely vacuum - swept weekly and cleaned to reduce debris and pollutants carried into the drainage system. 2. A landscape and irrigation plan shall be prepared by a licensed landscape architect which utilizes a watering program that avoids surface runoff and overwatering. 3. Drainage facilities shall be properly maintained by the applicant and all subsequent owners/operators. 4. Drainage improvements shall divert runoff from the adjacent natural slope to reduce water seepage and the risk of potential slope instability problems. 13 3.2.5 Level of Significance After Mitigation Impacts can be mitigated to a level of insignificance. 14 Ft 3.3 AESTHETICS/VIEWS 3.3.1 Existing Conditions The project study area is visable from East Coast Highway, and from residential areas along Buck Gully both north and south of the highway. For the most part, the existing building on the site blocks any northern views of Buck Gully or the ocean in the distance. However, some of the properties north of the highway can look through the existing parking lot portion of the site or over the structure to the gully and ocean beyond. Measured from street grade, the existing building is approximately 23 feet high on the Buck Gully side and 15 feet high on the Hazel Drive side. The slope of the site allows for this difference in height. 3.3.2 Impacts Visual impacts associated with construction of the project are evaluated in Section 3.8.1. Long-term visual impacts are discussed below. Aesthetics The proposed structure would replace the existing structure on the site. As shown in the project exhibits in Section 2.2 (Nos. 3-8), the new structure would have a different footprint and would be a maximum of 35 feet in height (8-1/2 feet taller than the existing structure and approximately 8 feet lower than the adjacent Five Crowns roof). From Coast Highway, three stories of the structure would be visible on the Hazel Drive side, while four stories would be visible on the Buck Gully side due to the slope in the property. The project is 24 feet high from existing adjacent grade next to the residential unit on Hazel Drive (see Exhibit 4). Four stories of the structure would be visible from the residential area across Buck Gully from the site. The architect is proposing wood trim, landscaping, pastel colors and relief features to soften the exterior view of the structure from surrounding areas. As shown in the project exhibits Nos. 3-8, each apartment unit includes a deck/patio area which is 15 oriented to the outside of the structure. This provides "relief" from straight exterior wail views. Lighting of the apartment complex would be focused into the front entryway and the recreation area in the rear of the complex. Individual porch lights would be provided and intermittent lights along the outside of the building may be necessary for security. These lights could potentially spill into the adjacent residential lot on Hazel Drive unless carefully designed. Views The primary visual impact of the proposed project is the potential blockage of views to the Buck Gully open space and ocean beyond. Due to the increased height and site coverage of the proposed building, some existing views to Buck Gully and the ocean from Coast Highway and certain points north of Coast Highway would be blocked. This impact would be unavoidable and could be considered significant by some viewers. A redesign of the project to increase the building setback from the Coast Highway/ Buck Gully corner of the site would provide for the maintenance of Buck Gully views. This could be accomplished by reducing the number or size of units or otherwise redesigning the project. A redesign of the project could also address other concerns related to land use, parking, noise, and emergency access issues. 3.3.3 City Policies and Requirements 1. A landscape and irrigation plan for the project shall be prepared by a licensed landscape architect. The landscape plan shall integrate and phase the installation of landscaping with the proposed construction schedule. (Prior to occupancy, a licensed landscape architect shall certify to the Planning Department that the landscaping has been installed in accordance with the prepared plan.) 2. The landscape plan shall be subject to the review of the Parks, Beaches, and Recreation Department, and Public works Department, and approval of the Planning Department. f 16 3. The project shall be so designated to eliminate light and glare spillage on adjacent uses. All parking lot lighting shall be subject to the approval of the Planning Department. 4. Any mechanical equipment and emergency power generators shall be screened from view. 5. Erosion and sedimentation control measures shall be completed as required in the grading permit for the project. 6. A lighting plan shall be prepared by a qualified electrical engineer. 3.3.4 Mitigation Measures 1. The proposed structure should be redesigned to maintain some of the view potential from the highway and surrounding properties. An increased building setback from the Coast Highway/Buck Gully corner of the site would allow for the maintenance of views into Buck Gully. This could be ' accomplished- by reducing the number or size of the units, or otherwise redesigning the project. 3.3.5 Level of Significance after Mitigation Mitigated to level of insignificance. �t. 17 3.4 LAND USE 3.4.1 Existing Land Uses Onsite Land Uses The proposed Crown House site is currently developed with a 12,430 square toot structure with restaurant (4,930 square feet) and commercial/retail uses (71500 square feet). The remainder of the site is aground level parking lot. A fence divides the buildable portion of the property from the adjacent Buck Gully slope face. Surrounding Land Uses As shown Irf the Zoning Map on Exhibit 91 surrounding uses in the vicinity of the site consist mostly of general commercial and single-family homes. Immediately across East Coast Highway is a gas station with an adjoining paved area A motel and apartments are located east of the gas station, and miscellaneous commercial/retail establishments are located along East Coast Highway, west of the gas station. The Five Crowns restaurant is situated on Coast Highway across Hazel Drive from the site. Single-family homes are located along both sides of Hazel Drive behind Five Crowns and the project study area. 3.4.2 Land Use Plans General Plan Land Use Element The Newport Beach General Plan Land Use Element designates the project site as both Low Density Residential (0.5 acre) and a combination of Retail/Service Commercial and Administrative, Professional and FInancial Commercial (0.7 acre). The latter designation occurs adjacent to Coast Highway. Zoning Code The Zoning Code of Newport Beach is consistent with the General Plan designations for this site, being zoned both C-1, General Commercial and R-11 Single -Family Dwelling. See Exhibit 9 for district locations. The height limitation within the R-1 18 BSI' 9/ %. fl•A AGRICULTURAL 00109NTPt MULTIPLE REMCEMML R I SIMALE PAMILY REp10[NTIAL �' 1 LIOMT MMMMCIAL H'E DUPLtE .. AtC10LNT1AL j• 4ENERAL COMMMIAL fl'3 RtitN=a MG11PLt PAIAW RUM U TA'I wxUMOTURINO �IQ COM"llp Q'SVDTE �IY� unclA mgo PROM tSJ10[MN IN IRT pNOYIM {IIOS'"76`� Zoning C O� H HOUM AP&M i E HU WHIP IEK City of Newport Beach h RRI.x..l xP,wMLM A..,,MI,. 1 N.x 0 250 500 ,FEET EXHIBIT 9 zone is 24/28 feet and in the C-1 zone it is 32/50 feet, where a structure may exceed 32 feet and may reach a maximum of 50 feet if a use permit is approved. Local Coastal Program The project site falls within the coastal zone as designated by the California Coastal Commission. The site is designated in the city's adopted Local Coastal Program as Retail and Service Commercial and Low Density Residential (corresponding to the city's General Plan Land Use Plan). The Coastal Program identifies Buck Gully, adjacent to the site, as an environmentally sensitive habitat area and a unique coastal resource. The Gully is described in the Plan as "providing habitat for a variety of faunal species and as a wildlife corridor to the undeveloped Irvine coastal area." The Plan also states that, "... Buck Gully has been shown for "Recreational and Environmental Open Space" to be preserved in a natural state. It is proposed that the setbacks of residential lots abutting these areas be adjusted to prevent alteration of the natural canyons." Prior to development, the Coastal Commission must approve a permit to allow development of this project in the Coastal Zone. 3.4.3 Impacts Construction Construction of the proposed development will cause short-term impacts to both residential and commercial uses in the area. These impacts are discussed more thoroughly in Section 3.8, but those which would impact surrounding uses include noise, traffic, dust and visual impacts. Land Use Compatibility The proposed Crown House senior citizen apartment complex will be located at a historically commercial location. The proposed "residential" use should, however, be compatible with the adjacent residential uses. The project will be at a greater density than the adjacent residential uses, yet the services provided by and characteristics of the senior citizen complex should lessen any impacts resulting from this density. A shuttle bus service is to be provided to shopping points and the Oasis Center. The close proximity to local merchants and provision of onsite dining 19 and other services will reduce traffic impacts normally experienced by this type of residential use. The project site Is located at the end of a commercial corridor on East Coast Highway, as well as adjacent to the residential uses mentioned above. Due to the projecVs similarity to hotel operations (i.e., provision of dining facilities, a barber shop, beauty shop, etc.) the project would be compatible with the commercial uses along East Coast Highway. The most significant impacts to or from surrounding uses result from the size of the proposed structure. In relation to aesthetics, the height and width of the building is expected to block scenic views from East Coast Highway and some nearby homes. These potential impacts are discussed more thoroughly In Section 3.3. The proposed structure would be of greater intensity than any other use in the Corona del Mar area. The largest project approved in the area has a floor -to -area ratio (F.A.R.) of 1.25, whereas the projeetts F,A.R. is from 1.31 for the entire site or 1.79 for the buildable portion of the site (see Table 1). It should also be noted that under the originally proposed plan providing 53 spaces, there is a potential Impact to surrounding areas from "spill -over" parking. This potential impact could be mitigated with the provision of additional parking spaces. As shown in Exhibit 6, an alternate basement plan illustrates that these spaces could be provided. See Section 3.5 for further discussion of this issue. In addition, the proximity of the residential units to heavily traveled Coast Highway creates a potential for noise Impacts to future residents. These potential impacts and the measures needed to reduce noise levels in the units are addressed in Section 3.6. Lastly, the size and design of the proposed structure does not meet the minimum setback requirements for fire department access along the rear of the building. See Section 3.7 for further discussion of this issue. 20 Discretionary Actions Required The proposed Crown House senior citizen complex will require the following actions prior to project approval. General Plan Amendment/Land Use Element:. The Land Use Element on the portion of this site, currently designated as Low Density Residential, would be amended to a mix of Retail/Service Commercial, and Administrative, Professional and Financial Commercial, and thus would be consistent with the designation on the remainder of the site. In addition, the city's local coastal program land use plan would be amended accordingly. Zone Change: A portion of the site is currently zoned R-1 (Single -Family Dwelling). This portion would be changed from R-1 to C-1 (General Commercial) to be consistent with the remainder of the site and the General Plan Amendment. Use Permit: The proposed project is up to 35 feet high and, therefore, requires a use permit. In addition, a use permit is required to allow the development of senior citizen housing in the C-1 district. Coastal Permit: The California Coastal Commission has designated a coastal zone boundary, which regulates growth and development within a designated distance from the ocean. Due to the project's location within the coastal zone, a permit allowing development must be approved by the Coastal Commission prior to construction. 3.4.4 City Policies and Requirements City policies and requirements, and other mitigation measures to reduce construction impacts are presented in Section 3.8. Long-term land use impacts from loss of views, parking requirements, Coast Highway noise, and fire department access are addressed in Sections 3.3, 3.5, 3.61 and 3.7, respectively. 3.4.5 Mitigation Measures 1. The intensity of the proposed building should be reduced to be more compatible with intensities of surrounding land uses. 21 3.4.6 Level of Significance After Mitigation I No significant land use issues should remain. 22 3.5 TRAFFIC/CIRCULATION/PARKING This section includes a summary of the traffic study prepared for the project in June 1985 by Kunzman Associates. The report is included in its entirety in Appendix A. 3.5.1 Existing Conditions The traffic generated by the existing site land use is determined by multiplying an appropriate trip generation rate by the quantity of land use. For this study, trip generation data was supplied by the City of Newport Beach., Table 2 provides trip generation information for the existing mixed retail commercial and restaurant land use. Time Period Evening Peak Hour Inbound Outbound Total Peak 2.5 Hours Inbound Outbound Total Daily Two -Way Traffic Total TABLE 2 EXISTING TRAFFIC GENERATION Trip Generation Per 1000 Square Feet Gross Floor Area_ Retail Commercial Restaurant Trips Generated Existing Uses Retail Commercial Restaurant 7,500 Sq. Ft. 4,930 Sq. Ft. 1.5 5.0 11 25 2.0 3.0 15 15 3.5 8.0 26 40 3.0 10.0 22 49 4.0 6.0 30 30 7.0 16.0 52 79 40.0 75.0 300 370 23 3.5.2 Impacts Project Traffic Generation Based on the city's trip generation data, the traffic which would be generated by the proposed project is presented in Table 3. TABLE 3 PROJECT TRAFFIC GENERATION Trip Generation Per Trips Generated By Time Period Dwelling Unit 80 Dwelling Units Evening Peak Hour Inbound 0.2 16 Outbound 0_2 16 Total 0.4 32 Peak 2.5 Hours Inbound 0.4 32 Outbound 0_4 32 Total 0.8 64 Daily Two -Way Traffic Total - 4.0 320 , I Table 4 presents a comparison of traffic generation for the existing land use and the proposed project for several time intervals. This comparison indicates tha during most time periods, the project will generate less than half of the traffic generated currently by the existing retail shops and restaurant. On the basis of the above conclusion, the proposed project will not produce traffic impacts greater than those that currently exist for the site; they should in fact be reduced. The overall level of service for intersections in the vicinity of the project should not be impaired by the project. For this reason the one percent analysis was not performed for the intersections Identified by city staff. 24 1 !i TABLE 4 TRAFFIC GENERATION COMPARISON EXISTING MIXED USE VS.. PROPOSED PROJECT USE Total Trips Generated Existing Mixed Proposed Project Use Retail Single Use Commercial And Retirement Time Period Restaurant Apartments Evening Peak Hour Inbound 36 16 Outbound 30 16 Total 66 32 Peak 2.5 Hours Inbound 71 32 Outbound 60 32 Total 131 64 Two -Way Traffic Total 670 320 Project Traffic Distribution and Assignment The distribution of traffic which is expected from the site is shown in Exhibit 10. This distribution was specified by city staff for- the purpose of analyzing traffic impacts generated by the project. Of interest in the traffic distribution is that 15 percent of the traffic generated by the project would be expected to travel to and from the city -operated Oasis Senior Citizen Center located at Marguerite Avenue and 5th Avenue. Another 15 percent of the traffic would be distributed to the many shops and businesses distributed westerly along Coast Highway. Public transit service does exist along this route and trip diversion to this mode of travel is possible. The effect of this would be to reduce auto traffic to and from the site slightly. It should be noted that 90 percent of the traffic ,generated by the site is oriented to the west of the site. 25 Ali outbound traffic cannot exit the site directly and proceed westerly due to the raised median directly in front of the site. Consistent with this, this traffic will be required to execute some type of U-turn movement on Coast Highway east of the site. A portion of the traffic would utilize the left turn pocket just to the east of the site while the remainder would utilize the Ieft turn pocket at the signalized intersection of Coast Highway and Cameo Shores Road. It should be noted that the volume of traffic making this U-turn movement will be reduced compared to the existing land use of the site. Parkinx Parking for this project Is located in the basement area of the building as illustrated by Exhibit & Vehicles are proposed to enter and exit the parking area via a two-way 180 degree circular ramp located in the center of the basement. Under the original proposal, parking is provided in the ratio of 0.67 spaces per dwelling unit for a total of 53 spaces, 3 of which are tandem. The site plan calls for the parking to be "valet". To determine the adequacy of on -site parking for this type of retirement housing, the parking adequacy for two existing similar facilities was studied. Based on this data, it was found that the parking ratio which provides adequate capacity for a given facility may vary widely and may be influenced by a variety of factors. Satisfactory performance at facilities for which Kunzman Associates has performed analyses indicates parking ratios as low as 0.6 may be adequate with higher ratios providing an additional cushion for peals demands. Please see Appendix A for a more thorough review of the parking analyses conducted. The parking ratio of 0.67 proposed for the Crown House apartment project may be adequate for resident vehicles, however, it may not provide a sufficient surplus of parking for additional demands. The proposed retirement facility will most likely have a higher parking demand than the other retirement facilities analyzed due to the combination of several factors, Including: (1) the economic status of future residents (a higher percentage are expected to own automobiles); (2) the need for employee parking for the congregate dining and service facilities (a minimum of 16 would be required for the largest shift); and (3) the high percentage (89 percent) of two -bedroom units. For these reasons, a parking ratio of 1:1 (one space to one unit) Is being required by the city. 26 a �a 20 ✓o a a �In Hills Road 1030 0� a cf, r oP araO F `dpIV 10 Dye e 15 (distributed) Sth 0 OOASIS SENIOR CENTER 9a m�da p, 0i `.. 15 c� as o� O a i f gQ cea� .wa o�w pro Seale aro Roa Qo atia\ Site Legend 15-Percent of Project Traffic PACIFIC OCEAN 10 UIt�{11Qf1 �.�S°�CtQfBS Project Traffic Distribution CH(WH MUM LaP&mno 4KEM7 COO NPLIEK City of Newport Beach AlMhael IlnnJm+n.�wwm I NOT TO SCALE EXHIBIT 10 In consideration of these issues, the project architect has submitted an alternate basement parking plan which provides an additional 27 spaces (see Exhibit 6). This alternate plan would be accomplished by excavating an additional 7,000 cubic yards (approximately) to achieve a second subterranean parking level. The spiral of the driveway from the first parking level would continue downward. Access and Internal Circulation Coast Highway adjacent to the project site is a four -lane divided highway with a raised median and curb parking. This prohibits exiting westbound traffic from the site from crossing the eastbound lanes to execute the movement directly. This dictates that all outbound traffic will be limited to right turns exiting the site. To cope with this circulation constraint,the site plan provides a crescent shaped driveway plan at the main building entrance of the project as illustrated by Exhibit 3. A driveway approach is provided at each end of the crescent to enable traffic to flow in a one-way pattern entering and exiting the site. The driveway varies in width from 20 to 25 feet which is sufficient to permit an unloading/drop-off area at the building entrance and still allow other vehicles to pass. A parking space for a small bus has been provided adjacent to the driveway entrance in an out-of-the- way location which does not impare traffic flow in the driveway. Traffic circulation in the driveway should be adequate for the low traffic volumes typical of this type of facility. Except for the unloading area at the main entrance, parking should be prohibited along all curbs in the driveway area to provide adequate access for emergency vehicles. It should be noted that there is no access available for vehicular fire protection equipment to the rear of the site. Hazel Drive is a 20-foot wide, one-way (ocean -bound) residential street fronting, the site to the west. An additional gated entry to a delivery/service parking area has been proposed from Hazel Drive very close to the intersection of Pacific Coast Highway. A gate at the other end of this delivery area permits access to the crescent shaped driveway through the bus parking space. The proximity of this entry to the intersection of Hazel Drive and Coast Highway makes this entry undesirable. The location of trash bins at the far end of the delivery area would require trash trucks to fully enter the delivery area to empty the bins. With a gate and the bus 11 27 impairing exit at the other end, trash trucks and other delivery vehicles would most likely be forced to back into the one-way street Into the path of vehicles entering the street from the Intersection. While the outer gate will prevent non -service vehicles from using this entrance to the site, it will also require service vehicles to pause at the entrance for the opening of the gate, possibly impairing the flow of traffic on the narrow street. For these reasons, it is desirable to eliminate the delivery entrance from Hazel Drive. If the delivery area must be retained in its present location, it would be more desirable to have service vehicles back into this area from the main driveway allowing them also to use the driveway for exit. This would require the relocation of the bus parking spaces. Entry and exit to the basement parking area is provided by a 180 degree circular ramp which Interfaces with the crescent driveway near the main exit. The ramp Is 30 feet wide with an Inside radius of 20 feet. While the ramp Is physically adequate to accommodate parking related traffic, the design Is not well suited to this type of retirement facility. Older residents may have difficulty negotiating a driveway which is both inclined and turning at a sharp rate. While space at this project is at a premium, a ramp with a straight Incline and turn at the base of the incline would be more suitable. Traffic circulation within the parking area is adequate. It should be noted that the tandem parking arrangement for three of the parking spaces is undesirable for resident and guest parking unless valet service can be depended on. 3.5.3 Mitigation Measures 1. The delivery access on Hazel Drive shall be eliminated due to adverse interaction with the intersection of Pacific Coast Highway and Hazel Drive. 2. Due to the ramp Incline and curve radius, the design of the driveway ramp to the parking area is not desirable for this type of retirement facility, unless valet parking can be assured. Design of driveway will be subject to further review of the Public Works Department. 28 3. The ratio of parking spaces to dwelling units appears to be lower than desirable. A minimum ratio of 1.00 is being required by the city. Redesign of the project to reduce the size and/or number of the units in the structure is recommended to reduce the total parking requirements. Secondarily, reducing the size and/or number of the units and required parking area could allow other impacts such as blockage of views, land use intensity, fire department access, and traffic noise to be mitigated through redesign of a smaller structure. 3.5.4 Level of Significance Following Mitigation Impacts should be mitigated to a level of insignificance after the improvements are completed.. 29 3.6 NOISE AND VIBRATION 3.6.1 Existing Conditions The existing noise environment is characterized by surface traffic on East Coast Iiighway. Traffic on Hazel Drive is not of sufficient Volume to Impact the site. 3.6.2 Impacts The construction and operation of the proposed project will result in short-term construction noise impacts and long-term incremental increases in traffic noise on access roadways. Construction noise associated with the project is discussed in Section 3.8. Long-term traffic noise impacts are evaluated in this section. If unmitigated, traffic noise from Coast Iiighway would expose Crown House residents to adverse noise impacts. Noise acceptability oriteria, traffic noise and vibration are discussed in the following section. Noise Criteria The State of California has adopted standards in areas of regulation not preempted by the federal government. The application standard for this project is the State Noise Insulation Standards found in the California Administrative Code, Title 25f Chapter if Subchapter 1, Article 4. This code requires acoustical Insulation in any habitable room of a new multiple -dwelling unit subjected to 60 dB (Community Noise Equivalent Level) CNEL or greater In order to maintain an annual interior level of 45 dB CNEL. The City of Newport Beach has expanded these standards to include all types of residential development. CNEL Is a method of representing, in a single number, the combined effect of a daily noise exposure. The CNEL value computed at any point Is the sum of the decibel values of the sound, with corrections for time of day, and averaged over 24 hours. Weighting factors of 3 and 10 are employed to account for increased sensitivity to noise in the evening (7 a.m. to 10 p.m.) and nighttime (10 p.m. to 7 a.m.) periods. 30 Traffic Noise Existing and future traffic along Coast Highway was computer modeled with the Federal Highway Administration's Highway Traffic Noise Prediction Model, FHWA- RD-77-108, December 1978. This model was modified to generate dB CNEL values. Model input data assumed a "hard" site and included average daily traffic levels; day/evening/night percentages of autos; medium and heavy trucks; vehicle speeds, ground attenuation factors; and roadway widths. Appendix C presents a summary of the noise model input data. Table 5 provides information on the dB CNEL at 50 feet from the roadway centerline and the distance to the 65 and 70 dB CNEL. Fifty feet represents the closest Crown House. rooms to Coast Highway. EXISTING AND FUTURE UNMITIGATED NOISE LEVELS Average dB CNEL Distance in Feet to Year Daily Trafficl at 50 Feet 70 dB CNEL 65 dB CNEL 1983 30,000 69.5 Less than 50 ft. 195 1995 43,000 71.1 91 287 The 1995 traffic volume is substantially higher and results in a significantly higher dB CNEL at 50 feet from roadway centerline and much greater distances to the unmitigated 65 and 70 dB CNEL contours. The 1995 65 and 70 dB CNEL contours are plotted on Exhibit 11. Typical residential construction practice attenuate noise by 12 dB CNEL with windows open Therefore, all of the units with windows or sliding glass doors facing Coast Highway would be exposed to interior noise levels exceeding 45 dB CNEL if supplemental noise insulation measures are not incorporated into their design. Units shielded by at least one unit would benefit from their noise attenuation and would have acceptable interior noise levels. 1 Source: Jim Brahler, City of Newport Beach, Traffic Engineering Department, June 24, 1985. 31 Vibration The response of structures to dynamic forces (vehicle movement) is the subject of structural dynamics and acoustics. Structural dynamics is concerned predominantly with dynamic stresses severe enough to endanger the structural integrity of a member, while acoustics deals with low-level dynamically excited waves in the structures which are still strong enough to radiate disturbing sound or to cause unacceptable vibration. Impacts due to earth vibration of vehicle movement on the Coast Highway were reviewed. Based upon a minimum of 16 feet separation between the roadway and structures, it is expected that little or no vibration impacts of an adverse nature would occur. This is due primarily to the isolation between the roadway and structures, and the transmission path through the ground. Vehicles of typical size and weight should not produce enough vibration to cause a significant impact through the ground path. 3.6.3 City Policies and Requirements 1. Any mechanical equipment and emergency power generators shall be screened from view, and noise associated with said structures should be sound attenuated so as not to exceed 55 dBA at the property lines. The latter shall be based upon the recommendations of a qualified acoustical engineer, and be approved by the Building Department. 2. The interior noise levels of the units shall not exceed 45 dB CNEL. 3. The exterior living areas of the units shall not exceed 65 dB CNEL. 3.6.4 Mitigation Measures 1. Redesign of the proposed structure is recommended to mitigate noise impacts to the project. Such a redesign would remove units near the Coast Highway/Buck Gully corner of the site where the noise impacts are highest. This would also serve to reduce blockage of views into Buck Gully and allow for greater access to the rear of the structure for fire fighting purposes. 32 I East Coast Highway m 0 m � ro Z /65 d $04# Unattenuated Future Noise- Contours OR0O WH MOUM &P&R7 i MH7' OONFLIEK City of Newport Beach Nosh EL EL EXHIBIT 11 2. Acoustical studies shall be conducted for the following units under the existing proposal: Main Level - 5, 6, 13, 14, 15, 16 Second Level - 19 22 39 4, 51 17, 18, 19, 20 Third Level - 1, 2, 3, 40 59 17, 182 1% 20 Fourth Level - 19 2, 32 4, 5, 17, 18, 19, 20 3. Mechanical ventilation shall be provided to enable windows to be closed. 4. All windows and doors facing Coast Highway shall have a sound transmission class rating of at least 27. 5. Minimum five-foot high balcony walls shall be placed around all exterior living spaces facing Pacific Coast Highway. Noise mitigation measures for all units within the Crown House complex include: 6. Party walls and floor/ceiling assemblies must be designed to have a sound transmission class rating of 50. Floor/ceiling assemblies must be designed to have a impact insulation class (11C) rating of 50. 7. All windows and doors of all units in the project shall be tight fitting, well sealed, and weatherstripped assemblies. 8. Openings in the building shells such as, wall -mounted air conditioners, exhausts, vents, etc., must be eliminated or acoustically treated to prevent noise leaks to the interior. 3.6.5 Level of Significance After Mitigation No significant long-term noise impacts should result. 33 1 3.7 PUBLIC SERVICES 3.7.1 Police Existing Conditions) Police protection for Newport Beach is provided by the Newport Beach Police Department. The station providing service to the site is located at 870 Santa Barbara Drive in Newport Beach. The site is within Reporting District No. 24. The department presently has a total of 139 sworn police officers and maintains approximately 40 patrol units with 8-12 units circulating in the field at one time. The department also maintains a SWAT team and one helicopter. The primary types of crimes occurring In the vicinity of the proposed project Include prowlers, and vehicle and residential burglaries, Impacts In the Police Department's preliminary review of the project plans, the primary issue of concern included sight distance on Coast Highway In relation to the Ingress/egress points and U-turn movements at the Seaward -Coast Highway intersection. The slope of Coast Iiighway creates poor sight distance for southbound traffic and, according to the Police Department, could potentially create traffic safety problems. The Ingress and egress points are being evaluated by the traffic consultant and city's traffic engineer as part of this initial study and should be fully mItigated prior to project approval (see Section 3.5). The traffic generated by the proposed project Is estimated to be less than is generated by existing commercial uses on the site and, therefore, should reduce the potential for traffic safety problems In this area. The parking structure, being locked to outside entrance (except by police or fire department personnel) and having a 24-hour valet/security service is not expected to create any increase In crime in the area. However, because this project is considered a retirement or senior citizen complex, the builder may want to place 1 Based on personal communication with Al Miller, Planning and Research, City of Newport Beach Police, June 24, 1985, 2 Ibid. 1 1 II 1 I 34 greater emphasis on security measures to deter crimes against the senior citizen residents. Mitigation Measures 1. Lighting shall be of a safe and sturdy construction and elevation. 2. Landscaping shall not cover exterior doors or windows, block line -of -sight at intersections or access points, or screen overhead lighting. 3. All exterior access points to the building and parking structure shall be locked to outside entrance (except from police or fire department personnel). 4. The valet and security services shall be provided 24 hours a day and by two separate personnel to insure adequate coverage of both services. Level of Significance After Mitigation No significant impacts should remain after mitigation. 3.7.2 Fire Protection Existing Conditionsi Fire protection and emergency medical services for the study area are provided by the Newport Beach Fire Department. The closest station to the site is on Marigold Avenue just north of Coast Highway. The Newport Center station would also respond to a first alarm call from the site. From the Marigold Station response time to an emergency would be approximately 2 minutes, and from the Newport Center station response time would be 3.5 to 4 minutes. The Marigold station is manned by a 3-man engine unit, and the Newport 1 Based on personal communication with Don Jones, Deputy Chief, Newport Beach Fire Department, June 24, 1985. I 35 Center station is manned by a 3-man engine unit, 4-man ladder unit and 2-man paramedic unit. Impacts The Fire Department has concerns regarding access to the rear of the proposed structure for firefighting purposes. Therefore, the department has reviewed the preliminary project designs and has presented a number of concerns and has presented requirements to mitigate the limited access to the project. (See Appendix B for a copy of the fire department's correspondence regarding this project.) Due to the proposed structure's size and Its limited access for fire fighting and rescues, the fire department will require that the entire building is fire sprinkled. The applicant has agreed to this requirement. In addition, the fire department needs a minimum 15-foot clear area with a maximum 10 percent slope continuous along the non -street sides of the building. The proposed project design does not provide the continuous 15-foot clear area. It Is possible that upon redesign of the project, adequate clear area can be provided by utilizing the recess areas and relocating some of the balconies, however, such a redesign would have to meet the setback requirements of the fire department. City Policies and Requirements 1. The entire building shall be fire sprinkled in relation to its size and to the limited access for firefighting and rescue purposes. 2. The use.of ramps and emergency access facilities shall be required in the building design if non-ambulatpry residents occupy the building. 3. The Fire Department needs a minimum of 15 feet clear area with a maximum 10 percent slope continuous along the non -street sides of the building to allow for fire fighting personnel and ladder access. The building shall be redesigned in a manner to satisfy the setback requirements of the fire department. 36 4. All exit stairways shall lead to an exit path that is continuous to a public way. 5. Access to the building for Fire Department use shall be required at each exit point and the main lobby. 6. A Class I standpipe will be required at locations to be designated by the fire department. 7. The building• shal be equipped with fire suppression systems approved by the Fire Department. 8. The proposed project shall incorporate an internal security system (security guards, alarms, access limits after hours) that shall be reviewed by the Police and Fire Departments and approved by the Planning Department. 9. All access to the buildings shall be approved by the Fire Department. 10. All onsite fire protection (hydrants and Fire Department connectors) shall be approved by the Fire Department and Public Works Department. 11. The landscape plan shall place heavy emphasis on fire retardant vegetation. 12. Buildings must be protected according to Table 5-A, U.B.C. (Uniform Building Code). Level of Significance After Mitigation No significant impacts should remain after mitigation. 37 3.8 CONSTRUCTION IMPACTS 3.8.1 Impacts Grading/Erosion Significant grading and excavation would be required to construct the proposed project. Up to 27,000 cubic yards of material would be excavated and deposited at an off -site location. Erosion and sedimentation would most likely occur during removal of the parking lot and existing structure and grading for the proposed new structure. Noise Residential areas are located immediately adjacent to the site along Hazel Drive. Construction activities on the site may cause noise impacts and annoyance to adjacent residents and commercial/retail establishments in the area. Construction noise associated with the project would temporarily increase background noise levels. Construction activities are normally carried out in stages, each of which has its own mix of equipment, and consequently its own noise characteristics. Trucks, graders, bulldozers, concrete mixers, portable generators, and other construction equipment will be operating during the construction phases. Over the short-term, construction noise will substantially increase ambient noise levels and will change in level as work progresses. Despite the variety in type and size construction equipment) similarities In the dominant noise sources and patterns of operation do exist. The U.S. Environmental Protection Agency has found that the noisiest equipment types operating at construction sites typically range from 88 to 91 dB(A) at 50 feet. Typical operating cycles may involve one or two minutes of full power followed by three of four minutes at lower settings. Although noise ranges were found to be similar for all construction phases, the erection phase (laying sub -base and paving) tended to be less noisy. Noise levels vary from 79 dB(A) to 89 dB(A) (energy average) at 50 feet during the erection phase of construction. M Air Quality The preparation of the study area for building construction will produce two types of air contaminants: exhaust emissions from construction equipment and fugitive dust generated as a result of soil movement. Because the project is to be phased, these construction impacts could be expected during each phase of development. The emissions produced during grading and construction activities, although of short-term duration, could be troublesome to workers and adjacent developments, even though prescribed wetting procedures are followed. These emissions are not, however, expected to cause ambient air quality standards to be exceeded onsite. Exhaust Emissions From Construction Equipment - Exhaust emissions from construction activities include those associated with the transport of workers and machinery to the site as well as those produced on -site as the equipment is used. Fugitive Dust Emissions - Construction activities are a source of fugitive dust emissions that may have a substantial temporary impact on local air quality. Emissions are associated with land clearing, ground excavation, grading operations, and construction of the structures.. Dust emissions vary substantially from day to day, depending on the level of activity, the specific operations, and the prevailing weather. Based upon field measurements of suspended dust emissions from apartment and shopping center construction projects, an approximate emission factor for construction operations is 1.2 tons of fugitive dust per acre of construction per month of activity (U.S. EPA, AP-42, 1977). Traffic Construction vehicle use of access routes to the site, specifically East Coast Highway, would occur during the construction period. The major impact will be during grading and excavation for hauling of the excavated material off site. Assuming 13 cubic yards per truck on average, approximately 1,550 to 2,000 truck trips will be made during the excavation phase when approximately 20,000 to 27,000 cubic yards of material would be removed from the site. The disposal site has not yet been determined and therefore, no specific haul routes have been evaluated. 39 Visual Impacts During the grading and construction phase, the views from nearby homes and commercial establishments will be disrupted by construction equipment and materials. 3.8.2 City Policies and Requirements General 1. A notice of start of construction and a proposed construction schedule shall be provided to all residents and property owners within 300 feet in a manner acceptable to the Planning Department. Grading 2. Development of the site shall be subject to a grading permit to be approved by the city Building and Planning Departments. 3. Grading plans shall include a complete plan for temporary and permanent drainage facilities, to minimize any potential impacts from silt, debris, and other water pollutants. 4. The grading permits shall include a description of haul routes, access points to the site, and watering and sweeping programs designed to minimize impacts of haul operation. 5. An erosion and dust control plan shall be submitted and be subject to the approval of the Building Department. 6. An erosion and siltation control plan, if required, shall be approved by the California Regional water Quality Control Board - Santa Ana Region. 7. A haul route permit, approved by the city traffic engineer, will be required prior to approval of a grading permit. 40 5 Visual 8. Landscaping shall be completed as required by the grading permit. 3.8.3 Mitigation Measures Grading/Erosion 1. The final disposal of surplus excavated material shall be accomplished in accordance with local ordinances and sound engineering practice. Safety/Noise 2. Construction shall be performed in accordance with applicable Occupational Safety and Health Act requirements and the city's noise ordinance. 3. Construction activities shall be limited to the hours of 7 a.m. and 7 p.m. Monday through Friday, and 8 a.m. to 5 p.m. on Saturday. Construction acitivities should not be allowed on Sunday or holidays. 4. The excavation area shall be fenced to prevent safety hazards during the grading and building phases. Air Quality 5. Control techniques shall be used to reduce fugitive dust generation including watering or the reduction of surface wind speed using windbreaks or source enclosures. Watering, the most common and generally least expensive method for dust control, provides up to 50 percent control. 41 Traffic 6. Disruption caused by construction work along roadways and by movement of construction vehicles shall be minimized by proper use of traffic control equipment and flagmen. Traffic control and transportation of equipment and materials shall be conducted in accordance with state and local requirements. 42 L t 4.0 SUMMARY OF CITY POLICIES AND REQUIREMENTS, AND MITIGATION MEASURES CITY POLICIES AND REQUIREMENTS ' Geology and Soils 1. Grading shall be conducted in accordance with plans prepared by a civil engineer and based on recommendations of a soil engineer and an engineering -geologist subsequent to the completion of a comprehensive soil and geologic investigation of the site. "Approved as Built" grading plans on standard size sheets shall be furnished to the building department. Drainage/Water Quality 1. A complete hydrology study and hydraulic analysis shall be performed to ' address the amount of, and manner in which, all flows to and from the site are accommodated. 2. The landscape plan shall include a maintenance program which controls the use of fertilizers and pesticides. 3. All on -site drainage shall be approved by the city grading engineer. r4. The velocity of concentrated runoff from the project shall be evaluated and erosive velocities controlled as part of the project design. 5. The landscape plan shall place heavy emphasis on drought resistant and ' fire resistant vegetation and be irrigated via a system designed to avoid surface runoff and overwatering. Aesthetic/Views 1. A landscape and irrigation plan for the project shall be prepared by a licensed landscape architect. The landscape plan shall integrate and phase the installation of landscaping with the proposed construction schedule. 1 43 (Prior to occupancy, a licensed landscape architect shall certify to the Planning Department that the landscaping has been installed In accordance with the prepared plan.) 2. The landscape plan shall be subject to the review of the Parks, Beaches, and Recreation Department and Public Works Department and approval of the Planning Department. 3. The project shall be so designated to eliminate light and glare spillage on adjacent uses. All parking lot lighting shall be subject to the approval of the Planning Department. 4. Any mechanical equipment and emergency power generators shall be screened from view. 5. Erosion and sedimentation control measures shall be completed as required in the grading permit for the project. 6. A lighting plan shall be prepared by a qualified electrical engineer. Land Use City policies and requirements, and other mitigation measures to reduce construction Impacts are presented in Section 3.8. Long-term land use impacts from loss of views, parking requirements, Coast Highway noise, and fire department access are addressed in Sections 3.3, 3.51 3.6, and 3.7, respectively. Noise and Vibration 1. Any mechanical equipment and emergency power generators shall be screened from view, and noise associated with said structures should be sound attenuated so as not to exceed 55 dBA at the property lines. The latter shall be based upon the recommendations of a qualified acoustical engineer, and be approved by the Building Department. 2. The interior noise levels of the units shall not exceed 45 dB CNEL. 44 3. The exterior living areas of the units shall not exceed 65 dB CNEL. Public Services Fire Department 1. The entire building shall be fire sprinkled in relation to its size and to the limited access for firefighting and rescue purposes. 2. The use of ramps and emergency access facilities shall be required in the building design if non -ambulatory residents occupy the building. 3. The Fire Department needs a minimum of 15 feet clear area with a maximum 10 percent slope continuous along the non -street sides of the building to allow for fire fighting personnel and ladder access. The building shall be redesigned in a manner to satisfy the setback requirements of the fire department. 4. All exit stairways shall lead to an exit path that is continuous to a public way. 5. Access to the building for Fire Department use shall be required at each exit point and the main lobby. 6. A Class I standpipe will be required at locations to be designated by the fire department. I 7. The building shall be equipped with fire suppression systems approved by the Fire Department. 8. The proposed project shall incorporate an internal security system (security guards, alarms, access limits after hours) that shall be reviewed by the Police and Fire Departments and approved by the Planning Department. 45 9. All access to the buildings shall be approved by the Fire Department. 10. All onsite fire protection (hydrants and Fire Department connectors) shall be approved by the Fire Department and Public Works Department. 11. The landscape plan shall place heavy emphasis on fire retardant vegetation. 12. Buildings must be protected according to Table 5-A, U.B.C. (Uniform Building Code). Construction Impacts General 1. A notice of start of construction and a proposed construction schedule shall be provided to all residents and property owners within 300 feet in a manner acceptable to the Planning Department. Grading 2. Development of the site shall be subject to a grading permit to be approved by the city Building and Planning Departments, 3. Grading plans shall include a complete plan for temporary and permanent drainage facilities, to minimize any potential impacts from silt, debris, and other water pollutants. 4. The grading permits shall include a description of haul routes, access points to the site, and watering and sweeping programs designed to minimize impacts of haul operation. S. An erosion and dust control plan shall be submitted and be subject to the approval of the Building Department. 46 ' 6. An erosion and siltation control plan, if required, shall be approved by the California Regional Water Quality Control Board -Santa Ana Region. ' 7. A haul route permit, approved by the city traffic engineer, will be required prior to approval of a grading permit. ' Visual 8. Landscaping shall be completed as required by the grading permit. MITIGATION MEASURES Geology and Soils 1. Building construction will be in accordance with the Uniform Building Code and requirements of the city's building permit for the project. 1 Drainage/Water Quality ' 1. All parking and other on -site paved surfaces shall be routinely vacuum - swept weekly and cleaned to reduce debris and pollutants carried into the drainage system. 2. A landscape and irrigation plan shall be prepared by a licensed landscape architect which utilizes a watering program that avoids surface runoff and overwatering. ' 3. Drainage facilities shall be properly maintained by the applicant and all ' subsequent owners/operators. ' 4. Drainage improvements shall divert runoff from the adjacent natural slope to reduce water seepage and the risk of potential slope instability ' problems. 1 47 I Aesthetics/Views I 1. The proposed structure should be redesigned to maintain some of the view potential from the highway and surrounding properties. An increased building setback from the Coast Highway/Buck Gully corner of the site would allow for the maintenance of views into Buck Gully This could be ' accomplished by reducing the number or size of the units, or otherwise redesigning the project. ' Land Use , 1. The intensity of the proposed building should be reduced to be more ' compatible with intensities of surrounding land uses. Traffic/Circulation/Parking I 1. The delivery access on Hazel Drive shall be eliminated due to adverse ' Interaction with the intersection of Pacific Coast Highway and Hazel Drive. 2. Due to the ramp incline and curve radius, the design of the driveway ramp to the parking area is not desirable for this type of retirement facility, unless valet parking can be assured. Design of driveway will be subject to further review of the Public Works Department. ' 3. The ratio of parking spaces to dwelling units appears to be lower than ' desirable. A minimum ratio of 1.00 is being required by the City, Redesign of the project to reduce the size and/or number of the units in the structure is recommended to reduce the total parking requirements. Secondarily, reducing the size and/or number of the units and required parking area could allow other impacts such as blockage of views, land use ' intensity, fire department access, and traffic noise to be mitigated through redesign of a smaller structure. , 48 Noise and Vibration ' 1. Redesign of the proposed structure is recommended to mitigate noise impacts to the project. Such a redesign would remove units near the Coast Highway/Buck Gully corner of the site where the noise impacts are ' highest. This would also serve to reduce blockage of views into Buck Gully and allow for greater access to the rear of the structure for fire fighting ' purposes. ' 2. Acoustical studies shall be conducted for the following units under the existing proposal: Main Level - 5, 62 13, 14, 159 16 Second Level - 1, 2, 3, 4, 51 17, 189 19, 20 Third Level - 19 29 30 49 5, 172 182 192 20 Fourth Level - 19 22 39 4, 5, 172 18, 19, 20 8. Mechanical ventilation shall be provided to enable windows to be closed. ' 4. All windows and doors facing Coast Highway shall have a sound transmission class rating of at least 27. 5. Minimum five-foot high balcony walls shall be placed around all exterior living spaces facing Pacific Coast Highway. ' Noise mitigation measures for all units within the Crown House complex include: ' 6. Party walls and floor/ceiling assemblies must be designed to have a sound transmission class rating of 50. Floor/ceiling assemblies must be designed to have a impact insulation class (IIC) rating of 50. ' 7. All windows and doors of all units in the project shall be tight fitting, well ' sealed, and weatherstripped assemblies. ' 8. Openings in the building shells such as, wall -mounted air conditioners, exhausts, vents, etc., must be eliminated or acoustically treated to prevent noise leaks to the interior. 49 Public Services Police 1. Lighting shall be of a safe and sturdy construction and elevation. 2. Landscaping shall not cover exterior doors or windows, block line -of --sight at intersections or access points, or screen overhead lighting. 3. All exterior access points to the building and parking structure shall be locked to outside entrance (except from police or fire department personnel). 4. The valet and security services shall be provided 24 hours a day and by two separate personnel to insure adequate coverage of both services. Construction Impacts Grading/Erosion 1. The final disposal of surplus excavated material shall be accomplished In accordance with local ordinances and sound engineering practice. Saf ety/Noise 2. Construction shall be performed in accordance with applicable Occupational Safety and Health Act requirements and the city's noise ordinance. 3. Construction activities shall be limited to the hours of 7 a.m. and 7 p.m. Monday through Friday, and 8 a.m. to 5 p.m. on Saturday. Construction acitivities should not be allowed on Sunday or holidays. 4. The excavation area shall be fenced to prevent safety hazards during the grading and building phases. 50 Air Quality 5. Control techniques shall be used to reduce fugitive dust generation including watering or the reduction of surface wind speed using windbreaks or source enclosures. Watering, the most common and generally least expensive method for dust control, provides up to 50 percent control. Traffic 6. Disruption caused by construction work along roadways and by movement of construction vehicles shall be minimized by proper use of traffic control equipment an and material requirements. 1 5.0 Beranek, Leo L. Noise and Vibration Control. McGraw-Hill Book Company. 1971. City of Newport Beach. March 19, 1975. General Platt Elements: Land Use. Noise and Public Safety. (various dates) City of Newport Beach. 1982. Local Coastal Program. G.A. Nicoll and Associates, Inc. August 9, 1978, Soil Investigation, Parking Lot and ISunzman Associates. July 1985. Crown House Retirement Apartment Complex Traffic Study. Soil Mechanics and Foundation Engineers, Inc. December 19, 1968, Report of Soil A 11, 6.0 PERSONS CONSULTED The following MBA personnel participated in the preparation of this EIR: Principal -In -Charge Thomas E. Smith, Jr., AICP Project Manager Beverly Bruesch Assistant Project Manager Ellen Miille Research and Analysis Thomas Fitzwater, AICP Graphics Lori Scharnell Word Processing Charlene Kortgard Michael Whitney The following consultants provided technical support for sections in this EIR: Ron Yeo, FAIA Architect, Inc. Ron Yeo Kunzman Associates Lee Royalty Other individuals contacted during preparation of this EIR include: City of Newport Beach Planning Department Patricia L. Temple Fire Department Don Jones Building Department Richard Higley Police Department Al Miller Public Works Department Richard Edmonston Jim Brahler Don Webb 53 if 7.0 APPENDICES A. Traffic Report B. Correspondence C. Noise Model Input Data II APPENDIX A TRAFFIC REPORT �1 Crown House Retirement Apartment Cluster Traffic Study D uoaman ,Agnuateg Trensparcetian Planning • Traffic Engineenng TABLE OF CONTENTS Section Page No. 1. Introduction .......................................... 1 2. Project Description ................................... 2 3. Existing and Project Traffic Generation 3 4. Traffic Generation Conclusions ... 0.0.................. 6 5. Parking and Internal Circulation ...................... 8 6. other Traffic Considerations 12 7. Conclusions ........................................... 13 III LIST OF TABLES Table No. Title Page No. 1 Existing Traffic Generation .................... 3 2 Project Traffic Generation ..................... 4 3 Traffic Generation Comparison 7 1 �i It 1 I LIST OF FIGURES Figure No. Title FollowingPage No. 1 Vicinity Map .................................. 2 2 Project Parking Plan .......................... 8 3 Site Plan.....................................10 4 Project Traffic Distribution ..................12 1. INTRODUCTION This report is an analysis of the traffic impacts of the proposed Crown House Retirement Apartment project in accordance with the requirements of the City of Newport Beach Traffic Phasing Ordinance. The project is proposed for a site which is currently serving ' another land use. The existing land use generates traffic which contributes to existing service levels within the circulation system. A primary objective of the report is to determine the M project's traffic impacts relative to this existing condition. As directed by City staff, the proposed project will only be liable for traffic impacts which would exceed those generated by the existing land use. r I I 11 r i 2. PROJECT DESCRIPTION ' Proiect Location The project is located at the southeast corner of East Pacific Coast Highway and Hazel Drive in the Corona Del Mar district of Newport Beach (See Figure 1). Proposed Development The project consists of a new SO unit, four story retirement apartment building with a basement and subterranean parking. The typical apartment dwelling unit is a two bedroom, two bath floor plan with a mini kitchen. Ten percent of the units wi11 be a one bedroom floor plan. The project will provide space for a common dining area and on -site beauty shop, barber and laundry services. Existing Land Use The project will be constructed on a site which is currently occupied by an existing 12,430 square foot one-story structure with surrounding ground level parking. A portion of the structure has recently been remodeled to convert 7,500 square feet of the original floor plan from restaurant use to retail commercial use. The remaining 4,930 square feet of the original ' floor plan has been retained as a restaurant. The mixed use floor plan represents the current land use of the site. I I U I I 2 1 m iii■s iml mIlml iiis m man tl it m >_ it m m m am i Figure 1 Newport Beach Master Plan of Streets and Highways F-------i Routes That Reyuire n.il,er Com&mh%L „iii Secoa Road (Four Lone UxfiiVld © Pr61wy Road (Four Lane Divided). © Maior Rood (Six Lane Divided). rrE,r PAnary Rand Mod -died. B �^`M,ptemsd fteeway Routes. uuc. a. ^+. ^moo• 1grHrrrrr4rrrrxx(`rrxr ryn t . J. •�• Y .1 I'��' 'Itt-ltit ii � �'T• • 1 �' rij C 9<unpian (SSoetateS 0 . C � � ��; � 'sir• v ♦- \ii ,'tlaiJ „ 6. sea 'nnFi oi..,. i tlt ••�,•7S.). �.S1tY� �. , jiit� .(: :�„ 7yau..: �: � •i j•F 1.�'•: 17 11 3. EXISTING AND PROJECT TRAFFIC GENERATION The traffic generated by a site is determined by multiplying an appropriate trip generation rate by the quantity of land use. Trip generation rates are expressed in terms of trip ends per person, trip ends per employee, trip ends per acre, trip ends per dwelling, or trip ends per thousand square feet of floor area. For this study, trip generation data were supplied by the city of Newport Beach. Table 1 provides trip generation information for the existing mixed retail commercial and restaurant land use. Table 2 provides trip generation information for the project BO unit retirement apartment building. 3 Table 1 EXISTING TRAFFIC GENERATICN Trip Generation per Trips Generated 1000 Square Feet Existing Uses Gross Floor Area Retail Retail Ccnmercial Restaurant Time Period Co miercial Restaurant 7500 Sq. Ft. 4930 Sq. Ft. Evening Peak Hour Inbound 1.5 5.0 11 25 Outbound 2.0 3.0 15 15 Total 3.5 8.0 26 40 Peak 2.5 Hours Inbound 3.0 10.0 22 49 Outbound 4.0 6.0 30 30 Total 7.0 16.0 52 79 Daily Two -Way Traffic Total 40.0 75.0 300 370 4 11 Table 2 PROJECT TRAFFIC GENERATION Trip Generation Per Trips Generated by Time Period Dwelling Unit 80 Dwelling Units Evening Peak Hour Inbound 0.2 16 Outbound 0.2 16 Total 0.4 32 Peak 2.5 Hours Inbound 0.4 32 Outbound 0.4 32 Total 0.8 64 Daily Two -Way Traffic Total 4.0 320 [l 1 11 11 1 I1 I1 II 1 4. TRAFFIC GENERATION CONCLUSIONS Table 3 presents a comparison of traffic generation for the existing land use and the proposed project for several time intervals. This comparison indicates that during most time periods, the project will generate less than half of the traffic generated currently by the existing retail shops and restaurant. on the basis of the above conclusion, th not produce traffic impacts greater,than exist for the site; they should in fact b level of service for intersections in the should not be impared by the project. F percent analysis was not nerfnrmed f identified by city sta e proposed project will n those that currently e reduced. The overall vicinity of the project or this reason the one or the interseetinns f Table 3 TRAFFIC GENERATION COMPARISON EXISTING MIXED USE VS PROPOSED PROJECT USE Totai Tri s Generated Existing Mixed Proposed Project Use Retail Single Use Commercial and Retirement Time Period Restaurant Apartments Evening Peak Hour Inbound 36 16 Outbound 30 16 Total 66 32 Peak 2.5 Hours Inbound 71 32 Outbound 60 32 Total 131 64 Two -Way Traffic Total 670 320 7 S. PARKING AND INTERNAL CIRCULATION Parking Parking for the project is located in the basement area of building as illustrated by Figure 2. Vehicles enter and exit parking area via a two-way ISO degree circular ramp locate the center of the basement. Parking is provided in the ratio To determine the adequacy of on -site parking for this type of retirement housing, the parking for several existing similar facilities was studied. Data gathered for these facilities suggests there is a wide variation in the ratio of spaces per dwelling unit which provides adequate parking for a retirement facility. Woodbridge Manor I in the City of Irvine is a retirement apartment complex which is somewhat representative of this type of facility. The complex consists of 100 one bedroom dwelling units, each containing a kitchen. There is no meal service from a common dining area. The parking for this complex was surveyed by Kunzman Associates at four points in time. Two surveys were designed to determine the maximum parking required by persons living there by conducting them late at night or in the early morning. Two additional surveys were designed to determine the maximum guest parking by conducting them at mid -day Saturday and Sunday. The survey revealed the following: 1. Spaces available on -site: Assigned - 59 Guest - 4 Curb - 12 Total - 75 2. Minimum vehicles parked - 48 3. Maximum vehicles parked - 56 4. Maximum vehicles parked per dwelling - 0.56 5. Maximum spaces per dwelling - 0.75 The management of Woodbridge Manor has stated that all residents desiring parking for vehicles have been accommodated and that residents are not restricted from having a vehicle on -site as a condition of their rental. Further, the management has indicated L C Figure 2 Project Parking Plan MKWA �If KP.w/t 3'PN+bIIM. /3\S n •• 'es FAR S - •tCrrl'I•o V K t t ` HOH /IKA)C•fa • Af � f �� T •�7 nl Y) iMi^� / r n• ! BASEMENT LEVEL \ / �unglrran c�4ssociafes I that there has never been a parking problem. All dwelling units of the facility are occupied and there is no full-time bus service provided by the facility. Based on an extended period of successful operation at this facility, a parking to dwelling ratio of 0.75 appears to be adequate. ' Another retirement apartment complex which is comparable to the Crown douse project exists in the City of Huntington Beach. Data for this facility was obtained informally from the Department of ' Traffic Engineering for the city. This facility is described as a six building high-rise retirement apartment complex with 70 percent of the dwelling units being one bedroom units. All units include a kitchen area and there is no on —site meal service provided in a common dining area. The ratio of parking to dwelling units is 0.67 and all spaces are unassigned. There are no parking restrictions as a condition of occupancy. ' The City's observation of parking at this complex is that the ratio of spaces to dwelling units is inadequate to meet the demand for parking.. This is based primarily on the rate of ' complaints from residents. The Department of Traffic Engineering of the city has reviewed the parking of other retirement apartment projects in the Los Angeles area and has determined that a minimum parking ratio in the range of 1.1 to 1.3 may be appropriate for the Huntington Beach complex. It should be noted that the lack of assigned parking spaces may be contributing significantly to the rate of complaints by residents; many complaints may be related to parking location rather than the supply of parking. The demand for a higher ratio of parking may also be related to demographics which have not been identified. ' Based on the data gathered for the two projects studied, the parking ratio which provides adequate capacity for a given ' facility may vary widely and may be influenced by a variety of factors. Satisfactory performance at facilities for which Kunzman Associates has performed analyses indicates parking ratios as low as 0.6 may be adequate with higher ratios providing an additional cushion for peak demands. The parking ratio of 0.67 proposed for the Crown House apartment project may be adequate for resident vehicles while it may not provide a ' sufficient surplus of parking for additional demands such as visitors and employees. Several features of the project suggest that a parking ratio ' greater than 0.67 may be desirable for this project. These are- a resident clientele which may be more affluent and therefore likely to maintain and operate a car, a majority of dwelling ' units will be a larger two -bedroom plan, and a relatively large employee staff providing services to residents. Because of these features, which may be specific to this project, city staff has stated that a parking ratio of one space per dwelling unit will be required for the project. 1 9 Internal Circulation Pacific Coast Highway adjacent to the project site is a four lane divided highway with a raised median and curb parking. The median would prohibit exiting westbound traffic from the site from crossing the eastbound lanes to execute the movement directly. This dictates that all outbound traffic will be limited to right turns exiting the site. To cope with this circulation constraint, the site plan provides a crescent shaped driveway plan at the main building entrance of the project as illustrated by Figure 3. A driveway approach is provided at each end of the crescent to enable traffic to flow in a one-way pattern entering and exiting the site. The driveway varies in width from 20 to 25 feet which is sufficient to permit an unloading/drop-off area at the building entrance and still allow other vehicles to pass. A parking space for a small bus has been provided adjacent to the driveway entrance in an out-of- the-way location which does not impare traffic flow in the driveway. Traffic circulation in the driveway should be adequate for the low traffic volumes typical of this type of facility. Except for the unloading area at the main entrance, parking should be prohibited along all curbs in the driveway area to provide adequate access for emergency vehicles. It should be noted that there is no access available for fire protection equipment to the rear of the site. Hazel Drive is a 20 foot wide one-way residential street southbound from Pacific Coast Highway fronting the site to the west. An additional gated entry to a delivery/service parking area has been provided from Hazel Drive very close to the intersection of Pacific Coast Highway. A gate at the other end of this delivery area permits access to the crescent shaped driveway through the bus parking space. The proximity of this entry to the intersection of Hazel Drive and Pacific Coast Highway makes this entry undesirable. The location of trash bins at the far end of the delivery area would require trash trucks to fully enter the delivery area to empty the bins. With a gate and the bus imparing exit at the other end, trash trucks and other delivery vehicles would most likely be forced to back into the one-way street into the path of vehicles entering the street from the intersection. While the outer gate will prevent non -service vehicles from using this entrance to the site, it will also require service vehicles to pause at the entrance for the opening of the gate, possibly imparing the flow of traffic on the narrow street. For these reasons, it is desirable to eliminate the delivery entrance from Hazel Drive. If the delivery area must be retained in its present location, it would be more desirable to have service vehicles back into this area from the main driveway allowing them also to use the driveway for exit. This would require the relocation of the bus parking spaces. I, 10 Figure 3 Site Plan __.. ... --- lo' - - �0`rT•-,COLT 1i6HWAY _.. ._- ...... • 29' _ _ Rlurf'111124Ia1LY qaw •k, rF'• �/ ^lam , - � •� . airy �- � � � 15 .w If •�s. I �'� ` MRYW6 ��.. � . • � 1 _ r • weer .,r,,,� �-t �o � ; 7 .� . `�f Y6 s MAIN LEVEL v�.uN�d�nQN c�SSCCiQfCS 11 Entry and exit to the basement parking area is provided by a 180 degree circular ramp which interfaces with the crescent driveway near the main exit. The ramp is 30 feet wide with an inside radius of 20 feet. While the ramp is physically adequate to accommodate parking related traffic, the design is not well suited to this type of retirement facility. Older residents may have difficulty negoiating a driveway which is both inclined and turning at a sharp rate. While space at this project is at a premium, a ramp with a straight incline and turn at the base of the incline would be more suitable. Traffic circulation within the parking area is adequate. it should be noted that the tandem parking arrangement for three of the parking spaces is undesirable for resident and guest parking unless valet service can be depended on. 11 I ' 6. OTHER TRAFFIC CONSIDERATIONS ' The distribution of traffic which might be expected from the site is as shown in Figure 4. This distribution was specified by City ' Staff for the purpose of analyzing traffic impacts generated by the project. Of interest in the traffic distribution is that 15 percent of the ' traffic generated by the project would be expected to travel to and from the city operated Oasis Senior Center located at Marguerite Avenue and 5th Avenue. Another 15 percent of the, traffic would be distributed to the many shops and businesses distributed westerly along Pacific Coast Highway. Public transit service does exist along this route and trip diversion to this mode of travel is possible. The effect of this would be to reduce auto traffic to and from the site slightly. A very important aspect of the distribution shown is that 90 percent of the traffic generated by the site is oriented to the west of the site. As stated in the previous section, all outbound traffic cannot exit the site directly and proceed westerly due to the raised median directly in front of the site. Consistent with this, this traffic will be required to execute some type of U-turn movement ' on Pacific Coast Highway east of the site. A portion of the traffic would utilize the left turn pocket just to the east of the site while the remainder would utilize the left turn pocket ' at the signalized intersection of Pacific Coast Highway and Cameo Shores Road. It should be noted that the volume of traffic making this U-turn movement will be reduced compared to the existing land use of the site. ' 12 Figure 4 Project Traffic Distribution d �a 20 °a Hills goad 1030 a� O r u arb°� W 10 13 (distributed) o OASIS SENIOR CENTER a side P �^r r� 18 a° O` seaN and Roe Qo 0tia` Site H� Le n 15,Percent of Project Traffic PACIFIC 10 OCEAN `�:ungnlan v4ssoctates r 0 1 7. CONCLUSIONS ' 1. The proposed project will generate less traffic than the existing land use at the site. Traffic impacts will be reduced and project generated traffic at all intersections ' subject to review for the project will not exceed one percent of current volumes. ' 2. U-turn movements along Pacific Coast Highway from the site will be reduced from current numbers. 3. Access to the site is adequate. However, it is recommended that the delivery access on Hazel Drive be eliminated due to adverse interaction with the intersection of Pacific Coast ' Highway and Hazel Drive. 4. The design of the driveway ramp to the parking area with coincident incline and curvature at minimum radius would ' present a physical coordination situation which may be difficult for senior citizens to negotiate. For this reason, this design is not desirable. An alternate design is recommended. 5. The ratio of 0.67 parking spaces to dwelling units appears to be lower than desirable. City staff has stated that one ' space will be required for each dwelling unit. I 1J ' 13 APPENDIX B I I r I1 1.1 1 11 1 NEWPORT BEACH FIRE DEPARTMENT June 28, 1985 TO: Pat Temple, Environmental Coordinator FROM: Don Jones, Deputy Chief SUBJECT: Review of Crown House Proposal We find that the following items are of concern to the fire department. 1. Entire building will need to be sprinkled in relation to its size and to the limited access for firefighting and rescue purposes. 2. Consideration of the 'use of ramps and exiting may have to be given in building design if non -ambulatory residents occupy the building. 3. As the structure is proposed the fire department needs a minimum of 15 feet clear area with a maximum 10% slope continuous along the non street sides of the building. 4. All exit stairways must lead to an exit path that is continuous to a public way.. 5. Access to the building for fire department use will occur at each exit point and the main lobby. 6. A Class I standpipe will be required at locations to be designated by the fire department. I/ DON JONE 3nXL9 Deputy Chief DJ:rw it Il 1.1 r 11 III NOISE MODEL INPUT DATA FHWA TRAFFIC NOISE DATA SHEET ' Sheet No. 1 Project Crown House No. Date July 2, 1985 Preparer T.F. Existinir Future Alt.1 Alt.2 Alt.3 Roadway Coast Highway Segment ' ' ' S.E. of PoppyAvenue Run No. _ ADT Speed 1 30,000 2 43,000 0 -TO- Vehicle %: New Same_ Alpha 'Hard Hard AD =75.51 MTD = 1.56 HTD = 0.64 Grade 0 0 AE =12.57 MTE = 0.09 HTE = 0.02 Section 23' 23' 195 287 AN = 9.34 MTD = 0.19 HTN = 0_08 65 CNEL 70 CNEL < 50 91 Roadway Run No. Segment ADT Speed Vehicle %: New _ Same _ Alpha AD = _ MTD = ! HTD = _ Grade AE MTE _ HTE _ Section AN = _ MTD__HTN_ 65 CNEL 60 CNEL Roadway Run No. Segment ADT Speed Vehicle %: New _ Same _ Alpha AD = _ MTD = _ HTD = _ Grade AE _ _ MTE HTE Section AN = _ MTD = _ HTN = _ 65 CNEL 60 CNEL Roadway Run No. Segment ADT Speed Vehicle %: New _ Same _ Alpha AD = _ MTD = _ HTD = _ Grade AE MTE HTE Section AN = MTD = HTN = 65 CNEL 60 CNEL