Sustainable Groundwater Management Act of 2014
In the midst of a major drought in 2014, a three-bill legislative package consisting of Assembly Bill (AB) 1739, Senate Bill (SB) 1168, and SB 1319, collectively known as the Sustainable Groundwater Management Act (SGMA), was signed into law on September 16, 2014. 2 The Governor’s signing message
states “a central feature of these bills is the recognition that groundwater management in California is best accomplished locally.” Under SGMA, in groundwater basins that are designated as medium and high priority, local public agencies and groundwater sustainability agencies (GSA) must assess conditions in their local groundwater basins and then prepare groundwater sustainability plans (GSP).
California Water Code Section 13751: Water Wells
Section 13751 of the Water Code requires a well completion report (WCR) to be completed by each person who digs, bores, or drills a water well, cathodic protection well, groundwater monitoring well, or geothermal heat exchange well or abandons or modifies an existing well. The WCR should be filed with Department of Water Resources (DWR) within 60 days of the date that construction, alteration, abandonment, or destruction of a well is completed.
3 Completed WCRs are sent to and maintained at the
DWR regional office that serves the area where the well is located.
1 State Water Resources Quality Control Board, September 2022, Storm Water Program: Trash Implementation Program, https://www.waterboards.ca.gov/water_issues/programs/stormwater/trash_implementation.html, accessed April 4, 2023. 2 Department of Water Resources, 2022, Sustainable Groundwater Management Act (SGMA), https://water.ca.gov/programs/groundwater-management/sgma-groundwater-management, accessed April 5, 2023. 3 California Department of Water Resources, 2023, Well Completion Reports, https://water.ca.gov/Programs/Groundwater- Management/Wells/Well-Completion-Reports, accessed April 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-7
California Plumbing Code
The latest version of the California Plumbing Code was issued in 2022 and became effective as of January 1, 2023. The code is updated on a three-year cycle. It specifies technical standards for the design, materials, workmanship, and maintenance of plumbing systems. One of the purposes of the plumbing code is to prevent conflicting plumbing codes within local jurisdictions. Among many topics covered in the code are water fixtures, potable and non-potable water systems, and recycled water systems. The City of Santa Rosa adopts the California Plumbing Code under SRCC Section 18-24.010, Citation of California Plumbing Code.
Water Conservation in Landscaping Act of 2006
The Water Conservation in Landscaping Act includes the State of California’s Model Water Efficient Landscape Ordinance (MWELO), which requires cities and counties to adopt landscape water conservation ordinances. The MWELO was revised in July 2015 via Executive Order B-29-15 to address the ongoing drought and to build resiliency for future droughts. State law requires all land use agencies, which includes cities and counties, to adopt an ordinance that is at least as efficient as the MWELO prepared by DWR.
The 2015 revisions to the MWELO improve water savings in the landscaping sector by promoting efficient landscapes in new developments and retrofitted landscapes. The revisions increase water-efficiency standards for new and retrofitted landscapes through more efficient irrigation systems, greywater usage, and on-site stormwater capture, and by limiting the portion of landscapes that can be covered in turf.
New development projects that include landscape areas of 500 square feet or more, and rehabilitated landscape projects with an area equal to or greater than 2,500 square feet, are subject to these requirements.. This applies to residential, commercial, industrial, and institutional projects that require a permit, plan check, or design review.
4 The City of Santa Rosa adopts the MWELO Ordinance in the Santa Rosa City Code (SRCC) Title 14, Chapter 14-30, Water Efficient Landscape.
Regional Regulations
North Coast Basin Water Quality Control Plan
The City of Santa Rosa is within the jurisdiction of the North Coast RWQCB (Region 1). The North Coast RWQCB addresses region-wide water quality issues through the creation and triennial update of the Water Quality Control Plan for the North Coast Region (Basin Plan). The Basin Plan was adopted in 1975 and most recently amended in 2018. The Basin Plan designates beneficial uses, establishes water quality objectives, and contains implementation programs and policies to achieve those objectives for all waters designated in the Basin Plan.
5 The North Coast RWQCB also administers the MS4 permit for Sonoma County and the municipalities within the county, including the City of Santa Rosa.
4 California Code of Regulations, Title 23, Division 2, Chapter 2.7, Section 490.1, Applicability. 5 North Coast Regional Water Quality Control Board, updated August 20, 2021, An Introduction to the Basin Plan, https://www.waterboards.ca.gov/northcoast/water_issues/programs/basin_plan/#amendment, accessed April 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-8 OCTOBER 2024
Municipal Regional Stormwater NPDES Permit
Municipal stormwater discharge in the City of Santa Rosa is subject to the Waste Discharge Requirements of the MS4 Permit (Order No. R1-2014-0030; NPDES No. CA0025054). All new development or redevelopment projects that create or replace 10,000 square feet of impervious surfaces are subject to post-construction BMP implementation. Projects that create or replace more than one acre of impervious surface are also required to comply with the hydromodification provisions of the MS4 permit, which requires capturing and retaining 100 percent of the volume of runoff generated by a 1.0-inch rainfall event over a 24-hour period.
The treatment control BMPs should be properly selected, designed, inspected, and maintained according to the permit requirements. LID methods are the primary mechanisms for implementing such controls.
Santa Rosa has prepared the Low Impact Development Technical Design Manual to assist developers in properly designing and sizing BMPs for new development and redevelopment projects. 6 The City requires
submittal of documentation that the proposed projects meet these requirements by submitting the 2017 Storm Water LID Determination Worksheet.
Santa Rosa Plain Subbasin Groundwater Sustainability Plan Most of the City of Santa Rosa is within the Santa Rosa Valley, Santa Rosa Plain Groundwater Subbasin, which has been designated as a medium-priority groundwater basin and is not in critical overdraft.7 Medium priority groundwater subbasins are required under SGMA to form a GSA and prepare a GSP .
There are two other groundwater subbasins within the EIR Study Area along the eastern edge of Santa Rosa: the Santa Rosa Valley–Rincon Valley subbasin and the Kenwood Valley subbasin. Both are designated very low priority because of a total groundwater use of less than 1,000 acre-feet per year, and they are not required to prepare GSPs.
The Santa Rosa Plain GSA consists of the Sonoma County Water Agency (Sonoma Water), which prepared the GSP; Sonoma County; the cities of Cotati, Rohnert Park, Santa Rosa, and Sebastopol; the town of Windsor; Gold Ridge Resources Conservation District; Sonoma Resource Conservation District; and an organized group of mutual water and public utilities regulated companies (known as Independent Water Systems). The GSP was prepared in December 2021 and was approved by DWR in January 2023. 8 The GSP
describes current and historical groundwater conditions, prepares a water budget, establishes sustainable yield criteria and a groundwater monitoring network, and develops management programs to ensure that the basin will meet its sustainability goals.9
6 City of Santa Rosa, 2020. Storm Water Low Impact Development Technical Design Manual. 7 Department of Water Resources, SGMA Data Viewer,
https://sgma.water.ca.gov/webgis/?appid=SGMADataViewer#currentconditions, accessed April 5, 2023. 8 Santa Rosa Plain Groundwater Sustainability Agency, Groundwater Sustainability Plan, https://santarosaplaingroundwater.org/gsp/, accessed April 5, 2023. 9 Santa Rosa Plain Groundwater Sustainability Agency and Sonoma Water, December 2021, Groundwater Sustainability Plan:
Santa Rosa Plain Groundwater Subbasin, http://santarosaplaingroundwater.org/wp- content/uploads/000_Santa_Rosa_GSP_508.pdf, accessed April 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-9
Sonoma Water
Sonoma Water, previously known as the Sonoma County Water Agency, provides water supply, wastewater management, and flood protection to Sonoma County. Sonoma Water manages and maintains a water transmission system that provides naturally filtered Russian River water that is delivered to Santa Rosa under a contractual agreement. Santa Rosa is currently entitled to receive 56.6 million gallons of water per day (for the average-day peak month demand), up to a total annual volume of 29,100 acre-feet. This amount of water makes Santa Rosa the largest consumer of water in the Sonoma Water service area. Additionally, Sonoma Water has partnered with federal agencies to help build and manage a variety of flood protection projects, including Spring Lake, Matanzas Creek Reservoir, Piner Creek Reservoir, and Brush Creek Middle Fork Reservoir .10 Sonoma Water also manages a proactive stream maintenance program for more than 80 miles of creeks throughout its service area, including those in Santa Rosa.11
Sonoma Water has also recently published the Flood Management Design Manual to be used by public agencies and private entities in Sonoma County that are designing, constructing, or maintaining waterways, channels, closed conduits, or culverts. It provides the methodology and criteria for analyzing storm drain systems and facilities that are necessary to convey stormwater runoff from large storm events. It replaces the previous Sonoma County Water Agency Flood Control Design Criteria. 12 The Santa
Rosa Storm Drain Design Standards, as described below, uses this methodology for the hydrologic and hydraulic design of storm drains within the city.
Sonoma County Multi-Jurisdictional Hazard Mitigation Plan The purpose of hazard mitigation planning is to reduce the loss of life and property by minimizing the impact of disasters. The Sonoma County Multi-Jurisdictional Hazard Mitigation Plan (MJHMP), updated in 2021, in accordance with the federal Disaster Mitigation Act of 2000, provides an assessment of natural hazards in the County and a set of actions to reduce or alleviate the loss of life, personal injury, and property damage from these hazards. The MJHMP was reviewed and approved by FEMA in order for the County to maintain eligibility for disaster relief funding.
An annex to the MJHMP provides an assessment of hazards and vulnerabilities specific to the City of Santa Rosa. The Santa Rosa annex includes a list of past natural hazard events and mitigation measures to address future hazards. For example, one of the mitigation measures is to update the City’s emergency planning documents every five years to ensure consistency with state and federal law, location conditions, best practices, and the most recent science.
10 Sonoma Water, Flood Protection Facilities, https://www.sonomawater.org/flood-protection-facilities, accessed April 5, 2023.
11 Sonoma Water, Stream Maintenance Program, https://www.sonomawater.org/stream-maintenance-program, accessed April 5, 2023.
12 Sonoma Water, 2020, Flood Management Design Manual,
https://www.sonomawater.org/media/PDF/Water%20Resources/Flood%20Protection/Flood%20Management%20Design%20Ma nual/FMDM_Main_Body_Mar2020_ADA%20v2.pdf, accessed August 4, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-10 OCTOBER 2024
Local Regulations
Santa Rosa City Code
The Santa Rosa City Code (SRCC) includes various directives to minimize adverse impacts to hydrology and water quality in Santa Rosa. The SRCC is organized by title, chapter, and section, and in some cases, articles. Most provisions related to hydrology and water quality impacts are in Title 14, Potable and Recycled Water; Title 16, Storm Water Enterprise; Title 17, Environmental Protection; Title 18, Buildings and Construction; Title 19, Subdivisions; and Title 20, Zoning, as follows:
Chapter 14-12, Wells. This chapter describes the procedures for regulating the construction, reconstruction, and destruction of existing and abandoned water wells, test holes, and excavations within the City. The Chief Health Officer determines the requirements for the issuance of water well permits. The chapter also requires that all developed parcels in zones of groundwater contamination (i.e., the Red Zone) must be connected to the City’s potable water supply system. Chapter 14-30, Water Efficient Landscape. This chapter ensures efficient water use by establishing standards for landscape design appropriate to Santa Rosa’s climate, soils, water resources, and land use and resource planning. The Water Efficient Landscape Policy was initially adopted by Resolution No. 21142 of the Santa Rosa City Council on December 22, 1992, in response to California’s Government Code Section 65591, which requires local agencies to adopt water efficient landscape regulations. The policy was replaced by the Water Efficient Landscape Ordinance, which initially was enacted in January 2010 and most recently updated in 2016. The chapter applies to all new public and private projects with landscaping that require a conditional use permit or design review by the City or a utilities certificate. This includes office, commercial, industrial, and institutional landscaping; park and greenbelt landscaping; developer-installed landscaping in multiple-family residential; and common areas of single-family residential developments. Chapter 15-08, Pretreatment. Section 15-08.050, Wastewater Discharge Permit Classification, regulates discharges to the sewer system based on the classification of wastewater discharged by users and provides a basis for sewer use charges. This section requires projects that discharge groundwater from construction dewatering to the sanitary sewer system to apply to the City for a wastewater discharge permit and pay the applicable user fee. Title 16, Storm Water Enterprise. This title was added to the SRCC in 1996 to comply with the NPDES permit and to control and reduce flooding, property damage, erosion, and stormwater quality degradation. The code established a Storm Water Enterprise and Utility to prescribe and collect charges (special assessments) for the services and facilities of the enterprise, which are collected through the property tax rolls.
Chapter 17-12, Storm Water. This chapter prohibits the impairment or obstruction of the natural flow of stormwaters in a channel, pipe, or storm drain system unless an encroachment permit or grading permit has been issued by the City Engineer or Chief Building Official. The chapter also addresses stormwater quality in accordance with the requirements of the NPDES permit, prohibits the discharge of non-stormwater into the City’s storm drain system, and requires the reduction of pollutants in stormwater discharges by implementing BMPs and LID features for new development and redevelopment projects.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-11
Chapter 18-24, California Plumbing Code. This chapter adopts the California Plumbing Code which specifies technical standards for the design, materials, workmanship, and maintenance of plumbing systems, including requirements for water conservation systems. Chapter 18-42, California Green Building Standards Code. This chapter adopts by reference, with the additions, insertions, deletions and changes listed throughout, the California Green Building Standards Code which establishes building standards for sustainable site development, including water efficiency and water conservation measures that typically reduce water consumption by 20 percent. Chapter 18-52, Flood Damage Prevention. This chapter is in accordance with FEMA regulations and establishes flood damage prevention measures that apply to all areas of special flood hazard (i.e., 100-year floodplains) within the city. It requires that buildings and development projects that are vulnerable to floods be protected against flood damage at the time of construction by obtaining a development permit and implementing construction standards specified in the chapter . Chapter 19-64, Grading and Erosion Control. This chapter provides the grading and erosion control measures that shall be implemented during the design of all subdivisions. BMPs include minimizing soil exposure during the rainy season, retaining natural vegetation as feasible, divert runoff away from steep slopes, minimize length and steepness of slopes by benching or terracing, and trap runoff laden with sediment in basins to allow settlement prior to discharge to receiving waters. Chapter 20-30, Standards for All Development and Land Uses. Section 20-30.040, Creekside Development, provides minimum setbacks from waterways to provide protection for owners of riparian property and the public from the hazards of stream bank failures and flooding. In general, the setback area on either side of a natural or modified waterway shall be 50 feet from the top of the highest bank for new structures.
Citywide Creek Master Plan
The Citywide Creek Master Plan (CCMP), adopted in 2007 and updated in 2013, provides guidelines for the care, management, restoration, and enhancement of the network of creeks and waterways that flow through Santa Rosa, which affect water quality.
13 This plan was prepared in conjunction with Sonoma
County and Sonoma Water. The CCMP addresses the nearly 100 miles of creeks that flow through Santa Rosa. The CCMP provides goals, objectives, and policies that focus on the preservation and enhancement of local creeks, the development of trails, and recreational and educational opportunities for residents of the City. The plan also provides maps for each watershed, a description of existing conditions, and recommendations for habitat restoration and recreational access. Implementation of the CCMP will occur over several years and be periodically updated. Project funding is anticipated from grants or other funding sources that are involved in restoring fish and wildlife habitat and improving recreational opportunities and access.
13 City of Santa Rosa, County of Sonoma, and Sonoma County Water Agency, August 2013, Santa Rosa Citywide Creek Master Plan, https://www.srcity.org/DocumentCenter/View/13792/Santa-Rosa-Citywide-Creek-Master-Plan-PDF, accessed April 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-12 OCTOBER 2024
The Santa Rosa Creek Design Guidelines are provided as an appendix to the CCMP and should be used in conjunction with the CCMP when developing projects to restore and enhance waterways in Santa Rosa.
Also included in the appendices are restoration concept plans for Pierson Reach, Roseland Creek, Kawana Spring (Upper Colgan Creek), and Lower Colgan Creek.
Storm Water Low Impact Development Technical Design Manual Recently revised in 2020 and applicable for all new development in Santa Rosa, the Storm Water Low Impact Development Technical Design Manual provides technical guidance for project designs that require the implementation of permanent stormwater BMPs intended to satisfy NPDES permit requirements. 14 The intention of the Stormwater Low Impact Development Technical Design Manual is to promote LID goals of minimizing adverse impacts from stormwater runoff; minimizing the percentage of impervious surfaces on land development projects and implementing mitigation measures to mimic the pre- development water balance; minimizing pollutant loadings from impervious surfaces such as rooftops, parking lots, and roadways; and properly selecting, designing, and maintaining treatment control BMPs and hydromodification control BMPs.
Storm Drain Standards
The City of Santa Rosa has established public storm drain standards to assist developers and their engineers in the design of storm drain facilities within the City. 15 The document provides the methodology
for determining stormwater runoff rates and the hydraulic design criteria to be used in sizing storm drains.
In general, drainage systems must be designed to accommodate flows from storms with recurrence intervals ranging from 10 to 100 years, depending on the waterway classification to which it discharges.
Open channels that will be maintained by Sonoma Water must be designed as specified in the 2020 Sonoma Water Flood Management Design Manual.
EXISTING CONDITIONS
Topography and Climate
The City of Santa Rosa is in the Santa Rosa Plain, an alluvial plain that gently slopes from the Mayacamas Mountains and the Valley of the Moon in the east to Laguna de Santa Rosa in the west. The eastern edge of the city borders Hood Mountain Regional Park, and elevations in this area can range up to 1,200 feet above mean sea level (msl), whereas the non-contiguous westernmost portions of the city are at elevations of about 84 feet above msl. Downtown Santa Rosa is at an elevation of about 150 feet msl.
14 Cities of Cloverdale, Cotati, Healdsburg, Rohnert Park, Santa Rosa, Sebastopol, and Ukiah, County of Sonoma, Sonoma Water, and Town of Windsor, revised December 2020, Storm Water Low Impact Development Technical Design Manual, https://www.srcity.org/DocumentCenter/View/14974/2017-Storm-Water-Technical-Design-Manual-Narrative-revised-1621, accessed April 5, 2023.
15 City of Santa Rosa, 2005, Public Storm Drain Standards.
4.10.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-13
Santa Rosa has a Mediterranean climate with cool, wet winters and hot, dry summers. In the summer, fog often moves in from the Pacific Ocean in the evenings and mornings, but it usually clears to warm, sunny weather by late morning or noon before returning in the late evening. The mean annual precipitation is 31 inches per year, with most of the rainfall occurring between the months of October and April. 16 The
average maximum temperature of 82.8 degrees Fahrenheit occurs in August and the average minimum temperature of 36.7 degrees Fahrenheit occurs in January.17 Regional Hydrology
The City of Santa Rosa is within the Laguna de Santa Rosa Watershed, which drains approximately 254 square miles in Sonoma County. Major tributaries include Windsor Creek, Mark West Creek, Santa Rosa Creek, Blucher Creek, and Copeland Creek. These creeks drain into Laguna de Santa Rosa, which flows into the Russian River, which ultimately flows into the Pacific Ocean. The watershed serves as an important stopover for thousands of birds migrating along the Pacific Flyway and is home to a wide variety of animals, including more than 200 species of birds, rare and endangered salmon, steelhead, salamanders, mountain lions, bobcats, coyote, mink, badger, and river otter . The watershed is also an important agricultural, recreational, and educational resource. Laguna de Santa Rosa serves as a natural holding basin during the wet season as an overflow area for the Russian River during flood events. 18 There are nine subwatersheds that lie within the EIR Study Area, as shown on Figure 4.10-1, Subwatersheds, and described in the Santa Rosa Citywide Creek Master Plan. Water typically flows from east to west across the Santa Rosa Plain and eventually discharges into Laguna de Santa Rosa. The nine watersheds are described below:
Santa Rosa Creek Subwatershed. This subwatershed drains approximately 78.6 square miles, including agricultural land, parks and open space, and urban land uses. Santa Rosa Creek originates on the northwestern slope of Hood Mountain and flows westward through the urban area of Santa Rosa and then agricultural land before flowing into Laguna de Santa Rosa north of Sebastopol. Tributaries of Santa Rosa Creek include Skyhawk Creek and College Creek. Steelhead and rainbow trout are present in Santa Rosa Creek. Additional reports applicable to this subwatershed include the Santa Rosa Creek Master Plan, Santa Rosa Creek Design Guidelines, and the Prince Memorial Greenway Project, which was constructed where the creek passes through the downtown area of Santa Rosa. Oakmont Creek Subwatershed. This subwatershed is in the eastern portion of the City; Oakmont Creek and 12 mostly seasonal creeks drain the hillslopes adjacent to Oakmont. Oakmont is divided into two separate subwatershed basins. There is a divide between the Sonoma Creek subwatershed which flows into San Pablo Bay, and the Santa Rosa Creek subwatershed, which flows into the Russian River . Three of the Oakmont creeks flow east to Sonoma Creek while the other creeks connect to
16 National Weather Service, 2023, NOAA Online Weather Data for the Last 23 Years of Record, https://www.weather.gov/wrh/climate?wfo=mtr, accessed August 3, 2023. 17 Western Regional Climate Center, updated October 31, 2012, Period of Record Monthly Climate Summary – Temperature, https://wrcc.dri.edu/cgi-bin/cliMAIN.pl?ca7965, accessed April 6, 2023. 18 North Coast Regional Water Quality Control Board, 2023, Laguna de Santa Rosa: Hydrologic Sub-areas, https://www.waterboards.ca.gov/northcoast/water_issues/programs/watershed_info/russian_river/laguna_de_santa_rosa/, accessed August 3, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-14 OCTOBER 2024
Oakmont Creek and flow to Santa Rosa Creek near the northeast boundary of Spring Lake. The headwaters of these creeks are mostly in Annadel State Park and Hood Mountain Regional Park.
Tributaries to Oakmont Creek are Laurel Creek, Badger Creek, and Melita Creek.
Brush Creek Subwatershed. Brush Creek and its tributaries originate in the hillsides surrounding Rincon Valley in northeast Santa Rosa. The major tributaries are Rincon Creek, Ducker Creek, and Austin Creek. Two creeks also flow into Austin Creek: Progress Creek and Promissory Creek. Although parts of Brush Creek have been modified due to urban growth, it is still home to migrating steelhead trout, the western pond turtle, sprawling oak trees, and many other riparian plants and animals. The headwaters of Brush Creek include two branches that join at the Brush Creek Reservoir, which is owned and operated by Sonoma Water .
Matanzas Creek Subwatershed. Matanzas Creek flows from the northern slopes of Sonoma Mountain and across the agricultural and rural land of Bennett Valley before entering the City near Galvin Community Park. Downtown of South E Street, Matazanas Creek is routed underground to its confluence with Santa Rosa Creek at Santa Rosa Avenue near City Hall. The largest tributary to Matanzas Creek is Spring Creek, which begins in Annadel State Park. Matanzas Reservoir and the Spring Creek Dam and Diversion to Spring Lake are major flood control structures. Other tributaries include Lornadell Creek, Sierra Park Creek, and Cooper Creek. Piner Creek Subwatershed. Piner Creek and its tributaries drain the northwest portion of Santa Rosa.
The tributaries include Nagasawa, Russell, Indian, Coffey, and Steele Creeks. Peterson Creek and its tributary Forestview Creek drain directly into Santa Rosa Creek. Piner and Russell Creeks begin east of US Highway 101 in the Fountaingrove neighborhood. Piner Creek flows into Fountaingrove Lake and continues under US Highway 101 in northwest Santa Rosa before joining Santa Rosa Creek west of Fulton Road. Russell Creek crosses under US Highway 101 and flows west and into Piner Creek. Coffey Creek and Steele Creek begin west of US Highway 101. Peterson Creek and Forestview Creek start in northwest Santa Rosa and flow southwest into Santa Rosa Creek. Most westward reaches of these creeks have been engineered to provide flood control.
Paulin Creek Subwatershed. This subwatershed is located east of the Piner Creek subwatershed.
Paulin Creek and its tributaries, Poppy Creek and Pomo Creek, flow into Piner Creek. Paulin Creek originates in the hillside above Hidden Valley, flows under US Highway 101, and joins with Pine Creek west of Marlow Road. Poppy Creek begins as an intermittent drainage in the Proctor Terrace neighborhood and flows into two City-owned ponds located north of the Rural Cemetery on Franklin Avenue. The creek flow is then diverted to storm drainpipes that rejoin the creek channel at Mendocino Avenue, wind through the Santa Rosa Junior College neighborhood, flows through Steele Lane Park, and joins Paulin Creek downstream of Major Drive. Pomo Creek is mainly underground but travels a short distance through Northwest Community Park before joining Paulin Creek. Southern Santa Rosa Creeks Subwatershed. This subwatershed is in the southern portion of the City and includes four creeks that flow into Laguna de Santa Rosa: Roseland Creek, Kawana Springs Creek, Colgan Creek, and Old Colgan Creek. These creeks are not considered to support steelhead trout, due to warm water temperatures, lack of stream habitat complexity, and limited summertime flows.
Roseland Creek originates southwest of the US Highway 101 and State Route 12 interchange and flows into Laguna de Santa Rosa southeast of Sebastopol near the Laguna Treatment Plant. Just under 50 percent of Colgan Creek’s 5,000-acre drainage area lies within the EIR Study Area and is mostly SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-15
channelized. Kawana Springs Creek (also known as Upper Colgan Creek) flows westward from its headwaters in the oak woodlands on Taylor Mountain to Colgan Avenue and joins Colgan Creek. The reach from Petaluma Hill Road to its confluence with Old Colgan Creek consists of a flood control channel owned and operated by Sonoma Water . In 2002, the City Council adopted the Lower Colgan Creek Restoration Concept Plan, and a second restoration concept plan for Kawan Springs Creek (Upper Colgan Creek) was adopted in 2007.
Western Creeks Subwatershed. This subwatershed in the western portion of the city consists primarily of low gradient, seasonal creeks that originate at outfalls of the City’s storm drain system west of US Highway 101 and flow into Laguna de Santa Rosa. The five creeks within this subwatershed are Gravenstein Creek, Naval Creek, Irwin Creek (also known as Spirit Creek), Riccas Creek, and Countryside Creek. Most of the areas through which these creeks flow are private property. Todd Creek Subwatershed. This subwatershed is located in a small area in the far southern portion of the city. Todd Creek begins on the western slope of Taylor Mountain and flows to the south and west to connect with Laguna de Santa Rosa. This creek is primarily a grass-lined, channelized stream. The tributaries to Todd Creek that flow through the city are Hunter Creek and Moorland Creek. Moorland Creek is channelized and begins along the Northwest Pacific Railroad and flows south to join Todd Creek. Hunter Creek begins on the west side of Taylor Mountain and is a modified channel with riprap along the banks at the confluence with Todd Creek.
Local Hydrology
The City’s storm drain system consists of approximately 320 miles of storm drain lines and 75 miles of open channels and ditches. These facilities are part of an integrated system of roadside gutters, drainage ditches, pipelines, and creeks that are used to collect and convey the stormwater runoff to creeks within the city and ultimately into the Laguna de Santa Rosa. The City’s storm drain system also makes use of stormwater detention facilities used to attenuate peak flows and allow for the settlement of sediment from the stormwater flows before continuing downstream. The Public Works Department works year- round cleaning silt, trash, and other pollutants out of the City’s catch basins and storm drains, using a large vacuum truck. Sonoma Water’s Stream Maintenance crews are responsible for removing sediment and vegetation in the creeks that flow through Santa Rosa. A more detailed discussion of the storm drain system is provided in Chapter 4.17, Utilities and Service Systems, of this Draft EIR.
Groundwater Basin
Most of the EIR Study Area is within the Santa Rosa Plain Groundwater Subbasin, which is one of three subbasins within the larger Santa Rosa Valley Groundwater Basin. There are two other groundwater subbasins within the EIR Study Area along the eastern edge of the city—the Santa Rosa Valley–Rincon Valley Subbasin and the Kenwood Valley Subbasin. Both are designated very low priority because of a total groundwater use of less than 1,000 acre-feet per year, and they are not required to form GSAs or prepare GSPs. Figure 4.10-2, Groundwater Subbasins, shows the three groundwater subbasins in the EIR Study Area.
PAULIN CREEK
BRUSH CREEK
PINER CREEK
SOUTHERN
SANTA ROSA
CREEKS
TODD CREEK
MATANZAS
CREEK
OAKMONT CREEK
WESTERN
CREEKS
SANTA ROSA
CREEK
HoenAve
Olivet Rd
Mendoc
ino
Ave
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
Fulton Rd
Crane Canyon Rd Stony Point Rd
Mark WestSpringsR d
W
atertro
ugh Rd
Millbrae Ave
Petalu
maHill Rd
OldRedwood Hwy
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
Warm S
pringsRd
Piner Rd
4th
St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd CalistogaRd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
MontgomeryDr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Blo omfiel d R
d
Airport Blvd
(/101
12 12
116
Figure 4.10-1
Subwatersheds
Source: City of Santa Rosa, 2013; ESRI, 2022; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
HYDROLOGY AND WATER QUALITY
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
/ . .
.· .. D
:: 0
,, ,,
C .:::::::1/ =--= ~
, , , I •. •
~ j[ : ,:,
I \
I
✓• I ,,
/ \, \ , =- ~::, :' :,r·· ·'n .. --:
' r ' ·- . -
: ' :.!_
_ L_ _ ___,._______
CJ
D
RINCON VALLEY
KENWOOD
VALLEY
SANTA ROSA
PLAIN
HoenAve
Olivet Rd
Mendocino A
ve
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
College Ave
Fulton Rd
Crane Canyon Rd
Stony Point Rd
Mark WestSpringsR d
W
atertro
ugh Rd
Millbrae Ave
Petalu
maHill Rd
OldRedwood Hw
y
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
Warm S
pring
sRd
Piner Rd
4th
St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd Calistog
aRd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgome
ry Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Blo omfiel d R
d
Airport Blvd
(/101
12 12
116
Figure 4.10-2
Groundwater Subbasins
Source: City of Santa Rosa, 2021; ESRI, 2022; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
HYDROLOGY AND WATER QUALITY
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
' I
t . ..-----,___r,-;:::::=:::::: ' --,.----_,_'--'----=-.
D
!:,,;i "'
I
. -.
I y-- ,, : ;
~ I ,,
~'-, Jl - , -!
·~ l:- l ..
l =i
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-18 OCTOBER 2024
The Santa Rosa Plain Subbasin is generally bounded on the west by low-lying hills of the Mendocino Range and on the east by the Sonoma Mountains and Mayacamas Mountains. The Subbasin includes the cities of Cotati, Rohnert Park, Santa Rosa, and Sebastopol; the town of Windsor; and areas of unincorporated Sonoma County. The Santa Rosa Plain Subbasin is designated by DWR as a medium-priority groundwater basin and is not in critical overdraft.19
The Santa Rosa Plain GSA consists of the Sonoma County Water Agency (Sonoma Water), which prepared the GSP; Sonoma County; the cities of Cotati, Rohnert Park, Santa Rosa, and Sebastopol; the town of Windsor; Gold Ridge Resources Conservation District; Sonoma Resource Conservation District; and an organized group of mutual water and public utilities regulated companies (known as independent water systems). The GSP was prepared in December 2021 and was approved by DWR in January 2023.20 The major water suppliers in the Subbasin are the cities and towns that are part of the GSA and Cal American Water–Larkfield. Most of the water suppliers rely primarily on imported Russian River water supplied by Sonoma Water, but they also pump groundwater for supplemental supply and for use during droughts and emergencies. Residences outside of the urban communities rely on individual domestic wells, which are estimated to number between 4,000 and 5,500. Agriculture, which accounts for 26 percent of the land use within the Subbasin, relies on groundwater and recycled water, where available, for irrigation of wine grapes. In 2020, imported water accounted for 45 percent of the water supply in the Subbasin, groundwater accounted for 35 percent, and recycled water for about 20 percent. 21 For further
discussion on water supply, please refer to Chapter 4.17, Utilities and Service Systems, of this Draft EIR.
Groundwater aquifers are present at depths generally less than 200 feet below ground surface, where many residential wells are drilled, and at deeper depths, where most municipal, industrial, and agricultural wells are constructed. In general, groundwater flows from the highlands in the east to Laguna de Santa Rosa. Groundwater levels are relatively stable, and total groundwater pumping rates through the year 2040 are estimated to be only 39 percent of the sustainable yield. 22 The GSP describes projects and
management actions that will be implemented to ensure that groundwater pumping rates remain below the sustainable yield.
Shallow groundwater is encountered in perched aquifers in Santa Rosa at depths ranging from 3 to 20 feet below ground surface.
23 Therefore, construction dewatering may be required with future development in the EIR Study Area. The City requires project applicants to evaluate dewatering options that avoid discharge to surface waters or the storm drain. If groundwater from construction activities is directed to the sanitary sewer, project applicants must apply for a one-time wastewater discharge permit from the City, as per SRCC Section 15.-08.050, Wastewater Discharge Permit Classification. The permit conditions
19 Department of Water Resources, SGMA Data Viewer,
https://sgma.water.ca.gov/webgis/?appid=SGMADataViewer#currentconditions, accessed August 12, 2023. 20 Santa Rosa Plain Groundwater Sustainability Agency, Groundwater Sustainability Plan, https://santarosaplaingroundwater.org/gsp/, accessed August 12, 2023. 21 Santa Rosa Plain Groundwater Sustainability Agency, Groundwater Sustainability Plan, https://santarosaplaingroundwater.org/gsp/, accessed August 12, 2023. 22 Santa Rosa Plain Groundwater Sustainability Agency, Groundwater Sustainability Plan, https://santarosaplaingroundwater.org/gsp/, accessed August 12, 2023 23 Gregg Drilling, 2023, Northern California Groundwater Depth Table.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-19
may require filtering to remove sediment and/or monitoring to verify that the discharged groundwater is in accordance with the City’s wastewater discharge requirements. If groundwater from dewatering activities is directed to surface water or the storm drain, project applicants must obtain coverage under the North Coast RWQCB Order No. R1-2020-0006 (NPDES No. CAG024902), Waste Discharge Requirements for Low Threat Discharges to Surface Waters in the North Coast Region. This requires project applicants to submit to the North Coast RWQCB a Notice of Intent (NOI), a Best Management Practice and Pollution Prevention (BMP/PP) Plan, and appropriate fees. The RWQCB permit requires the implementation of BMPs, such as settling tanks, to minimize sediment discharge, turbidity, and color impacts. A monitoring and reporting program is also required as part of the BMP/PP Plan with sampling and analysis of specified water quality parameters, such as turbidity, pH, specific conductance, and dissolved oxygen.
Water Quality
Surface water quality is affected by point-source and nonpoint-source pollutants. Point-source pollutants are emitted at a specific point, such as a pipe, and nonpoint-source pollutants are typically generated by surface runoff from diffuse sources, such as streets, paved areas, and landscaped areas. Point-source pollutants are controlled with pollutant discharge regulations or water discharge requirements. Nonpoint- source pollutants are more difficult to monitor and control, although they are important contributors to surface water quality in urban areas.
Stormwater runoff pollutants vary based on land use, topography, the amount of impervious surface, the amount and frequency of rainfall, and irrigation practices. Runoff in developed areas typically contains oil, grease, and metals accumulated in streets, driveways, parking lots, and rooftops, as well as pesticides, herbicides, particulate matter, nutrients, animal waste, and other oxygen-demanding substances from landscaped areas. The highest pollutant concentrations usually occur at the beginning of the wet season during the “first flush,” when early rainfall flushes out pollutants that have accumulated on hardscape surfaces during the preceding dry months.
The North Coast RWQCB monitors surface water quality through implementation of the Basin Plan. Unlike other RWQCBs, which designate beneficial uses for individual surface water bodies and groundwater within their jurisdiction, the North Coast RWQCB designates beneficial uses on a watershed basis. Santa Rosa is in the Laguna de Santa Rosa watershed, which is further divided into the Laguna, Santa Rosa, and Mark West Hydrologic Subareas. The Laguna and Santa Rosa Hydrologic Subareas are in the EIR Study Area.
The beneficial uses for these watersheds are listed in Table 4.10-1, Designated Beneficial Uses in the EIR Study Area. The North Coast RWQCB further characterizes beneficial uses as existing or potential, as shown in the table.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-20 OCTOBER 2024
TABLE 4.10-1 DESIGNATED BENEFICIAL USES IN THE EIR STUDY AREA Hydrologic Subarea Existing Beneficial Use
Laguna AGR, IND, GWR, FRSH, NAV, POW, REC1, REC2, COMM, WARM, COLD, WILD, RARE, MIGR, SPWN Santa Rosa MUN, AGR, IND, GWR, NAV, REC1, REC2, COMM, WARM, COLD, WILD, RARE, MIGR, SPWN Potential Beneficial Use
Laguna MUN, PRO, SHELL, AQUA
Santa Rosa PRO, POW, SHELL, AQUA
Note: Designated Beneficial Use abbreviations:
AGR – Agricultural supply COLD – Cold freshwater habitat COMM – Commercial and sport fishing FRSH – Freshwater replenishment GWR – Groundwater recharge IND – Industrial service supply MIGR – Fish migration MUN – Municipal and domestic supply PRO – Industrial process supply RARE – Preservation of rare and endangered species
REC-1 – Water contact recreation REC-2 – Non-contact water recreation SPWN – Fish spawning WARM – Warm freshwater habitat WILD – Wildlife habitat NAV – Navigation POW – Hydropower generation AQUA – Aquaculture SHELL – Shellfish harvesting Source: North Coast Regional Water Quality Control Board, 2018, Water Quality Control Plan for the North Coast Region.
The North Coast RWQCB also developed regulations regarding point source discharges to protect the Russian River, which include restrictions on wastewater discharge into the Russian River Watershed.
Wastewater can only be discharged between October 1 and May 14 at a maximum rate of 1 percent of the flow in the river . At other times, wastewater discharges are prohibited. The City of Santa Rosa can discharge wastewater from its wastewater treatment plant at several points during the winter discharge season in compliance with these requirements.
24 In addition to the establishment of beneficial uses and water quality objectives, another approach to improve water quality is a watershed-based methodology that focuses on all potential pollution sources and not just those associated with point sources. If a body of water does not meet established water quality standards under traditional point source controls, it is listed as an impaired water body under Section 303(d) of the CWA. For 303(d) listed water bodies, a limit is established that defines the maximum amount of pollutants that can be received by that water body. Listed impaired water bodies in the EIR Study Area and their associated pollutants of concern are presented in Table 4.10-2, Listed Impaired Water Bodies in the EIR Study Area. Also included are the water bodies that receive runoff and potential pollutants from the rivers and creeks within the EIR Study Area.
24 North Coast RWQCB, 2023, Laguna de Santa Rosa: Hydrologic Sub-areas 114.21, 114.22, 114.23https://www.waterboards.ca.gov/northcoast/water_issues/programs/watershed_info/russian_river/laguna_de_santa_ros a/, accessed August 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-21
TABLE 4.10-2 LISTED IMPAIRED WATER BODIES IN THE EIR STUDY AREA Name Pollutants of Concern
Santa Rosa Creek Sedimentation/Siltation, Indicator Bacteria, Water Temperature, Manganese Tributaries to Santa Rosa Creek Sedimentation/Siltation, Indicator Bacteria, Water Temperature Spring Lake (Santa Rosa Creek Reservoir) Mercury
Tributaries to Laguna de Santa Rosa
(except Santa Rosa Creek and its
tributaries)
Indicator Bacteria, Dissolved Oxygen, Sedimentation/Siltation, Water Temperature
Laguna de Santa Rosa Mercury, Sedimentation/Siltation, Water Temperature, Dissolved Oxygen, Phosphorus, Indicator Bacteria
Lower Russian River Water Temperature, Aluminum, Sedimentation/Siltation, Specific Conductivity, Indicator Bacteria
Source: State Water Resources Control Board, 2023, 2018 Integrated Report Map, https://www.waterboards.ca.gov/water_issues/programs/water_quality_assessment/2018_integrated_report/2018IR_map.html, accessed August 5, 2023.
Once a water body has been placed on the 303(d) list of impaired waters, states are required to develop a TMDL threshold to address each pollutant causing impairment. A TMDL defines how much of a pollutant a water body can tolerate and still meet water quality standards. There are no approved TMDLs for any pollutants in the impaired water bodies on Table 4.10-2.
Flood Zones
FEMA identifies floodplain zones to assist cities with mitigating flooding hazards through land use planning. FEMA also outlines specific regulations for any construction within a 100-year floodplain. The 100-year floodplain is defined as an area that has a 1 percent chance of being inundated in any given year .
FEMA also prepares maps for 500-year floods that indicate a risk of 0.2 percent of flooding in any given ye a r. In some locations, FEMA also provides measurements of base flood elevations for the 100-year flood, which is the minimum height of the flood waters during a 100-year event. Base flood elevation is reported in feet above sea level. Depth of flooding is determined by subtracting the land’s height above sea level from the base flood elevation. Areas within the 100-year flood hazard area that are financed by federally backed mortgages are subject to mandatory federal insurance requirements and building standards to reduce flood damage.
The main type of flooding that occurs in the EIR Study Area is riverine flooding. Riverine flooding occurs when the local creeks overtop their banks during extreme rainfall events. Flooding typically occurs during the winter within 24 to 48 hours after a storm event. Coupled with flat topography and a high groundwater table, stormwater runoff from these events can exceed the capacity of the City’s storm drain system. Localized flooding can also occur in flat, urbanized areas of the City after heavy rain events.
A map of the EIR Study Area locations that are within the 100-year floodplains is shown on Figure 4.10-3, Potential Flood Hazards. FEMA maps areas at risk from inundation from a 100-year flood, which has a 1 percent chance of occurring in any year, and a 500-year flood, where the risk of flooding is 0.2 percent annually. These areas are primarily located along the creeks that run through the city, including Spring Creek, Matanzas Creek, Colgan Creek, Naval Creek, Roseland Creek, and Kawana Springs Creek.
HoenAve
Olivet Rd
Mendocino A
ve
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
College Ave
Fulton Rd
Crane Canyon Rd
Stony Point Rd
Mark W
estSprings R d
W
atertro
ugh Rd
Millbrae Ave
Petaluma Hi
llRd
OldRed
wood Hwy
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
War
m
Sp
ring
sRd
Piner Rd
4th St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd Cal
istoga
Rd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgome
ry Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Blo omfield R
d
Airport Blvd
(/101
12 12
116
Figure 4.10-3
Potential Flood Hazards
Source: CalOES, 2021; FEMA, 2021; ESRI, 2022; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Levee System
Flood Zones
FEMA 100 Year Flood Zone
FEMA 500 Year Flood Zone
HYDROLOGY AND WATER QUALITY
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-23
Approximately 168 acres in the EIR Study Area are within the 100-year floodplain, and about 284 acres are in the 500-year floodplain.25 Erosion is a secondary hazard related to flooding in Santa Rosa, especially along Matanzas Creek.
The noncontiguous areas of the EIR Study Area to the west are within the 100-year floodplain of Laguna de Santa Rosa. The 100-year flood zone is also known as a Special Flood Hazard Area; homeowners with mortgages within the Special Flood Hazard Area are required to be protected by flood insurance. Areas within the 500-year floodplain are also shown on Figure 4.10-3, but there are no restrictions on building within the 500-year floodplain. There also is one levee in the city, Sonoma County Levee 31, which is also shown on Figure 4.10-3. It is not FEMA accredited and is locally constructed, operated, and maintained.
Flooding has had serious impacts on Santa Rosa in the past, most notably the January 2006 flooding and landslides in the Russian River watershed. Seven days of heavy rain totaling almost seven inches resulted in Laguna de Santa Rosa reaching peak capacity and overflowing. The rising water in the Laguna created a backwater condition and subsequently raised the water levels in surrounding creeks, leading to erosion, sedimentation, and flooding. FEMA declared the flood a major disaster, and the City’s Emergency Operations Center was activated to respond to the incident. 26 The most recent flooding was in January
2023 when Colgan Creek overflowed its banks and in March 2023 with flooding along State Route 12. The City’s Laguna Treatment Plant has also experienced flooding on numerous occasions. 27 The southern
portion of Santa Rosa is more prone to flooding because of its flat topography. Roseland and Colgan Creeks receive most of the stormwater from southern Santa Rosa and are prone to flooding. Climate change may result in more frequent intense storms, resulting in an increased risk of flooding in the future.
Dam Inundation
Dam failure is the uncontrolled release of impounded water behind a dam. Partial or complete dam failures can occur from one or more of the following causes:
Earthquake
Overtopping caused by floods that exceed the dam capacity due to inadequate spillway capacity Internal erosion caused by embankment or foundation leakage due to piping or rodent activity Improper design resulting in structural failure
Movement or failure of the foundation
Inadequate operation, maintenance, and upkeep
Settling and cracking of concrete or embankment dams
Failure of upstream dams on the same waterway
25 City of Santa Rosa, 2016, City of Santa Rosa Local Hazard Mitigation Plan, prepared by Michael Baker International. 26 City of Santa Rosa, 2016, City of Santa Rosa Local Hazard Mitigation Plan, prepared by Michael Baker International. 27 Sonoma County, October 2021, Multijurisdictional Hazard Mitigation Plan Update 2021, Volume 1: Area-Wide Elements, https://permitsonoma.org/Microsites/Permit%20Sonoma/Documents/Planning/Long%20Range%20Plans/Hazard%20Mitigation% 20Plan/Adopted-Sonoma-County-MJHMP-Volume-1-December-2021.pdf, accessed August 5, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-24 OCTOBER 2024
Flash floods can occur within six hours of the beginning of heavy rainfall, and dam failure may occur within hours of the first signs of breaching. Other types of failures and breaches can take much longer, from days to weeks. However, dam failure is a very rare occurrence. No known failures have occurred on dams in Santa Rosa or Sonoma County.28
The California Water Code requires owners of all dams under California Division of Safety of Dams (DSOD) jurisdiction (except dams classified as low downstream hazard) to prepare dam inundation maps. These maps must be updated every ten years or when there are changes to downstream development or terrain. The dam inundation maps are submitted to DSOD for review and approval. Once the maps are approved, the dam owner must submit the map with the Emergency Action Plan to the California Office of Emergency Services for review and approval. The Office of Emergency Services is required by State law to work with State and federal agencies, dam owners and operators, municipalities, floodplain managers, planners, and the public to make available dam inundation maps. Dam inundation maps are used in the preparation of local hazard mitigation plans and general plan safety element updates.
For federally owned and maintained dams, the US Army Corps of Engineers has a Dam Safety Program that recognizes the catastrophic nature of potential dam failure and operates a comprehensive dam safety program, which includes: 1) periodic special engineering studies, 2) surveillance and monitoring programs, 3) routine inspections and maintenance activities, and 4) preparation of emergency response and preparedness plans.
The inundation zones in the EIR Study Area are shown on Figure 4.10-4, Dam Inundation Zones. A list of the dams is in Table 4.10-3, Dams with Inundation Zones in the EIR Study Area.
TABLE 4.10-3 DAMS WITH INUNDATION ZONES IN THE EIR STUDY AREA Dam Name Owner Water Course Year Built Hazard Rating
Warm Springs Army Corps of Engineers Dry Creek 1982 High Annadel No. 1 CA Dept. of Parks and
Recreation
Spring Creek 1956 Extremely High
Piner Creek Sonoma Water Paulin Creek 1962 Extremely High Middle Fork Brush Creek Sonoma Water Brush Creek 1961 Extremely High Matanzas Creek Sonoma Water Matanzas Creek 1963 Extremely High Santa Rosa Creek Reservoir Sonoma Water Santa Rosa Creek 1963 Extremely High Lake Ralphine City of Santa Rosa Santa Rosa Cr. Trib. 1882 Extremely High Fountaingrove City of Santa Rosa Mark West Cr. Trib. 1953 Extremely High Meadow Lane City of Santa Rosa Offstream 1979 High
Delta Pond City of Santa Rosa Russian River Trib. 1984 Significant The Hill Ranch Private Trust Santa Rosa Creek 1955 High Pond No. 2 City of Santa Rosa Offstream 1962 Low
Source: Sonoma County Multijurisdictional Hazard Mitigation Plan, 2021; PlaceWorks, 2023.
28 Sonoma County, October 2021, Multijurisdictional Hazard Mitigation Plan Update 2021, Volume 1: Area-Wide Elements, https://permitsonoma.org/Microsites/Permit%20Sonoma/Documents/Planning/Long%20Range%20Plans/Hazard%20Mitigation% 20Plan/Adopted-Sonoma-County-MJHMP-Volume-1-December-2021.pdf, accessed August 5, 2023.
HoenAve
Olivet Rd
Mendocino A
ve
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
College Ave
Fulton Rd
Crane Canyon Rd
Stony Point Rd
Mark W
estSprings R d
W
atertro
ugh Rd
Millbrae Ave
Petaluma Hi
llRd
OldRed
wood Hwy
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
War
m
Sp
ring
sRd
Piner Rd
4th St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd Cal
istoga
Rd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgome
ry Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Blo omfield R
d
Airport Blvd
(/101
12 12
116
Figure 4.10-4
Dam Inundation Zones
Source: CalOES, 2016; City of Santa Rosa, 2020; ESRI, 2022; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Dam Inundations
Warm Springs Dam
Inundation B
oundary
Other Dam
Inundation Ar
eas
HYDROLOGY AND WATER QUALITY
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
-
[J
J , ,:
, ~ , ' I
~ ' I • - • "·::/ .--.. ,- , :'
..
'71 -,.._ ," ... !:,] . . -~
c::a
~ r. .
_ J
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-26 OCTOBER 2024
All of the dams listed in Table 4.10-3, except the Warm Springs Dam, are under the jurisdiction of the DSOD. The Warm Springs Dam forms Lake Sonoma Reservoir and is owned and operated by the US Army Corps of Engineers. The reservoir provides water supply and flood management. Water supply releases from this dam are controlled by Sonoma Water and water released for flood control management is managed by the Army Corps of Engineers. Pond No. 2, which is within the City limits, is a relatively small dam (12 feet high with a storage area of 240 acre-feet) and has a low hazard rating. Dams classified as low downstream hazard do not have to prepare dam inundation maps.
Hazard classifications are based on potential downstream impacts to life and property if a dam were to fail when operating at full capacity. The hazard classification is not related to the condition of the dam. High hazard indicates that the dam failure could result in the loss of at least one human life, and extremely high hazard indicates that the dam failure is expected to cause considerable loss of human life or would result in an inundation area with a population of 1,000 people or more. 29 The DSOD inspects and monitors all jurisdictional dams through the Dam Safety Program. The dams are inspected twice a year and continually monitored for seepage and settlement. The Sonoma County Department of Emergency Management coordinates preparedness efforts to mitigate against, plan for, respond to, and recover from natural hazards, including the possibility of dam failure.
There are no state or local restrictions for development in dam inundation zones; however, each dam owner is required to prepare an emergency action plan (EAP) and coordinate its response to a dam incident with local authorities. The EAP is required to include warning and notification procedures that would involve the SoCo Alert system, Sonoma County’s new emergency notification system, the Sonoma Department of Emergency Management, Sonoma County Sheriff’s Department, and the Sonoma Valley Fire District. The City of Santa Rosa supplements the SoCo Alert System with the CivicReady Public Safety Alerts and Notifications System for residents and businesses to receive text messages, emails, or phone calls from the City’s Emergency Operations Center.
The Sonoma County Department of Emergency Management maintains copies of the most recent dam EAPs and inundation maps and uses this information to plan notification for downstream areas in the event of a dam failure. Also, the Santa Rosa Emergency Operations Center manages and maintains emergency plans and training for City staff and the community.
Tsunami
A tsunami is a series of traveling ocean waves generated by a catastrophic event such as an earthquake, submarine landslide, or volcanic eruption. The EIR Study Area is approximately 25 miles from San Pablo Bay and 15 miles from the Pacific Ocean and is not within any mapped tsunami inundation zone.30
29 California Division of Safety of Dams, 2023, Downstream Hazard, https://water.ca.gov/-/media/DWR-Website/Web- Pages/Programs/All-Programs/Division-of-Safety-of-Dams/Files/Publications/Division-of-Safety-of-Dams-Definitions-for- Downstream-Hazard-and-Condition-Assessment.pdf, accessed August 8, 2023. 30 California Department of Conservation, 2022, Sonoma County Tsunami Hazard Areas, https://www.conservation.ca.gov/cgs/tsunami/maps/sonoma, accessed April 6, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-27
Seiche
A seiche is an oscillation of a body of water in an enclosed or semi-enclosed basin, such as a reservoir, harbor, lake, or storage tank. Seiches can be created by winds, earthquakes, or tsunamis. Bodies of water such as reservoirs, ponds, lakes, or large aboveground storage tanks can experience seiche waves up to several feet in height during a strong earthquake. The water sloshes back and forth until the wave motion is dampened by friction.
Although a seiche could theoretically occur at any of the reservoirs with dam inundation zones that impact the city or are in the city, seiches associated with dams and reservoirs typically create waves that are one foot high or less. Dams are designed to have a freeboard height below the top of the dam that accounts for wave action on the surface of the reservoir . Therefore, it is unlikely that a seiche would occur and cause overtopping of a dam or reservoir, resulting in downstream flooding. to significantly impact the EIR Study Area. Seismic activity could result in seiches occurring and impacting the aboveground water tanks in the city. However, the tanks are constructed to withstand seismic events and would not result in failure that would cause significant flooding.
4.10.2 STANDARDS OF SIGNIFICANCE
The implementation of the proposed project would result in a significant impact related to hydrology and water quality if it would:
1. Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality.
2. Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin.
3. Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: i) result in substantial erosion or siltation on- or off-site; ii) substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site; iii) create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or iv) impede or redirect flood flows.
4. In a flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation.
5. Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan.
6. In combination with past, present, and reasonably foreseeable projects, results in a cumulative impact with respect to hydrology and water quality.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-28 OCTOBER 2024
4.10.3 IMPACT DISCUSSION
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, some proposed General Plan 2050 policies and actions are required as means to mitigate environmental impacts under the California Environmental Quality Act. These policies and actions are fully enforceable at the discretion of the decision-maker through permit conditions, agreements, or other legally binding instruments. These mitigating policies and actions use the imperative “shall,” include performance criteria, and are marked with an asterisk (*). Note that all actions are required to be implemented by the City and therefore the imperative “shall,” if explicitly not stated, is implied.
HYD-
1 Implementation of the proposed project could violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality.
Construction
Buildout under the proposed project would involve soil disturbance, construction, and operation of land uses that could generate pollutants affecting stormwater . Clearing, grading, excavation, and construction activities have the potential to impact water quality through soil erosion and increasing the amount of silt and debris carried in runoff. Additionally, the use of construction materials, such as fuels, solvents, and paints, may present a risk to surface water quality. Finally, the refueling and parking of construction vehicles and other equipment on-site during construction may result in oil, grease, or related pollutant leaks and spills that may discharge into the storm drain system.
To minimize these potential impacts, future development that involves the disturbance of one acre or more of land would require compliance with the Construction General Permit (CGP) Order WQ 2022- 0057-DWQ, which includes the preparation and implementation of a SWPPP. A SWPPP requires the incorporation of BMPs to control sediment, erosion, and hazardous materials contamination of runoff during construction and prevent contaminants from reaching receiving water bodies. The CGP also requires that prior to the start of construction activities, the project applicant must file PRDs with the SWRCB, which includes a Notice of Intent, risk assessment, site map, annual fee, signed certification statement, and a SWPPP . The construction contractor is required to maintain a copy of the SWPPP at the site and implement all construction BMPs identified in the SWPPP during construction activities. Prior to the issuance of a grading permit, the project applicant is required to provide proof of filing of the PRDs with the SWRCB.
Submittal of the PRDs and implementation of the SWPPP throughout the construction phase of development pursuant to the proposed project will address anticipated and expected pollutants of concern from construction activities. For future construction projects that disturb less than one acre of land, project applicants would be required to implement an effective combination of erosion and sediment control BMPs, as specified in the RWQCB MS4 permit. For example, minimum BMPs for sediment control include measures such as silt fences, fiber rolls, sandbag barriers, and stabilized construction site entrance/exit. SRCC Chapter 19-64 also contains requirements for controlling erosion SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-29
and sediment during construction. The City confirms implementation of appropriate BMPs through construction site inspections.
Operation
Potential future development and activities under the proposed project may result in long-term impacts to the quality of stormwater and urban runoff, subsequently impacting downstream water quality and/or San Francisco Bay. Future development can potentially create new sources for runoff contamination through changing land uses. As a consequence, future development within the EIR Study Area as a whole may have the potential to increase the post-construction pollutant loadings of certain constituent pollutants associated with the proposed land uses and their associated features, such as landscaping.
To help prevent long-term impacts associated with land use changes and in accordance with the requirements of the MS4 permit (Order No. R1-2015-0030) and the City’s Low Impact Development Technical Design Manual, all new development and redevelopment projects that involve the creation and/or replacement of 10,000 square feet or more of impervious surface must incorporate LID site design, source control, and stormwater treatment measures to address post-construction stormwater runoff.
These projects would be required to submit a Storm Water Low Impact Development Determination Worksheet and submit an Initial and Final Storm Water Low Impact Development Submittal (SWLIDS) to be reviewed and approved by the City of Santa Rosa. The City’s Low Impact Development Technical Design Manual is updated periodically to reflect the latest MS4 permit requirements; therefore, potential future development over the buildout horizon of the proposed project would need to comply with the latest thresholds and reissuance of the MS4 permit.
In addition, projects that create and/or replace one acre or more of impervious surfaces must comply with the hydromodification requirements specified in the MS4 permit and the City’s Low Impact Development Technical Design Manual. The hydromodification provisions require that projects capture 100 percent of the volume of runoff generated by a 1-inch, 24-hour storm event. The MS4 permit and City also require that all projects treat such stormwater on-site for the pollutants of concern and install trash capture devices. For all projects that create and/or replace 10,000 square feet of impervious surface but less than one acre of impervious surface, any increase in stormwater volume from the 1-inch, 24-hour storm event must be captured onsite and trash capture requirements must be implemented. Projects creating and/or replacing one acre or more of impervious surface must comply with the hydromodifications described above.
The SWLIDS submitted to the City shall also contain a maintenance and inspection section that includes the scope and frequency of BMP inspections, regularly scheduled maintenance, recordkeeping requirements, and a declaration of covenant stating that ongoing maintenance of BMPs on private property is the owner’s responsibility. This declaration also must be recorded at the County Recorder’s Office so that it will be attached to the title of the land and must include a map of all site BMPs.
As part of the statewide mandate to reduce trash within receiving waters, the City is required to adhere to the requirements of the California Trash Amendments. The requirements include the installation and maintenance of trash screening devices at all public curb inlets, grate inlets, and catch basin inlets. The trash screening devices must be certified trash full capture systems and must be installed on all inlets by SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-30 OCTOBER 2024
2030. As described in the Low Impact Development Technical Design Manual, trash capture requirements must be met for new development and redevelopment projects in all areas of the site, including both existing areas and new or replaced impervious areas.
Additionally, all potential future development under to the proposed project would be required to comply with the requirements of the SRCC, which prohibits illicit discharge into the storm drain system (Section 17-12.140) and includes policies to reduce the pollutants in stormwater (Section 17-12.170). All development that discharges storm water associated with industrial activity shall also comply with the requirements of the General Industrial Permit (Order No. 2014-0057-DWQ) and amended in 2018 by Order No. 2015-0122-DWQ.
Summary
Chapter 3, Circulation, Conservation, and Greenhouse Gas Reduction, and Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contain goals, policies, and actions that require local planning and development decisions to consider impacts to hydrology and water quality, including during construction and operation of potential future development.
The following goals, policies, and actions would serve to minimize potential adverse impacts on water quality and stormwater discharge:
Goal 3-5: Protect, expand, maintain, and restore natural resources, open space, and the limited remaining agricultural land.
Policy 3-5.3: Conserve and protect creeks, wetlands, vernal pools, wildlife ecosystems, rare plant habitats, and waterways from development.
Action 3.5-5: Explore options that help to conserve wetlands and rare plants, riparian habitat and other sensitive natural communities, and essential habitat for special- status species, such as:
Avoidance of sensitive habitat.
Clustered development.
Transfer of development rights.
Compensatory mitigation, such as habitat restoration or creation. Action 3-5.6: Protect high-quality wetlands and vernal pools from development and other activities.
Action 3-5.8: Inventory wetlands, floodplains, marshlands, and adjacent lands that could potentially support climate adaptation (e.g., through flood management, filtration, or other beneficial ecosystem services) and mitigation (e.g., carbon sequestration).
*Action 3-5.10: Continue to implement existing regulations and procedures, including subdivision guidelines, zoning, design review, and environmental law, to conserve wetlands and rare plants, riparian habitat and other sensitive natural communities, and essential habitat for special-status species.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-31
Policy 3-5.4: Use existing (and/or restore historical) natural features and ecosystem processes for conservation, preservation, or sustainable management of open space, including, but not limited to, aquatic or terrestrial vegetated open space, systems that provide clean water, conserve ecosystem values and functions, and provide a wide array of benefits to people and wildlife.
*Action 3-5.11: Require a qualified biologist to prepare a biological resource assessment as part of project approval for proposed development on sites that may support special-status species, sensitive natural communities, important wildlife corridors, or regulated wetlands and waters to identify potential impacts and measures for protecting the resource and surrounding habitat.
Policy 3-5.5: Maintain, restore, and protect the city’s waterways. Action 3-5.14: Implement the Citywide Creek Master Plan and promote a “one water” approach that teaches preservation and stewardship of local creeks and water resources. Action 3-5.15: Periodically review the status of local creeks and plan for ongoing restoration, planning, and stewardship, as identified in the Citywide Creek Master Plan. Action 3-5.16: Seek funding to maintain and restore citywide creeks, including for recreational opportunities linked to creeks as well as for flood control. Action 3-5.17: Implement stormwater pollution prevention outreach to increase community awareness of pollution impacts to creeks and preserve waterways. Policy 3-5.6: Restore channelized waterways and avoid creating additional channelized waterways unless no other alternative is available to protect human health, safety, and welfare. Action 3-5.18: Restore and enhance the ecological function of channelized waterways, consistent with the Citywide Creek Master Plan, and avoid channelizing additional segments of the waterways system.
Policy 3-5.7: Ensure that construction adjacent to creek channels is sensitive to the natural environment, preserves topography and vegetation along the creek, does not disrupt or pollute the waterway, and provides an adequate setback buffer . *Action 3-5.19: Require new development along channelized waterways to establish an ecological buffer zone between the waterway and development that also provides opportunities for multiuse trails and recreation.
*Action 3-5.20: Require new development to maintain an adequate setback from channelized waterways to recognize the 100-year flood elevation, with setbacks in the Zoning Code as minimums and larger setbacks encouraged in accordance with Restoration Concept Plans to meet restoration and enhancement goals.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-32 OCTOBER 2024
Policy 3-5.8: Encourage multiple use of waterways, including:
Flood mitigation and storage;
Groundwater recharge;
Opportunities for restoration
and stewardship;
Climate adaptation;
Wildlife habitats;
Passive recreational open space
uses;
Nature study;
Pedestrian and bicycle circulation;
and
Other compatible outdoor uses.
Goal 3-6: Use nature- and science-based strategies to preserve and create environments that provide ecosystem benefits.
Policy 3-6.2: Protect groundwater recharge areas, particularly creeks and riparian corridors. Action 3-6.1: Work with the Santa Rosa Plain Groundwater Sustainability Agency to identify and map groundwater recharge areas and provide groundwater recharge area maps to local agencies to foster planning that protects groundwater supplies.
Goal 5-2: Effectively manage the potential effects of flooding and dam failure. Policy 5-2.6: Manage, maintain, and improve stormwater drainage and capacity. Action 5-2.12: Require dedication, improvement, and ongoing maintenance of stormwater management and retention areas as a condition of development approval. Action 5-2.13: Identify and collect development impact fees needed to pay for mitigation of stormwater management impacts for new development.
*Action 5-2.14: Require improvements that maintain and improve the storm drainage system citywide and prioritize areas needing significant investment, consistent with the Santa Rosa Citywide Creek Master Plan goals of preserving natural conditions of waterways and minimizing channelization of creeks.
*Action 5-2.15: Ensure creek-side paths and trails are consistent with the Citywide Creek Master Plan and Active Transportation Plan and are incorporated into stormwater improvement projects along creek corridors.
Policy 5-2.7: Provide storm drainage facilities that accommodate increased development and enhanced water quality.
Action 5-2.16: Cooperate with Sonoma Water and the Northern California Regional Water Quality Control Board on assessments of stormwater drainage facilities to ensure adequate capacity to accommodate increases in residential and commercial development. *Action 5-2.17: Require implementation of best management practices for all new development to reduce discharges of nonpoint-source pollutants to the storm drain system. Goal 5-9: Provide adequate and high-quality city services for water, wastewater, recycled water, stormwater, and solid waste.
Policy 5-9.1: Ensure water quality, water service delivery, and wastewater treatment are sufficient to meet the needs of current and future residents.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-33
Action 5-9.3: Maintain water, wastewater, and recycled water system integrity and capacity by continuing to prioritize maintenance and preserve funding for maintenance, rehabilitation, and replacement of existing infrastructure.
Action 5-9.8: Evaluate the City’s long-term water supply strategies, including development of new sources of water supply, enhanced water-efficiency programs, and implementation of appropriate growth-control measures, if deemed necessary by the City. Action 5-9.9: Work with State agencies to identify water quality issues and apply for remediation funds, as needed.
Policy 5-9.2: Maintain water quality and encourage Santa Rosa Water customers to save water. Action 5-9.12: Regularly monitor water quality to maintain high levels of water quality for human consumption and for other life systems in the region. Action 5-9.13: Require new development projects to provide water-efficient landscaping in accordance with the City’s Water Efficient Landscape Ordinance. Action 5-9.14: Continue to comply with statewide regulations for long- term urban water use efficiency.
Action 5-9.15: Promote water efficiency through public education, incentives, rebates, technical assistance, customer programs, and information about indoor and outdoor water use efficiency measures.
Policy 5-9.4: Ensure that adequate wastewater capacity is available to serve existing and future needs of the city.
*Action 5-9.30: Evaluate stormwater capture and reuse consistent with goals of the Santa Rosa Citywide Creek Master Plan and the MS4 National Pollutant Discharge Elimination System (NPDES) permit to preserve natural conditions of waterways, minimize channelization of creeks, and protect water quality, and identify, educate, and label to promote community awareness that storm drains flow untreated into creeks. Action 5-9.32: Employ a multi-benefit “one-water” approach for new capital projects to include stormwater quality (low-impact development features) on a large scale, flood mitigation, creek restoration, and increased groundwater recharge. Policy 5-9.6: Identify and work with partners to address impacts from groundwater threats and solid waste.
Action 5-9.39: Consult with appropriate regional, State, and federal agencies to monitor water quality and address local sources of groundwater and soil contamination, including underground storage tanks, septic tanks, and industrial uses, as necessary, to achieve State and federal water quality standards.
Potential future development under the proposed General Plan 2050 has the potential to impair water quality and as such impacts from the proposed project are potentially significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-34 OCTOBER 2024
Impact HYD-1: Impacts to water quality could occur from implementation of the proposed project.
Significance with Mitigation: Less than significant. Implementation of the proposed General Plan 2050 goals, policies, and actions listed above would reduce impacts related to water quality. Specifically, proposed *Action 3-5.10 and *Action 3-5.11 require the evaluation and mitigation of sensitive habitats, which includes wetlands and waterways, and would ensure impacts to water quality would be mitigated. Proposed *Action 3-5.19 and *Action 3-5.20 require that new development along channelized waterways establish an ecological buffer zone between the waterway and development and that adequate setbacks be maintained to protect water quality. Proposed *Action 5-2.14 and *Action 5-2.15 require improvements that maintain and improve the storm drainage system citywide and that ensure creekside paths and trails are developed consistent with the Citywide Creek Master Plan, which ensures runoff is captured and water quality is protected. Proposed *Action 5-2.17 requires implementation of best management practices for all new development to reduce discharges of nonpoint-source pollutants to the storm drain system. Lastly, proposed *Action 5-9.30, requires the evaluation of stormwater capture and reuse consistent with goals of the Santa Rosa Citywide Creek Master Plan and the MS4 NPDES permit. Implementation of the proposed General Plan 2050 goals, policies, and actions, in conjunction with adherence to MS4 permit requirements, the CGP, and the City’s Low Impact Development Technical Design Manual, would ensure that potential future development under the proposed project would not violate any water quality standards or waste discharge requirements for both construction and operational phases, and impacts would be less than significant.
HYD-2 Implementation of the proposed project would not substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin.
Implementation of the proposed project would result in a significant environmental impact if it would substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level. Potential future development under the proposed project could result in an increase in impervious surfaces, thus reducing groundwater recharge.
Groundwater Use
Most of the City of Santa Rosa lies within the Santa Rosa Plain Groundwater Subbasin, which is designated by DWR as a medium-priority groundwater basin and is not in critical overdraft. The City of Santa Rosa is one of ten entities that have formed a GSA and prepared a GSP for this groundwater subbasin. There are two other groundwater subbasins along the eastern edge of the city, the Santa Rosa Valley–Rincon Subbasin and the Kenwood Valley Subbasin. These subbasins are designated by DWR as very low priority and are not required to form GSAs or prepare GSPs because of limited groundwater withdrawal. Santa Rosa does not pump groundwater from these subbasins for municipal water supply.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-35
Most of the City’s water supply (about 93 percent) is purchased from Sonoma Water, which provides surface water from the Russian River watershed. Sonoma Water supplements its surface water supplies with groundwater from three wells in the Santa Rosa Plain Subbasin. However, annual production from these wells has declined over the past five years (2016–2020) to an average of 20 acre-feet per year (AFY).
31 The City of Santa Rosa supplements its water supplies from Sonoma Water with groundwater pumped from six municipal wells in the Santa Rosa Plain Subbasin. Over the past three years (2020–2022), the City pumped an average of 1,234 AFY from the municipal groundwater wells.32 With buildout of the proposed General Plan 2050, the City anticipates a groundwater pumping rate of up to 2,300 AFY . This is less than the City’s historical groundwater pumping rate of 2,870 AFY and well below the 50-year maximum pumping rate projection in the GSP of 3,500 AFY . A pumping rate of up to 2,300 AFY is not anticipated to exceed the groundwater subbasin’s sustainable yield. 33 In addition, the GSP contains
future projects that will ensure the sustainability of the groundwater subbasin, including aquifer recharge, stormwater capture and recharge, and aquifer storage and recovery.
Potential future development over the buildout horizon of the proposed project would be required to implement the water-efficient requirements specified in the CALGreen (SRCC Chapter 18-42) and California Plumbing Codes (SRCC Chapter 18-24) and the MWELO (SRCC Chapter 14-30) requirements for water efficient landscaping. Future projects that meet the criteria under California Water Code Section 10912 would be required to prepare a water supply assessment that demonstrates that project water demands would not exceed water supplies. In addition, residential, commercial, and industrial water usage can be expected to decrease in the future as a result of the implementation of water conservation practices.
Groundwater Recharge
Although potential future development over the buildout horizon of the proposed project would increase the amount of impervious surfaces and could potentially impact groundwater recharge, these projects would be required to implement BMPs and LID measures in accordance with the MS4 permit and the City’s Low Impact Development Technical Design Manual. New development or redevelopment projects would be required to implement site design measures, source control measures, stormwater treatment measures, and hydromodification measures to be included in a SWLIDS that must be submitted and approved by the City. These measures minimize the impact of impervious surfaces by including permeable pavement, drainage to landscape areas and bioretention areas, and the collection of rooftop runoff in rain barrels or cisterns. These measures also increase the potential for groundwater recharge. In addition, the GSP prepared for the Santa Rosa Plain Subbasin includes future projects that would promote groundwater recharge, including aquifer recharge, stormwater capture and recharge, and aquifer storage and recovery.
31 Sonoma Water, 2021, 2020 Urban Water Management Plan, https://www.sonomawater.org/media/PDF/Water%20Resources/Water%20Supply/UWMP/Sonoma%20Water%202020%20UW MP_June%202021-ADA.pdf, accessed August 9, 2023.
32 City of Santa Rosa, 2023, SB 610 Water Supply Assessment for the Santa Rosa General Plan 2050. 33 City of Santa Rosa, 2023, SB 610 Water Supply Assessment for the Santa Rosa General Plan 2050.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-36 OCTOBER 2024
If construction dewatering is required for future development within the EIR Study Area and extracted groundwater is discharged to the sanitary sewer, project applicants must apply for a one-time wastewater discharge permit from the City, pursuant to SRCC Section 15.08.050. If groundwater is discharged to surface water or the storm drain, project applicants must obtain coverage under the North Coast RWQCB Order No. R1-2020-0006. Construction dewatering could have a temporary effect on the shallow groundwater aquifer, but this effect would be limited in terms of the quantity of groundwater withdrawn and the duration of the withdrawal. Therefore, construction dewatering would not result in a significant impact in terms of groundwater recharge.
Summary
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts to hydrology and water quality, including groundwater. In addition to the goals, policies, and actions listed under impact discussion HYD-1, the following goals, policies, and actions would serve to minimize potential adverse impacts to groundwater:
Goal 5-2: Effectively manage the potential effects of flooding and dam failure. Policy 5-2.2: Promote the enhancement and expansion of open space for flood management and passive recreation where appropriate and safe.
Action 5-2.5: Protect floodplains by retaining and expanding, as feasible, open space areas that can retain stormwater, recharge groundwater/aquifers, and prevent/reduce flooding. Goal 5-9: Provide adequate and high-quality city services for water, wastewater, recycled water, stormwater, and solid waste.
Policy 5-9.1: Ensure water quality, water service delivery, and wastewater treatment are sufficient to meet the needs of current and future residents.
Action 5-9.11: Continue working with the Santa Rosa Plain Groundwater Sustainability Agency to implement the Groundwater Sustainability Plan and achieve sustainability of local groundwater resources.
Policy 5-9.4: Ensure that adequate wastewater capacity is available to serve existing and future needs of the city.
Action 5-9.28: Improve stormwater management to increase infiltration, provide treatment, promote groundwater recharge, reduce flood risk, capture trash, and enhance the environment.
Compliance with the SRCC requirements for new construction, water efficient landscaping, and the General Plan 2050 goals, policies, and actions identified above would further protect groundwater resources. Therefore, the proposed project would not significantly interfere with groundwater recharge and would not substantially deplete groundwater supplies and impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-37
HYD-3 Implementation of the proposed project would not substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: i) result in substantial erosion or siltation on- or off-site; ii) substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site; iii) create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or iv) impede or redirect flood flows.
Potential new development or redevelopment within the EIR Study Area and changes in land use could result in an increase in impervious surfaces. This in turn could result in an increase in stormwater runoff, higher peak discharges to storm drains, the potential to cause nuisance flooding in areas without adequate drainage facilities, and the potential to cause erosion or siltation in streams. Increases in tributary flows can exacerbate creek bank erosion or cause destabilizing channel incision.
Erosion and Siltation
All potential future development under the proposed project would be required to implement construction-phase BMPs as well as post-construction site design, source control measures, and treatment controls in accordance with the requirements of the C G P, t h e SRCC, the MS4 Permit, and the City’s Low Impact Development Technical Design Manual. Typical construction BMPs include silt fences, fiber rolls, catch basin inlet protection, water trucks, street sweeping, and stabilization of truck entrance/exits. Each new development or redevelopment project that disturbs one or more acre of land would be required to prepare and submit a SWPPP to the SWRCB that describes the measures to control erosion and sedimentation due to construction activities.
Once future development projects have been constructed, the MS4 permit requirements for new development or redevelopment projects must be implemented and include site design measures, source control measures, LID, and treatment measures that address stormwater runoff and would reduce the potential for erosion and siltation. Site design measures include limits on clearing, grading, and soil compaction; minimizing impervious surfaces; conserving the natural areas of the site as much as possible; complying with stream setback ordinances; and protecting slopes and channels from erosion. LID measures include the use of permeable pavements, directing runoff to pervious areas, and the construction of bioretention areas. The SWLIDS report submitted to the City must also include operation and maintenance procedures and an agreement to maintain any stormwater treatment and control facilities for perpetuity. Adherence to the streambed alteration agreement process under Sections 1601 to 1606 of the California Fish and Game Code would further reduce erosion and siltation impacts that may occur due to streambed alterations. Projects subject to hydromodification must also maintain the pre- project creek erosion potential by implementing various control measures.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-38 OCTOBER 2024
In addition, as described under impact discussion GEO-2 in Chapter 4.7, Geology and Soils, of this Draft EIR, Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 includes proposed Policy 5-1.5, which requires the City to promote erosion-control strategies that reduce hazards to structures, properties, and drainages. This policy is supported by proposed Action
5.1-9 and Action 5-1.10, which require the City to identify enhanced erosion-control measures for properties that exhibit high erosion potential, are in areas of steep slopes, or have experienced past erosion problems and ensure that each update to the Community Wildfire Protection Plan identifies slope stability, wildfire hazard areas, and mitigation strategies to reduce post-wildfire erosion. Implementation of these policies would further minimize impacts related to erosion.
Flooding On- or Off-Site
All potential future development under the proposed project must comply with the requirements of the MS4 Permit and the City’s Low Impact Development Technical Design Manual. Regulated projects must implement BMPs, including LID BMPs and site design BMPs, which effectively minimize imperviousness, retain or detain stormwater on-site, decrease surface water flows, and slow runoff rates. Projects that create and/or replace one acre of impervious surface must also adhere to the hydromodification requirements of the MS4 permit and the Low Impact Development Technical Design Manual to ensure that 100 percent of the post-project runoff generated by a 1.0-inch, 24-hour storm event is infiltrated and/or retained on-site. Adherence to these regulatory requirements would minimize the amount of stormwater runoff from new development and redevelopment within the EIR Study Area.
Stormwater Drainage System Capacity
Potential future development that involves the creation and/or replacement of 10,000 square feet or more of impervious surfaces would trigger the implementation of site design measures to reduce stormwater runoff, pursuant to the MS4 Permit and the City’s Low Impact Development Technical Design Manual. Prior to the issuance of grading permits, the City will require completion and submittal of a Final SWLIDS report for review and approval to ensure that these requirements are met. Stormwater treatment measures are required to temporarily detain site runoff for projects that create or replace 10,000 square feet or more of impervious surface, using specific numeric sizing criteria based on volume and flow rate.
Implementation of these stormwater measures will reduce the amount of stormwater runoff that is ultimately discharged to the City’s storm drain system and the creeks that run through Santa Rosa.
Projects that create and/or replace one acre or more of impervious surfaces must also adhere to the hydromodification requirements of the MS4 permit and demonstrate that 100 percent of the post-project runoff generated by a 1.0-inch, 24-hour storm event is infiltrated and/or retained on-site.
Projects that meet the MS4 regulatory criteria would need to demonstrate that the regulatory requirements for the sizing and temporary on-site retention of stormwater runoff have been met by submitting a Stormwater Determination Worksheet and a SWLIDS report to the City for review and approval prior to the issuance of grading permits. This would minimize the amount of stormwater runoff from new development and redevelopment sites in the EIR Study Area. Also, as part of the permitting process, future development would be required to pay a stormwater assessment pursuant to SRCC Title 16, which is designed to mitigate the impacts of stormwater discharged into the creeks and waterways in SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-39
Santa Rosa. The assessments are used to evaluate and maintain the storm drain system, implement flood control improvements, respond to flooding issues, and restore creeks and habitat.
In addition, new development and redevelopment within the EIR Study Area would not create substantial additional sources of polluted runoff. During the construction phase, projects would be required to prepare SWPPPs, thus limiting the discharge of pollutants from the site. During operation, projects must implement BMPs and LID measures that minimize the amount of stormwater runoff and associated pollutants.
Redirecting Flood Flows
The discussion above regarding on- and off-site flooding is also applicable to the analysis of impeding or redirecting flood flows. Since new development projects are required to comply with the MS4 Permit and retain stormwater on-site via the use of bioretention facilities or other stormwater treatment measures, any flood flows would also be retained for a period of time on-site, which would minimize the potential for flooding impacts. Impact discussion HYD-4 discusses the potential for impeding or redirecting flood flows with development in areas within the 100-year floodplain.
Summary
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts related to hydrology and water quality, including drainage patterns. In addition to the goals, policies, and actions identified under impact discussions HYD-1 and HYD-2, the following goals, policies, and actions would serve to minimize potential adverse impacts related to erosion, flood flows, and storm drain capacity:
Goal 5-1: Minimize community exposure to seismic and geologic hazards. Policy 5-1.2: Promote erosion-control strategies that reduce hazards to structures, properties, and drainages.
Action 5-1.9: Identify enhanced erosion-control measures for properties that exhibit high erosion potential, are in areas of steep slopes, or have experienced past erosion problems. Goal 5-2: Effectively manage the potential effects of flooding and dam failure. Policy 5-2.1: Ensure land use strategies consider flood impacts and stormwater management tactics to reduce the effects of future inundation.
Action 5-2.1: Ensure land use strategies consider flood impacts and stormwater management tactics to reduce the effects of future inundation.
Action 5-2.2: Complete and implement the Storm Drain Master Plan. Action 5-2.3: Coordinate with Sonoma Water regarding flood zones, land use, and flood mitigation strategies.
Action 5-2.4: Employ flood mitigation strategies in the development of plans and projects along creeks and waterways.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-40 OCTOBER 2024
Policy 5-2.3: Comply with all applicable FEMA flood-management regulations and requirements. Action 5-2.7: Continue to maintain and periodically update flood hazard data, and coordinate with federal, State, and local agencies responsible for flood hazard analysis and management activities.
Action 5-2.8: Continue to incorporate into public works projects features and appropriate standards that reduce flooding hazards, including daylighting culverts in urban areas such as downtown.
Policy 5-2.4: Ensure that the design of new development in a flood zone provides adequate flood protection without negatively impacting adjacent or downstream properties. Action 5-2.9: Require an evaluation of flood hazards and appropriate on-site mitigation options by a qualified professional for any project in a FEMA- and Department of Water Resources (DWR)– designated flood zone during the development review process.
With compliance with the MS4 permit, the City’s stormwater requirements, and proposed General Plan 2050 goals, policies, and actions, potential future development under the proposed project would not result in substantial erosion or siltation and would not substantially increase the rate of surface runoff which would result in flooding, impede or redirect flood flows, or exceed the capacity of the drainage system. Impacts would be less than significant.
Significance without Mitigation: Less than significant.
HYD-4 Implementation of the proposed project would not, in a flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation.
Pollutant Release in Flood Hazard Zones
Buildout pursuant to the General Plan 2050 could involve development of some projects in FEMA 100- year flood zones. As shown on Figure 4.10-3, the land that borders the creeks that run through Santa Rosa are within the 100-year floodplain. Also, the noncontiguous areas west of the city are within the 100-year floodplain of Laguna de Santa Rosa.
Potential future development over the buildout horizon of the proposed project within the 100-year flood zones would be subject to floodplain requirements listed in SRCC Chapter 18-52. Prior to the start of construction or development within a Flood Hazard Area (i.e., 100-year floodplain), the City requires project applicants to obtain a development permit from the City’s Floodplain Administrator and construct new development in accordance with the standards in SRCC Section 18-52.080, Standards of Construction.
The standards of construction vary depending on whether the proposed structure is residential or nonresidential. In general, the standards of construction include provisions for flood risk reduction, including anchoring and flood-resistant materials and construction methods, with the lowest floors elevated at or one foot above the base flood elevation. No permits are issued by the City for structures within floodways, i.e., the drainage area necessary for a 100-year floodplain. Compliance with FEMA’s SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-41
National Flood Insurance Program requirements and SRCC requirements would reduce potential flood hazards and ensure that pollutants are not released during flood inundation.
Additionally, as discussed in Section 4.10.1.1, Regulatory Framework, the Santa Rosa Jurisdictional Annex of the MJHMP includes hazard mitigation actions to help reduce the risk of damage or injury from floods.
These actions include continued implementation of floodplain management measures, incorporation of FEMA guidelines into the planning process, and the assessment and mitigation of urban drainage flooding.
Pollutant Release in Dam Inundation Zones
As shown on Figure 4.10-4, areas of Santa Rosa are within the inundation zones of the various dams. The probability of dam failure is very low, and Santa Rosa and Sonoma County have never been impacted by a major dam failure. In addition, dam owners are required to maintain emergency action plans that include procedures for damage assessment and emergency warnings. An EAP identifies potential emergency conditions at a dam and specifies preplanned actions to help minimize property damage and loss of life should those conditions occur . EAPs contain procedures and information that instruct dam owners to issue early warning and notification messages to downstream emergency management authorities, such as the City’s Santa Rosa Emergency Operations Center . Because the likelihood of catastrophic dam failure is very low, impacts related to the release of pollutants due to dam inundation are not considered significant.
Pollutant Release from Tsunamis and Seiches
Santa Rosa is approximately 25 miles from San Pablo Bay and 15 miles from the Pacific Ocean and is not within any mapped tsunami inundation zone. Therefore, there is no potential for the release of pollutants due to a tsunami.
Although seiches could theoretically occur at reservoirs within or in close proximity to Santa Rosa, the wave heights are usually one foot or less, and dams are typically designed with a freeboard height of at least three feet. Therefore, it is unlikely that a seiche would cause overtopping of a dam or reservoir, resulting in downstream flooding or the release of pollutants. Aboveground water storage tanks in the city could experience a seiche associated with a large earthquake. However, the tanks are constructed to withstand seismic events and would not result in failure that would cause significant flooding or the release of pollutants.
Summary
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts to hydrology and water quality, including release of pollutants. In addition to the goals, policies, and actions identified under impact discussions HYD-1, HYD-2, and HYD-3 the following goal, policy, and actions would serve to minimize potential adverse impacts related to inundation:
Goal 5-2: Effectively manage the potential effects of flooding and dam failure. Policy 5-2.5: Protect public and private properties from dam inundation SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-42 OCTOBER 2024
Action 5-2.10: Coordinate with dam owners/operators to ensure that dam safety inspections are conducted annually, as required by the California Division of Safety of Dams (DSOD). Action 5-2.11: Prioritize investment in flood-control mitigation that also reduces impacts associated with dam failure.
The proposed General Plan 2050 goals, policies, and actions identified above would address the potential for flooding, dam inundation, and seiches. In conjunction with the implementation of the City’s floodplain management requirements, and activation of the City’s emergency response system in the case of a dam failure, the potential impact that there would be a release of pollutants from flooding, tsunamis, or seiches would be less than significant.
Significance without Mitigation: Less than significant.
HYD-5 Implementation of the proposed project would not conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan.
Adherence to the State C G P, t h e SRCC, the MS4 Permit, and City’s Low Impact Development Technical Design Manual would ensure that surface and groundwater quality are not adversely impacted during construction and operation of new development pursuant to the proposed General Plan 2050. As a result, site development will not obstruct or conflict with the implementation of the North Coast RWQCB’s Basin Plan.
Most of the City’s potable water supply is purchased from Sonoma Water, which provides surface water from the Russian River watershed. The City supplements its surface water supplies with groundwater obtained from municipal groundwater wells and accounts for about 6 percent of its total water demand.
The City’s groundwater supplies are from the Santa Rosa Plain Subbasin, which has been designated by DWR as a medium priority basin and is not in critical overdraft. The City is one of ten GSAs that prepared a GSP for the Santa Rosa Plain Subbasin that was approved by DWR in January 2023.
With buildout of the proposed General Plan 2050, the City anticipates a groundwater pumping rate of up to 2,300 AFY . This is less than the City’s historical groundwater pumping rate of 2,870 AFY and well below the 50-year maximum pumping rate projection in the GSP of 3,500 AFY . A pumping rate of up to 2,300 AFY is not anticipated to exceed the groundwater subbasin’s sustainable yield. 34 In addition, the GSP contains
future projects that will ensure the sustainability of the groundwater subbasin, including aquifer recharge, stormwater capture and recharge, and aquifer storage and recovery. Therefore, the proposed General Plan 2050 would not obstruct or conflict with a groundwater management plan.
As described under impact discussion HYD-1, Chapter 3, Circulation, Open Space Conservation, and Greenhouse Gas Reduction, and Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contain goals, policies, and actions that require local
34 City of Santa Rosa, 2023, SB 610 Water Supply Assessment for the Santa Rosa General Plan 2050.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
PLACEWORKS 4.10-43
planning and development decisions to consider impacts to hydrology and water quality, including consistency with water quality control plans or sustainable groundwater management plans. With adherence to the proposed General Plan 2050 goals, policies, and actions, and continued compliance with State and City regulatory requirements, the proposed project would not obstruct or conflict with a water quality control plan or groundwater management plan, and impacts would be less than significant.
Significance without Mitigation: Less than significant.
HYD-6 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to hydrology and water quality.
The geographic context used for the cumulative assessment of hydrology, drainage, flooding, and water quality encompasses the subwatersheds in the EIR Study Area, as shown on Figure 4.10-1. Potential new development in these subwatersheds could increase impervious areas, thus increasing runoff and flows into the storm drainage systems. Potential future development would be required to comply with the MS4 Permit, implement BMPs that direct drainage to landscaped areas, and integrate bioretention facilities into the site design.
All projects would be required to comply with the SRCC and various water quality regulations that control construction-related and operational discharge of pollutants into stormwater . The water quality regulations implemented by the North Coast RWQCB take a basinwide approach and consider water quality impairment in a regional context. For example, the NPDES Construction Permit ties receiving water limitations and basin plan objectives to terms and conditions of the permit, and the MS4 Permit encompasses all of the surrounding municipalities to manage stormwater systems and be collectively protective of water quality. Projects in these subwatersheds would implement structural and nonstructural source-control BMPs that reduce the potential for pollutants to enter runoff, and treatment control BMPs that remove pollutants from stormwater.
Projects in the watersheds may be constructed within 100-year flood zones or dam inundation zones.
Projects within the 100-year flood zone would be mandated to purchase flood insurance through the National Flood Insurance Program. In addition, Sonoma County and other jurisdictions within these subwatersheds regulate development within flood zones in a similar manner as SRCC Chapter 18-52 and in compliance with FEMA standards to limit cumulative flood hazard impacts.
There have been no dam failures in Santa Rosa or Sonoma County, and the risk of a catastrophic dam failure causing flooding to downstream residents is very low. In addition, in the case of an imminent dam failure, the Sonoma County and Santa Rosa’s Emergency Operations Plans would be activated to ensure that residents and businesses are notified and if necessary evacuated in a timely manner .
In summary, cumulative impacts to hydrology, drainage, and flooding would be less than significant, and impacts of the proposed project would not be cumulatively considerable.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
HYDROLOGY AND WATER QUALITY
4.10-44 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
PLACEWORKS 4.11-1
4.11 LAND USE AND PLANNING
This chapter of the Draft Environmental Impact Report (EIR) describes the potential impacts related to land use and planning associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential impacts related to land use and planning, and identifies proposed General Plan 2050 goals, policies, and actions that would minimize any potentially significant impacts.
4.11.1 ENVIRONMENTAL SETTING
REGULATORY FRAMEWORK
State Regulations
Cortese-Knox Act
The Cortese-Knox-Hertzberg Local Government Reorganization Act of 20001 established a Local Agency Formation Commission (LAFCO) in each county in California, and authorized these commissions to review, approve, or deny proposals for boundary changes and incorporations for cities, counties, and special districts. The LAFCO established a “sphere of influence” (SOI) for cities within their jurisdiction that describes the city's probable future physical boundaries and service area. The Santa Rosa SOI is regulated by Sonoma County LAFCO. The Santa Rosa SOI is shown on Figure 3-2, General Plan 2050 Planning Boundaries and EIR Study Area, in Chapter 3, Project Description, of this Draft EIR. The City does not propose to annex or de-annex any areas of the SOI as part of the proposed project.
Regional Regulations
Plan Bay Area
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, the Metropolitan Transportation Commission (MTC) and Association of Bay Area Government (ABAG) adopted Plan Bay Area 2050, the regional transportation plan/sustainable community strategy on October 21, 2021, as mandated by the Sustainable Communities and Climate Protection Act (Senate Bill 375).2 Plan Bay Area lays out a development scenario for the nine-county Bay Area region that works to align transportation and land use planning in order to reduce vehicle miles traveled (VMT) through modified land use patterns. Plan Bay Area projects growth and development patterns through 2050.
1 California Government Code, Sections 56000–56001.
2 Association of Bay Area Governments and Metropolitan Transportation Commission, October 2021, Plan Bay Area 2050, accessed July 21, 2023, https://www.planbayarea.org/sites/default/files/documents/Plan_Bay_Area_2050_October_2021.pdf.
4.11.1.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
4.11-2 OCTOBER 2024
Plan Bay Area distributes future growth across the San Francisco Bay Area region in order to meet its GHG emissions reduction, housing, and other performance targets, but it is not intended to override local land use control. Cities and counties, not MTC/ABAG, are ultimately responsible for the manner in which their local communities continue to be built out in the future. For this reason, cities and counties are not required to revise their land use policies and regulations, including general plans, to be consistent with the regional transportation plan or an alternative planning strategy. Rather than increase regional land use control, Plan Bay Area facilitates implementation by expanding incentives and opportunities available to local jurisdictions to support growth in Priority Development Area (PDA). In addition to funding transportation and planning projects in PDAs, Plan Bay Area sets the stage for cities and counties to increase the efficiency of the development process, if they choose, for projects consistent with Plan Bay Area and other state legislation.
3 As described in Chapter 4.0 of this Draft EIR, as part of the implementing framework for Plan Bay Area, PDAs and Transit Priority Areas (TPA) are identified as areas where concentrated development can have beneficial environmental effects and reduce adverse environmental impacts. PDAs are areas along transportation corridors which are served by public transit that allow opportunities for development of transit-oriented, infill development in existing communities that are expected to host the majority of future development. TPAs are similar in that they are formed within one-half mile around a major transit stop such as a transit center or rail line. As shown on Figure 4-1, Priority Development Areas and Transit Priority Areas, in Chapter 4.0 of this Draft EIR, the EIR Study Area has six PDAs and three TPAs.
Local Regulations
While the City has other local regulations that regulate land use and guide land use decisions, all specific plans, master plans, and zoning in the city must be consistent with the General Plan. The General Plan is the community’s overarching policy document that defines a vision for future change and sets the “ground rules” for locating and designing new projects that enhance the character of the community, expanding the local economy, conserving and preserving environmental resources, improving public services and safety, minimizing hazards, and fostering community health. The General Plan, which includes a vision, guiding principles, goals, policies, and actions, functions as the City’s primary land use regulatory tool. It provides a basis for judging whether specific development proposals and public projects are in harmony with General Plan policies. It is the constitution for future change in Santa Rosa. The General Plan must be used as the basis for all planning-related decisions made by City staff, the Planning Commission, and the City Council. Other decision-making bodies that rely on the General Plan to guide future decisions include, but are not limited to, the Art in Public Places Committee, Bicycle and Pedestrian Advisory Board, Cultural Heritage Board, Design Review Board, Transportation and Public Works Department, and the Recreation and Parks Department.
3 Association of Bay Area Governments and Metropolitan Transportation Commission, 2022, Frequently Asked Questions:
Does Plan Bay Area override local land use control? accessed August 31, 2022, https://www.planbayarea.org/2040-plan/ quick-facts/faq-page#n4851.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
PLACEWORKS 4.11-3
EXISTING CONDITIONS
The term “existing land use” refers to the existing built environment, which may be different from the general plan or zoning designations that the City applies for planning purposes. The City of Santa Rosa is relatively built out with well-established residential neighborhoods at lower densities than the greater San Francisco Bay Area. Low density, primarily single-family residential is the predominant land use in the city.
Single-family residential uses cover 52 percent of the city’s 41 square miles. Commercial uses are generally located in the heart of Santa Rosa and along US Highway 101, with 15 unique commercial districts in addition to Downtown Santa Rosa, which operates as a mixed-use district. Over half of all commercial development in the city is strip retail. Industrial uses are generally situated in the northern and southern outskirts of Santa Rosa, often near US Highway 101, and occupy only about 3 percent of the city’s land area (718 acres). Outside the city limit, the SOI includes some built-up urban areas, agricultural, and undeveloped land.
4.11.2 STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant land use impact if it would:
1. Physically divide an established community.
2. Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect.
3. In combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to land use and planning.
4.11.3 IMPACT DISCUSSION
LU-1 Implementation of the proposed project would not physically divide an established community.
The physical division of an established community typically refers to the construction of a physical feature or the removal of a means of access that would impair mobility within an existing community or between a community and outlying areas.
Potential future development from implementation of the proposed General Plan 2050 would not result in a change in land use or zoning that would cause the construction or removal of any physical features or means of access throughout the EIR Study Area or the region. As discussed in Chapter 3, Project Description, of this Draft EIR, potential future development from implementation of the proposed project is expected to occur in the proposed General Plan 2050 Areas of Change and would primarily occur in the form of infill/intensification on sites already developed and/or underutilized, and/or in close proximity to existing development and infrastructure in the proposed Areas of Change, of which most are in PDAs and TPAs. While the proposed General Plan 2050 does not prohibit development opportunities outside of infill locations, it does require the City to
ensure that growth and change serve community needs and protect the environment, as identified in proposed Goal 2-1 of Chapter 2, Land Use and Economic Development.
4.11.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
4.11-4 OCTOBER 2024
Proposed Policy 2-1.2, which supports Goal 2-1, encourages development that supports community health and quality of life and fosters complete neighborhoods in both established and emerging neighborhoods. Additionally, the proposed General Plan 2050 maintains the existing roadway patterns and would not include any new major roadways or other physical features through existing neighborhoods that would create new physical barriers in the EIR Study Area. Therefore, implementation of the proposed project would not physically divide an established community. Impacts would be less than significant.
Significance without Mitigation: Less than significant.
LU-2 Implementation of the proposed project would not cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect.
Land-Use Plans, Policies, and Regulations
While the proposed General Plan 2050 is the primary planning document for the City of Santa Rosa and the proposed update is intended to ensure consistency between the General Plan, Zoning Ordinance, and federal and state laws, implementation of the proposed project has the potential to conflict with “land use” plans, policies, or regulations adopted for the purpose of avoiding or mitigating an environmental effect. For the purposes of this EIR, a “land use” plan is a policy, or regulation that addresses how land is used. The following discusses the proposed project and its relationship to the land use plans, policies, or regulations adopted for the purpose of avoiding or mitigating an environmental effect, as listed in Section
4.11.1.1, Regulatory Framework.
Sonoma Local Agency Formation Commission
The proposed Santa Rosa SOI is regulated by the Sonoma County LAFCO and any proposed jurisdictional boundary changes, including annexations and detachments of territory to and/or from the city, are subject to Sonoma County LAFCO review and approval. The Sonoma County LAFCO also must review any contractual service agreements and determine the SOI. Although the City does not propose to annex or de-annex any areas of the SOI as part of the proposed General Plan 2050, annexation proposals could occur during the buildout horizon of the proposed General Plan 2050.
Chapter 2, Land Use and Economic Development, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts from annexations from the SOI to the city limit. The following goal, policies, and actions would serve to minimize impacts from annexations through collaboration with the Sonoma County LAFCO:
Goal 2-1: Ensure that growth and change serve community needs, protect the environment, improve the City’s fiscal stability, and enhance quality of life for all members of the community. Policy 2-1.2: Facilitate future annexations with a thoughtfully designed and transparent strategy that ensures the City’s ongoing fiscal health and supports a high quality of life for community members.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
PLACEWORKS 4.11-5
Action 2-1.5: Prepare a specific plan prior to annexation of land in south Santa Rosa, south from the current City boundary to the Urban Growth Boundary, including both the east and west sides of Highway 101 to identify and accommodate needs related to City services, such as fire and police, water, wastewater, stormwater, transportation, and parks. Action 2-1.6: Require a fiscal impact analysis for proposed annexations when determined necessary by staff to ensure a full accounting of infrastructure and public service costs and confirm whether revenue enhancement mechanisms are necessary to ensure net fiscal balance.
Action 2-1.7: Allow annexations or City utility connections only if they do not adversely impact the City’s fiscal viability, environmental resources, infrastructure and services, and quality of life.
Action 2-1.8: Work with LAFCO to require all proposed annexations within a county island to prepare a sentiment survey of all property owners in the island to determine the feasibility of annexing the full county island.
Policy 2-1.3: Promote and participate in cooperative planning efforts with surrounding jurisdictions and the County, especially related to countywide and regional issues such as transportation, waste management, climate resilience and adaptation, hazard mitigation, and affordable housing.
Action 2-1.9: Continue to meet with County of Sonoma staff to coordinate land use issues of mutual concern in the Urban Growth Boundary.
Policy 2-1.6: Maintain consistency between LAFCO and City of Santa Rosa Disadvantaged Unincorporated Community maps.
Action 2-1.19: Continue to coordinate with Sonoma Local Agency Formation Commission regarding mapping of Disadvantaged Unincorporated Communities (DUCs) and update the General Plan as necessary to address needs of identified DUCs within the Santa Rosa Sphere of Influence—consistent with Government Code Section 65302.10.(a).
The proposed project acknowledges that the City will follow adopted Sonoma County LAFCO policies to review any proposed SOI changes and annexation requests. Accordingly, the proposed General Plan 2050 would not conflict with or be inconsistent with the Sonoma County LAFCO policies, and the impact would be less than significant.
Plan Bay Area
While Plan Bay Area is not intended to override local land use control, it provides guidance to the local agencies such as Santa Rosa that focuses on achieving the State’s GHG and VMT reduction goals. This includes constructing more infill development in downtowns and centers in close proximity to jobs and services. Chapter 2, Land Use and Economic Development, and Chapter 3, Circulation, Open Space, Conservation, and Greenhouse Gas Reduction, of the proposed General Plan 2050 contain goals, policies, and actions that require local planning and development decisions to consider GHG and VMT reduction goals. The following goals, policies, and actions would serve to support the goals of the Plan Bay Area:
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
4.11-6 OCTOBER 2024
Goal 2-1: Ensure that growth and change serve community needs, protect the environment, improve the City’s fiscal stability, and enhance quality of life for all members of the community. Policy 2-1.4: Ensure that City policy, codes, programming, and practices support a range of land uses.
Action 2-1.10: Consider updating the Zoning Code to allow for compatible residential and commercial uses in office parks, light industrial areas, and other similar areas.
Such compatible uses could include, but are not limited to, live-work units, artisan studios/shops, galleries, brew pubs, coffee shops, tasting rooms, sports and entertainment venues, and event spaces.
Action 2-1.14: Update the Zoning Code to:
1. Rezone parcels to ensure consistency with the General Plan.
2. Rezone Planned Development communities into appropriate zoning districts consistent with General Plan land uses.
3. Create development standards for Missing Middle Housing types. Goal 2-2: Promote city-centered growth and investment with a neighborhood-focused approach to create complete and connected communities that provide community members' daily needs within easy walking or biking distance.
Policy 2-2.1: Support development of complete neighborhoods, especially in Areas of Change, ensuring they offer convenient, equitable access to goods and services needed to support daily life, such as healthy food, recreation, active transportation infrastructure, and transit. Action 2-2.1: Work with landowners and developers to encourage development that will increase access to goods and services that support daily life, such as access to fresh produce, recreation and sporting opportunities, community gathering places, active transportation infrastructure, and transit.
Policy 2-2.2: Encourage a compact, rather than a scattered, development pattern for new development proposals, particularly in Areas of Change. Action 2-2.5: Explore ways to encourage development in Areas of Change that includes services within one-half mile walking and biking distance of residential neighborhoods Action 2-2.7: Maintain Priority Development Area and Transit-Oriented Community designations in accordance with Plan Bay Area and ongoing ABAG/MTC efforts to ensure consistency with regional planning.
Policy 2-2.3: Maintain close land use/transportation relationships to promote multi-modal transportation and discourage travel by automobile in all private development, capital improvement projects, and area plans.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
PLACEWORKS 4.11-7
Goal 2-3: Create dense and varied housing types near transit to reduce greenhouse gas emissions and promote livability.
Policy 2-3.1: Ensure that residential developments, including subdivisions and neighborhoods, are designed to foster livability, maintain local and historic character of neighborhoods, and offer diverse housing types to satisfy a wide range of needs and retain local character. Action 2-3.1: Update the Zoning Code to permit residential and mixed-use development by right in some nonresidential zoning districts, as mandated by State law. Action 2-3.2: Identify barriers and/or incentives to mixed-use redevelopment in areas that are currently lacking components of a complete neighborhood and mitigate/implement these In addition to the proposed General Plan 2050 goals, policies, and actions listed above, see Chapter 4.3, Air Quality, Chapter 4.6, Energy, Chapter 4.8, Greenhouse Gas Emissions, and Chapter 4.15, Transportation, of this Draft EIR for complete lists of proposed General Plan 2050 goals, policies, and actions that would minimize conflict with the goals of Plan Bay Area. Accordingly, the proposed project would not conflict with or be inconsistent with Plan Bay Area, resulting in a less-than-significant impact.
Non-Land-Use Plans, Policies, and Regulations
Plans, policies, and regulations concerning a wide range of topics can also have direct and indirect effects on land use decision-making. The proposed General Plan 2050’s potential to conflict with other applicable plans, policies, and regulations adopted for the purpose of avoiding or mitigating an environmental effect are discussed in detail in the other environmental topic chapters of this Draft EIR. Specifically, these discussions are in Chapter 4.3, Air Quality; Chapter 4.4, Biological Resources; Chapter 4.5, Cultural Resources; Chapter 4.8, Greenhouse Gas Emissions; Chapter 4.9, Hazards and Hazardous Materials; Chapter 4.10, Hydrology and Water Quality; Chapter 4.12, Noise; Chapter 4.13, Population and Housing; Chapter 4.14, Public Services, Parks, and Recreation; Chapter 4.15, Transportation; Chapter 4.16, Tribal Cultural Resources; Chapter 4.17, Utilities and Service Systems; and Chapter 4.18, Wildfire. Some of these key regulations include:
Air Quality. Bay Area Air Quality Management District (BAAQMD) has prepared several plans to attain the National and California ambient air quality standards. The air quality management plans prepared by BAAQMD provide the framework for San Francisco Bay Area Air Basin to achieve attainment of the State and federal ambient air quality standards.
Biological Resources. The federal Endangered Species Act and California Endangered Species Act protect plants and animals that are listed as endangered or threatened by the United States Fish and Wildlife Service, the National Marine Fisheries Service, and the California Department of Fish and Wildlife. The Migratory Bird Treaty Act protects migratory birds, any of their parts, eggs, and nests.
The Bald and Golden Eagle Protection Act of 1940, as amended, provides for the protection of bald eagles and golden eagles. The federal and State Clean Water Acts protect habitat for animals and plants. The Native Plant Protection Act of 1977 was created with the intent to “preserve, protect and enhance rare and endangered plants in this State.”
4 4 California Fish and Game Code Section 1900.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
4.11-8 OCTOBER 2024
Cultural and Tribal Cultural Resources. The National Historic Preservation Act defines the responsibilities of federal agencies to protect and preserve Historic Properties. The American Indian Religious Freedom Act and the Native American Graves Protection and Repatriation Act of 1990 protect Native American artifacts. California Government Code Section 65352.3-5, formerly known as Senate Bill 18, and Assembly Bill 52 are both intended to protect Native American resources as well. Greenhouse Gas Emissions and Vehicle Miles Traveled. The Plan Bay Area provides guidance to reduce VMT and thus reduce GHG emissions to meet the State’s goals. Hydrology and Water Quality. The federal and State Clean Water Acts include regulations for protecting water quality. The City of Santa Rosa is within the jurisdiction of the North Coast Regional Water Quality Control Board (Region 1). The North Coast water board addresses regionwide water quality issues through the creation and triennial update of the Water Quality Control Plan for the North Coast Region (Basin Plan).
Natural Hazards. The City of Santa Rosa adopted the Sonoma County Multi-Jurisdictional Hazard Mitigation Plan, which also provides an update to the City’s local hazard mitigation plan, on December 2021. The City’s local hazard mitigation plan identifies the natural hazards faced by the city, assesses vulnerabilities to these hazards, and identifies mitigation strategies that can be taken to reduce or alleviate the loss of life, personal injury, and property damage that otherwise might result from said natural hazards. Mitigation actions are suggested and carried out by various City departments. Population and Housing. ABAG is the official comprehensive planning agency for the Sonoma County area and is responsible for taking the overall Regional Housing Needs Assessment provided by the State and preparing a formula for allocating that housing need by income level across its jurisdiction. Utilities and Service Systems. The National Pollutant Discharge Elimination System permit program was established by the Clean Water Act to regulate municipal and industrial discharges to surface waters of the United States, including discharges from municipal separate storm sewer systems.
For a complete list and description of the applicable non-land-use plans, policies, and regulations adopted for the purpose of avoiding or mitigating an environmental effect, please see the individual chapters of this Draft EIR listed previously.
Summary
In summary, the proposed project is the primary planning document for the City of Santa Rosa. The proposed General Plan 2050 is intended to ensure consistency between the General Plan, Zoning Ordinance, and federal and state laws. Because the proposed General Plan 2050 is the overriding planning document for the City, and because the proposed General Plan 2050 involves amending the current General Plan and the Zoning Ordinance, the impact would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
PLACEWORKS 4.11-9
LU-3 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to land use and planning.
The geographic context for the cumulative land use and planning impacts would occur from potential future development under the proposed project combined with impacts of development on lands adjacent to the city.
As discussed under Impact Discussions LU-1 and LU-2, the proposed project would not divide an established community or conflict with established plans, policies, and regulations. The proposed project would not conflict with any State, regional, or local land use plans, policies, or regulations adopted for the purpose of avoiding or mitigating an environmental effect. Potential future development over the buildout horizon of the proposed project would not create substantial land use impacts. Development would likely continue to occur in the surrounding cities and the unincorporated areas of Sonoma County. However, such development would largely take place in already urbanized areas and would not require development or demolition that would create land use conflicts or divide established communities.
Therefore, the proposed project would not result in a cumulatively considerable contribution to cumulative impacts related to land use changes, and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
LAND USE AND PLANNING
4.11-10 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-1
4.12 NOISE
This chapter of the Draft Environmental Impact Report (EIR) describes the potential noise impacts associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential noise impacts, and identifies proposed General Plan 2050 goals, policies, and actions, as well as feasible mitigation measures, that would minimize any potentially significant impacts.
4.12.1 ENVIRONMENTAL SETTING
NOISE AND VIBRATION FUNDAMENTALS
Noise is defined as unwanted sound and is known to have several adverse effects on people, including hearing loss, speech and sleep interference, physiological responses, and annoyance. Although sound can be easily measured, the perception of noise and the physical response to sound complicate the analysis of its impact on people. People judge the relative magnitude of sound sensation in subjective terms such as “noisiness” or “loudness.” The following are brief definitions of terminology used in this section:
Sound. A disturbance created by a vibrating object, which, when transmitted by pressure waves through a medium such as air, is capable of being detected by a receiving mechanism, such as the human ear or a microphone.
Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable. Decibel (dB). A unitless measure of sound on a logarithmic scale. A-Weighted Decibel (dBA). An overall frequency-weighted sound level in decibels that approximates the frequency response of the human ear .
Equivalent Continuous Noise Level (Leq); also called the Energy-Equivalent Noise Level. The value of an equivalent, steady sound level, which, in a stated time period (often over an hour) and at a stated location, has the same A-weighted sound energy as the time-varying sound. Thus, the Leq metric is a single numerical value that represents the equivalent amount of variable sound energy received by a receptor over the specified duration.
Statistical Sound Level (Ln). The sound level that is exceeded “n” percent of time during a given sample period. For example, the L50 level is the statistical indicator of the time-varying noise signal that is exceeded 50 percent of the time (during each sampling period); that is, half of the sampling time, the changing noise levels are above this value and half of the time they are below it. This is called the “median sound level.” The L
10 level, likewise, is the value that is exceeded 10 percent of the time (i.e., near the maximum) and this is often known as the “intrusive sound level.” The L90 is the sound level exceeded 90 percent of the time and is often considered the “effective background level” or “residual noise level.”
Day-Night Sound Level (Ldn or DNL). The energy-average of the A-weighted sound levels occurring during a 24-hour period, with 10 dB added to the sound levels occurring during the period from 10:00 p.m. to 7:00 a.m.
4.12.1.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-2 OCTOBER 2024
Community Noise Equivalent Level (CNEL). The energy average of the A-weighted sound levels occurring during a 24-hour period, with 5 dB added from 7:00 p.m. to 10:00 p.m. and 10 dB from 10:00 p.m. to 7:00 a.m. For general community/environmental noise, CNEL and Ldn values rarely differ by more than 1 dB (with the CNEL being only slightly more restrictive, that is, higher than the Ldn value). As a matter of practice, Ldn and CNEL values are interchangeable and are treated as equivalent in this assessment.
Noise-Sensitive Receptor . Noise- and vibration-sensitive receptors include land uses where quiet environments are necessary for enjoyment and public health and safety. Residences, schools, motels and hotels, libraries, religious institutions, hospitals, and nursing homes are examples. Peak Particle Velocity (PPV). The peak rate of speed at which soil particles move (e.g., inches per second) due to ground vibration.
Sound Fundamentals
Sound is a pressure wave transmitted through the air . It is described in terms of loudness or amplitude (measured in decibels), frequency or pitch (measured in Hertz [Hz] or cycles per second), and duration (measured in seconds or minutes). The standard unit of measurement of the loudness of sound is the decibel (dB). Changes of 1 to 3 dB are detectable under quiet, controlled conditions and changes of less than 1 dB are usually indiscernible. A 3 dB change in noise levels is considered the minimum change that is detectable with human hearing in outside environments. A change of 5 dB is readily discernable to most people in an exterior environment, and a 10 dB change is perceived as a doubling (or halving) of the sound.
The human ear is not equally sensitive to all frequencies. Sound waves below 16 Hz are not heard at all and are “felt” more as a vibration. Similarly, while people with extremely sensitive hearing can hear sounds as high as 20,000 Hz, most people cannot hear above 15,000 Hz. In all cases, hearing acuity falls off rapidly above about 10,000 Hz and below about 200 Hz. Since the human ear is not equally sensitive to sound at all frequencies, a special frequency-dependent rating scale is usually used to relate noise to human sensitivity. The A-weighted decibel scale (dBA) performs this compensation by weighting frequencies in a manner approximating the sensitivity of the human ear .
Noise is defined as unwanted sound and is known to have several adverse effects on people, including hearing loss, speech and sleep interference, physiological responses, and annoyance. Based on these known adverse effects, the federal government, the State of California, and many local governments have established criteria to protect public health and safety and to prevent disruption of certain human activities.
Sound Measurement
Sound pressure is measured through the A-weighted measure to correct for the relative frequency response of the human ear. That is, an A-weighted noise level de-emphasizes low and very high frequencies of sound similar to the human ear’s de-emphasis of these frequencies.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-3
Unlike linear units such as inches or pounds, decibels are measured on a logarithmic scale, representing points on a sharply rising curve. On a logarithmic scale, an increase of 10 dBA is 10 times more intense than 1 dBA, while 20 dBA is 100 times more intense, and 30 dBA is 1,000 times more intense. A sound as soft as human breathing is about 10 times greater than 0 dBA. The decibel system of measuring sound gives a rough connection between the physical intensity of sound and its perceived loudness to the human ear . Ambient sounds generally range from 30 dBA (very quiet) to 100 dBA (very loud).
Sound levels are generated from a source and their decibel level decreases as the distance from that source increases. Sound dissipates exponentially with distance from the noise source. This phenomenon is known as “spreading loss.” For a single point source, sound levels decrease by approximately 6 dBA for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by on-site operations from stationary equipment or activity at a project site. If noise is produced by a line source, such as highway traffic, the sound decreases by 3 dBA for each doubling of distance in a hard site environment. Line source noise in a relatively flat environment with absorptive vegetation decreases by
4.5 dBA for each doubling of distance.
Time variation in noise exposure is typically expressed in terms of a steady-state energy level equal to the energy content of the time varying period (called L
eq), or alternately, as a statistical description of the sound level that is exceeded over some fraction of a given observation period. For example, the L50 noise level represents the noise level that is exceeded 50 percent of the time. Half the time the noise level exceeds this level and half the time the noise level is less than this level. This level is also representative of the level that is exceeded 30 minutes in an hour . Similarly, the L 2, L8, and L25 values represent the noise
levels that are exceeded 2, 8, and 25 percent of the time, or 1, 5, and 15 minutes per hour . These “Ln” values are typically used to demonstrate compliance for stationary noise sources with a city’s noise ordinance, as discussed subsequently.
Because community receptors are more sensitive to unwanted noise intrusion during the evening and at night, State law and the County require that, for planning purposes, an artificial dB increment be added to quiet time noise levels in a 24-hour noise descriptor called the Community Noise Equivalent Level (CNEL) or Day-Night Noise Level (L
dn). The CNEL descriptor requires that an artificial increment of 5 dBA be added to the actual noise level for the hours from 7:00 p.m. to 10:00 p.m. and 10 dBA for the hours from 10:00 p.m. to 7:00 a.m. The L
dn descriptor uses the same methodology but only adds a 10 dBA increment between 10:00 p.m. and 7:00 a.m. Both descriptors give roughly the same 24-hour level, with the CNEL being only slightly more restrictive (i.e., higher).
Psychological and Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA.
Exposure to high noise levels affects our entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, and thereby affecting blood pressure, functions of the heart, and the nervous system. In comparison, extended periods of noise exposure above 90 dBA could result in permanent hearing damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with short-term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dBA, the tickling sensation is replaced by the feeling of pain in the ear . This is called the threshold of pain.
Table 4.12-1, Typical Noise Levels, shows typical noise levels from familiar noise sources.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-4 OCTOBER 2024
TABLE 4.12-1 TYPICAL NOISE LEVELS
Common Outdoor Activities Noise Level (dBA) Common Indoor Activities Onset of physical discomfort 120+
110 Rock Band (near amplification system)
Jet Flyover at 1,000 feet
100
Gas Lawn Mower at 3 feet
90 Diesel Truck at 50 feet, at 50 mph Food Blender at 3 feet 80 Garbage Disposal at 3 feet
Noisy Urban Area, Daytime
70 Vacuum Cleaner at 10 feet
Commercial Area Normal speech at 3 feet
Heavy Traffic at 300 feet 60
Large Business Office
Quiet Urban Daytime 50 Dishwasher Next Room
Quiet Urban Nighttime 40 Theater, Large Conference Room (background)
Quiet Suburban Nighttime
30 Library
Quiet Rural Nighttime Bedroom at Night, Concert Hall (background)
20 Broadcast/Recording Studio
10 Lowest Threshold of Human Hearing 0 Lowest Threshold of Human Hearing Source: California Department of Transportation, May 13, 2011, I-80 Davis OGAC Pavement Noise Study, https://dot.ca.gov/-/media/dot- media/programs/environmental-analysis/documents/env/davis-noise-study-12yr-report-may2011-a11y.pdf, accessed October 4, 2022.
Vibration Fundamentals
Vibration is an oscillating motion. Like noise, vibration is transmitted in waves, but in this case through earth or solid objects. Unlike noise, vibration is typically felt rather than heard. Vibration can be either natural, as in the form of earthquakes, volcanic eruptions, landslides, or human-made, as from explosions, heavy machinery, or trains. Both natural and human-made vibration may be continuous such as from operating machinery, or impulsive as from an explosion.
Vibration amplitudes are usually described in terms of either vibration decibels (VdB) or peak particle velocity (PPV). Table 4.12-2, Human and Architectural Reactions to Typical Vibration Levels in Peak Particle Velocity, and Table 4.12-3, Human Reaction to Typical Vibration Levels in Vibration Decibels, present the human reaction to various levels of PPV and VdB, respectively.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-5
TABLE 4.12-2 HUMAN AND ARCHITECTURAL REACTIONS TO TYPICAL VIBRATION LEVELS IN PEAK PARTICLE VELOCITY Vibration Level
Peak Particle Velocity
(in/sec) Human Reaction Effect on Buildings
0.006 to 0.019 Threshold of perception, possibility of intrusion Vibrations unlikely to cause damage of any type
0.08 Vibrations readily perceptible Recommended upper level of vibration to which ruins and ancient monuments should be subjected
0.10 Level at which continuous vibration begins to
annoy people
Virtually no risk of “architectural” (i.e., not
structural) damage to normal buildings
0.20 Vibrations annoying to people in buildings
Threshold at which there is a risk to “architectural”
damage to normal dwelling (houses with plastered
walls and ceilings)
0.4 to 0.6
Vibrations considered unpleasant by people
subjected to continuous vibrations and
unacceptable to some people walking on
bridges
Vibrations at a greater level than normally expected
from traffic, but would cause “architectural” damage
and possibly minor structural damage
Source: California Department of Transportation, 2020, Transportation and Construction Vibration Guidance Manual.
TABLE 4.12-3 HUMAN REACTION TO TYPICAL VIBRATION LEVELS IN VIBRATION DECIBELS Vibration Velocity Level Human Reaction
65 VdB Approximate threshold of perception for many humans. 75 VdB Approximate dividing line between barely perceptible and distinctly perceptible. Many people find transit vibration at this level annoying.
85 VdB Vibration tolerable only if there are an infrequent number of events per day.
Source: Federal Transit Administration, 2018, Transit Noise and Vibration Impact Assessment.
Vibrations also vary in frequency, and this affects perception. Typical construction vibrations fall in the 10 to 30 Hz range and usually occur around 15 Hz. Traffic vibrations exhibit a similar range of frequencies; however, due to their suspension systems, buses often generate frequencies around 3 Hz at high vehicle speeds. It is less common, but possible, to measure traffic frequencies above 30 Hz. The way in which vibration is transmitted through the earth is called propagation. As vibration waves propagate from a source, the energy is spread over an ever-increasing area such that the energy level striking a given point is reduced with the distance from the energy source. This geometric spreading loss is inversely proportional to the square of the distance. Wave energy is also reduced with distance as a result of material damping in the form of internal friction, soil layering, and void spaces. The amount of attenuation provided by material damping varies with soil type and condition as well as the frequency of the wave.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-6 OCTOBER 2024
REGULATORY FRAMEWORK
Federal Regulations
Federal Highway Administration
Proposed federal or federal-aided highway construction projects at a new location, or the physical alteration of an existing highway that significantly changes the horizontal or vertical alignment or increases the number of through-traffic lanes, require an assessment of noise and consideration of noise abatement pursuant to Title 23 of the Code of Federal Regulations (CFR) Part 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise. The Federal Highway Administration (FHWA) adopted noise abatement criteria for sensitive receivers (e.g., picnic and recreation areas, playgrounds, active sport areas, parks, residences, motels, hotels, schools, churches, libraries, and hospitals) when “worst-hour” noise levels approach or exceed 67 dBA L
eq.1
United States Environmental Protection Agency
In addition to FHWA standards, the United States Environmental Protection Agency (USEPA) has identified the relationship between noise levels and human response. The USEPA has determined that over a 24- hour period, a Leq of 70 dBA will result in some hearing loss. Interference with activity and annoyance will not occur if exterior levels are maintained at a Leq of 55 dBA and interior levels are at or below 45 dBA.
These levels are relevant to planning and design and useful for informational purposes, but they are not land use planning criteria because they do not consider economic cost, technical feasibility, or the needs of the community; therefore, they are not mandated. The USEPA also has set 55 dBA L dn as the basic goal
for exterior residential noise intrusion. However, other federal agencies, in consideration of their own program requirements and goals, as well as difficulty of actually achieving a goal of 55 dBA L dn, have
settled on the 65 dBA Ldn level as their standard. At 65 dBA Ldn, activity interference is kept to a minimum, and annoyance levels are still low. It is also a level that can realistically be achieved.
United States Department of Housing and Urban Development The United States Department of Housing and Urban Development (HUD) has set the goal of 65 dBA Ldn as a desirable maximum exterior standard for residential units developed under HUD funding. This level is also generally accepted in the State of California.
1 California Department of Transportation, April 2020, Traffic Noise Analysis Protocol for New Highway Construction, Reconstruction, and Retrofit Barrier Projects, https://dot.ca.gov/-/media/dot-media/programs/environmental- analysis/documents/env/traffic-noise-protocol-april-2020-a11y.pdf, accessed October 4, 2022.
4.12.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-7
Federal Transit Administration
The Federal Transit Administration (FTA) has identified construction noise thresholds in the Transit Noise and Vibration Impact Assessment Manual,2 which limit daytime construction noise to 80 dBA Leq at residential land uses and to 90 dBA Leq at commercial and industrial land uses.
The FTA also provides damage criteria during construction vibration exposure depending on building material type and vibration impact criteria for sensitive buildings, residences, and institutional land uses near rail transit and railroads. The thresholds for residences and buildings where people normally sleep (e.g., nearby residences) are 72 VdB for frequent events (more than 70 events of the same source per day), 75 VdB for occasional events (30 to 70 vibration events of the same source per day), and 80 VdB for infrequent events (less than 30 vibration events of the same source per day).
State Regulations
General Plan Guidelines
The State of California, through its General Plan Guidelines, discusses how ambient noise should influence land use and development decisions and includes a table of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable uses at different noise levels, expressed in CNEL. A conditionally acceptable designation implies new construction or development should be undertaken only after a detailed analysis of the noise reduction requirements for each land use and needed noise insulation features are incorporated in the design. By comparison, a normally acceptable designation indicates that standard construction can occur with no special noise reduction requirements.
The General Plan Guidelines provide cities with recommended community noise and land use compatibility standards that can be adopted or modified at the local level based on conditions and types of land uses specific to that jurisdiction. The City of Santa Rosa has not adopted its own noise and land use compatibility guidelines. Therefore, the State of California’s guidelines shown in Table 4.12-4, State Community Noise and Land Use Compatibility, are applied in this Draft EIR.
California Building Code
The State of California provides a minimum standard for building design through Title 24 of the CCR, commonly referred to as the California Building Code (CBC). The CBC is in Part 2 of Title 24. The CBC is updated every three years. It is generally adopted on a jurisdiction-by-jurisdiction basis, subject to further modification based on local conditions. The CBC, Title 24, Part 2, Volume 1, Chapter 12, Section 1207.11.2, Allowable Interior Noise Levels, requires that interior noise levels attributable to exterior sources shall not exceed 45 dB in any habitable room. The noise metric is evaluated as either the L dn or
the CNEL, consistent with the Noise Element of the local General Plan.
2 Federal Transit Administration, September 2018, Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-8 OCTOBER 2024
TABLE 4.12-4 STATE COMMUNITY NOISE AND LAND USE COMPATIBILITY Land Uses
CNEL or Ldn (dB(A))
55 60 65 70 75 80 Residential-Low Density
Single Family, Duplex, Mobile Homes
Residential - Multiple Family
Transient Lodging: Hotels and Motels
Schools, Libraries, Churches, Hospitals, Nursing Homes
Auditoriums, Concert Halls, Amphitheaters
Sports Arena, Outdoor Spectator Sports
Playground, Neighborhood Parks
Golf Courses, Riding Stables, Water Recreation, Cemeteries
Office Buildings, Businesses, Commercial and Professional
Industrial, Manufacturing, Utilities, Agricultural
Normally Acceptable:
Specified land use is satisfactory, based on the assumption that any buildings are of normal conventional construction, without any special noise insulation requirements.
Normally Unacceptable:
New construction or development should generally be
discouraged. If new construction or development does
proceed, a detailed analysis of noise reduction requirements must be made and needed noise insulation features included in design.
Conditionally Acceptable:
New construction or development should be undertaken
only after a detailed analysis of noise reduction
requirements is made and needed noise insulation features included in design. Conventional construction, but with closed windows and fresh air supply systems or air
conditioning, will normally suffice.
Clearly Unacceptable:
New construction or development should generally not be undertaken.
Source: Governor’s Office of Planning and Research, 2017, State of California General Plan 2017 Guidelines, Appendix D.
I I
I
I
I I
I
I
I I
I
.~
I
-I I
I
.~
I
-I
I I
I
I
I I
I
I
I
-
I
I
4 I
-I I
I I
I
I I
I
I
I I I I
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-9
California Building Code: CALGreen
The State of California’s noise insulation standards are codified in the CCR, Title 24, Part 11, California Green Building Standards Code (CALGreen). CALGreen noise standards are applied to new or renovation construction projects in California to control interior noise levels resulting from exterior noise sources.
Proposed projects may use either the prescriptive method (Section 5.507.4.1) or the performance method (Section 5.507.4.2) to show compliance. Under the prescriptive method, a project must demonstrate transmission loss ratings for the wall and roof-ceiling assemblies and exterior windows when located in a noise environment of 65 dB(A) CNEL or higher . Under the performance method, a project must demonstrate that interior noise levels do not exceed 50 dB(A) Leq(1hr).
Division of Aeronautic Noise Standards
CCR Title 21 sets forth the State’s airport noise standards.3 In the findings described in Section 5006, the standard states the following: “A level of noise acceptable to a reasonable person residing in the vicinity of an airport is established as a CNEL value of 65 dB for purposes of these regulations. This criterion level has been chosen for reasonable persons residing in urban residential areas where houses are of typical California construction and may have windows partially open. It has been selected with reference to speech, sleep, and community reaction.” Based on this finding, the airport noise standard as defined in Section 5012 is set at a CNEL of 65 dBA. Assembly Bill (AB) 2776 requires any person who intends to sell or lease residential properties in an airport influence area to disclose that fact to the person buying the property.
California Department of Transportation
The California Department of Transportation (Caltrans) recommends a vibration limit of 0.5 inches per second (in/sec) peak particle velocity (PPV) for buildings structurally sound and designed to modern engineering standards. A conservative vibration limit of 0.25 to 0.30 in/sec PPV has been used for older buildings that are found to be structurally sound but cosmetic damage to plaster ceilings or walls is a major concern. For historic buildings or buildings that are documented to be structurally weakened, a conservative limit of 0.08 in/sec PPV is often used to provide the highest level of protection. All of these limits have been used successfully and compliance with these limits has not been known to result in appreciable structural damage. All vibration limits referred to herein apply on the ground level and take into account the response of structural elements (i.e., walls and floors) to groundborne excitation.
Assembly Bill 1307
Signed into law on September 7, 2023, AB 1307 amends the California Environmental Quality Act (CEQA) and adds Public Resources Code (PRC) Section 21085. Pursuant to PRC Section 20185 for residential projects, the effects of noise generated by project occupants and their guests on human beings is not a significant effect on the environment. Accordingly, the noise from residential development projects is limited to construction noise, noise from the operation of the house (e.g., heating, ventilation, and air
3 California Code of Regulations Airport Noise Standards, Title 21, Public Works Division 2.5, Division of Aeronautics (Department of Transportation), Chapter 6 Noise Standards, Article 1. General.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-10 OCTOBER 2024
conditioning [HVAC] equipment), and increases in transportation noise from vehicle trips generated from the residential project.
Local Regulations
Santa Rosa City Code
The Santa Rosa City Code (SRCC) includes various directives to minimize adverse noise impacts in Santa Rosa. The SRCC is organized by title, chapter, and section, and in some cases, articles. Most provisions related to noise are in Title 17, Environmental Protection, and Title 18, Buildings and Construction, as follows:
Chapter 17-16, Noise. This chapter is also known as the City’s noise ordinance and is designed to protect people from non-transportation noise sources such as machinery, equipment, pumps, fans, air conditioners, or other similar mechanical devices.
Section 17-16.030, Ambient Base Noise Level Criteria. This section establishes the criteria to be used as a base (ambient noise level) from which noise levels can be compared, as shown in Table
4.12-5, Ambient Base Noise Level Criteria.
TABLE 4.12-5 AMBIENT BASE NOISE LEVEL CRITERIA
Zone Time
Sound Level A (decibels) Community
Environment Classification
R-1 and R-2
10:00 p.m. to 7:00 a.m. 45
7:00 p.m. to 10:00 p.m. 50
7:00 a.m. to 7:00 p.m. 55
Multi-family
10:00 p.m. to 7:00 a.m. 50
7:00 a.m. to 10:00 p.m. 55
Office & Commercial
10:00 p.m. to 7:00 a.m. 55
7:00 a.m. to 10:00 p.m. 60
Intensive Commercial a 10:00 p.m. to 7:00 a.m. 55
7:00 a.m. to 10:00 p.m. 65
Industrial Anytime 70
Note:
a See Appendix B of the City Clerk’s file as set forth on a map on file in the office of the City clerk.
Source: Santa Rosa City Code, Section 17-16.030.
Section 17-16.040, Standards for Determining Violation. This section provides a list of qualitative variables to take into account when determining whether a noise disturbs the peace and quiet of a neighborhood, including background noise levels, proximity to residences, time of day, and duration. More specifically, Section 17-16.120, Machinery and Equipment, states that noise produced by machinery, equipment, pumps, fans,
HVAC, and similar mechanical devices is not to
exceed the ambient base noise level by more than 5 dB at receiving properties. Other sections discuss restrictions on noise sources, such as leaf blowers and sound-amplifying equipment.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-11
Section 17.16-120, Machinery and Equipment. This section sets the standards for operating machinery and equipment, which could include construction-related equipment, not to exceed ambient base noise level by more than 5 dB at receiving properties. Section 17-16.170, Regulations Generally. This section limits the operation of sound-amplifying equipment at commercial and noncommercial uses to between the hours of 9:00 a.m. and 6:00 p.m. each day except Sunday and legal holidays. No operation of sound-amplifying equipment for commercial purposes shall be permitted on Sundays or legal holidays. The operation of sound- amplifying equipment for noncommercial purposes on Sundays and legal holidays shall only occur between the hours of 10:00 a.m. and 6:00 p.m. Additionally, noise levels emanating from sound- amplifying equipment shall not exceed 15 dBA above the ambient base noise levels in Table 4.12-
5. Sound-amplifying equipment shall not be operated within 200 feet of churches, schools, or hospitals.
Chapter 18-16, California Building Code. Section 18-16.010, Citation of California Building Code, adopts the CBC in its entirety, subject, however, to the amendments, additions, and deletions set forth in this chapter . The purpose of the CBC is to prescribe regulations governing the erection, construction, enlargement, alteration, repair, moving, removal, demolition, conversion, occupancy, equipment, use, height, area, and maintenance of all buildings and structures in the city. By regulating the design and construction of excavations, foundations, building frames, retaining walls, and other structures, the City’s Building Code provides protections during the design, permitting, and construction of structures intended for human occupancy.
Chapter 18-42, California Green Building Standards Code. Section 18-42.010, Citation of California Green Building Standards Code, adopts all sections of the California Green Building Standards Code, Part 11 of Title 24, 2022 Edition, published by the California Building Standards Commission, including its appendices, to, amongst other things, control interior noise levels resulting from exterior noise sources.
EXISTING CONDITIONS
Noise-Sensitive Receptors
Certain land uses, such as residences, schools, and hospitals, are particularly sensitive to noise and vibration. Noise-sensitive receptors in the EIR Study Area include residences, senior housing, schools, places of worship, and recreational areas. These uses are regarded as sensitive because they are where citizens most frequently engage in activities that are likely to be disturbed by noise, such as reading, studying, sleeping, resting, or otherwise engaging in quiet or passive recreation. Commercial and industrial uses are not particularly sensitive to noise or vibration.
Ambient Noise Measurements
Noise from transportation activity is the primary component of the noise environment in Santa Rosa.
Transportation corridors that traverse the city, such as US Highway 101 and State Route (SR) 12; major arterial roadways, such as Santa Rosa Avenue and Stony Point Road; and train activity along the Sonoma- Marin Area Rapid Transit (SMART) corridor, are the predominant sources of environmental noise. Aircraft
4.12.1.3 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-12 OCTOBER 2024
associated with the Charles M. Schulz-Sonoma County Airport also contribute to the noise environment during overflights. Lastly, portions of the city include industrial land uses that contribute to the noise environment in localized areas.
The monitoring was completed to establish existing sources and noise levels in the city. Long-term (LT) measurements made hour-by-hour over a period of 24 hours or more provide information on how noise levels vary throughout the day and night and how noise levels may vary from day to day. A series of attended short-term (ST) measurements were also made. The person attending the measurements identified the noise sources that occurred during the measurement and noted the level of noise associated with identifiable events, which assisted in quantitatively and qualitatively characterizing the noise environments along the major roadways and also in the quieter areas. The day-night average noise level (Ldn) is the metric used in the city to characterize the 24-hour average noise exposure level. It is also important to know how noise levels vary within each hour of the day and night. For this purpose, standard acoustical descriptors Leq, Lmax, L1, L10, L50, L90, and Lmin were also measured and reported.
The ambient noise monitoring survey was completed between Wednesday, May 3, 2023, and Friday, May 5, 2023. Six long-term (LT) noise measurements (LT-1 through LT-6) and 12 short-term (ST) (10-minute duration) noise measurements (ST-1 through ST-12) were made within the EIR Study Area. The measurement locations are shown on Figure 4.12-1, Long-Term and Short-Term Noise Measurement Locations.
Long-Term Noise Monitoring
The LT measurements were made hour-by-hour over a period of 24 hours between Wednesday, May 3, 2023, and Friday, May 5, 2023. A description of each LT location is provided herein:
LT-1 was at the western boundary of the Cost Plus parking lot near the US Highway 101 northbound off-ramp at Yolanda Avenue, approximately 90 feet from the centerline of the nearest through lane of US Highway 101 northbound and approximately 40 feet from the nearest lane of the off-ramp. LT-1 was positioned above the existing six-foot sound wall along the perimeter of the shopping center . LT-2 was positioned in the northeast corner of the Occidental Road/Michael Drive intersection, approximately 45 feet north of the centerline of Occidental Road and approximately 120 feet north of the centerline of the nearest through lane of westbound SR 12. LT-3 was at Holbrook Street, approximately 115 feet south of the nearest through lane along eastbound SR 12 and approximately 515 feet west of the center of the SMART tracks. LT-4 was along the northern boundary of the Kohl’s parking lot, approximately 70 feet southwest of the centerline of the nearest through lane of southbound US Highway 101. LT-5 was made along Maple Avenue between Gordon Lane and Brookwood Avenue. LT-5 was approximately 25 feet north of the centerline of Maple Avenue and approximately 150 feet north of the centerline of the nearest through lane of westbound SR 12. LT-6 was made in the southwestern corner of the SR 12/Peppertree Lane intersection, approximately 60 feet south of the centerline of the nearest through lane of eastbound SR 12.
Long-term (LT) noise monitoring
Short-term (ST) noise monitoring
Source: © Google Earth, 2023.
Figure 4.12-1
Long-Term and Short-Term Noise Measurement Locations
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS
• •
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-14 OCTOBER 2024
Table 4.12-6, Summary of Long-Term Noise Monitoring, summarizes measurement details of each LT measurement location.
TABLE 4.12-6 SUMMARY OF LONG-TERM NOISE MONITORING
Receptor
ID Location
Hourly Average Noise Levels,
dBA Leq
Day-Night
Average Noise
Level, dBA Ldn
Daytime Hours
(7:00 a.m. to
10:00 p.m.)
Nighttime Hours
(10:00 p.m. to
7:00 a.m.)
LT-1 Western boundary of Cost Plus parking lot near US
Highway 101 northbound exit at Yolanda Avenue 70 to 76 66 to 75 78 LT-2 Northeast corner of Occidental Road/Michael Drive 69 to 75 59 to 73 75 LT-3 Along Holbrook Street, ~115 feet south of centerline of nearest through lane of eastbound SR 12 62 to 66 54 to 66 68 LT-4
Northern boundary of Kohl’s parking lot, ~70 feet
southwest of centerline of nearest through lane of
southbound US Highway 101
68 to 79 65 to 78 80
LT-5 Along Maple Avenue, ~150 feet north of the centerline of nearest through lane of eastbound SR 12 67 to 74 57 to 72 74 LT-6 Southwest corner of SR 12/Peppertree Lane 64 to 76 53 to 69 71 Source: Illingworth and Rodkin, 2023.
Short-Term Noise Monitoring
Short-term measurements at ST-1 through ST-5 were made on Wednesday May 3, 2023, between 12:20 p.m. and 2:10 p.m. in 10-minute increments. Measurements at ST-6 through ST-12 were made on Thursday May 4, 2023, between 9:10 a.m. and 12:10 p.m. in 10-minute increments. A description of each ST location is provided herein:
ST-1 measurements were made at the end of Montecito Avenue, approximately 70 feet from the centerline of Fountaingrove Parkway, which was the dominant noise at ST-1. During this 10-minute period, 206 passenger vehicles passed ST-1 along Fountaingrove Parkway, generating noise levels of 57 to 75 dBA.
ST-2 measurements were made in the northeastern corner of the 4th Street/Diamond Court intersection. Traffic along 4th Street was the dominant noise source, with passenger vehicles generating noise levels of 64 to 74 dBA and heavy trucks generating noise levels of 73 to 75 dBA. ST-3 measurements were made along the western boundary of the Ross Dress for Less parking lot, approximately 70 feet from the centerline of Farmers Lane, which was the dominant noise source at ST-3. Passenger vehicles along Farmers Lane generated noise levels of 60 to 76 dBA, and heavy trucks generated noise levels of 69 to 76 dBA during the ST-3 measurement. ST-4 measurements were made at the Old Courthouse Square, approximately 45 feet north of the centerline of 3rd Street. Passenger vehicles (57 to 70 dBA) and a single bus (67 dBA) along 3rd Street were the dominant noise sources.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-15
ST-5 measurements were from the parking lot along Mendocino Avenue between Dexter Street and Carr Avenue. ST-5 was approximately 60 feet east of the centerline of Mendocino Avenue, which was the dominant noise source at ST-5. Passenger vehicles (58 to 79 dBA) and a single bus (76 dBA) along 3rd Street were the dominant noise sources.
ST-6 measurements were made at the Petaluma Hill Road/Old Petaluma Hill Road intersection, approximately 65 feet west of the centerline of Petaluma Hill Road, which was the dominant noise source at ST-6. During this 10-minute period, traffic along Petaluma Hill Road consisted of passenger vehicles (63 to 78 dBA), heavy trucks (75 dBA), and motorcycles (73 dBA). ST-7 measurements were made at the western boundary of the parking lot of Applebee’s Grill and Bar along Santa Rosa Avenue, approximately 80 feet from the centerline of ST-7. Traffic along Santa Rosa Avenue, consisting of passenger vehicles (58 to 75 dBA), heavy trucks (70 to 74 dBA), and buses (71 dBA), was the dominant noise source.
ST-8 measurements were made at the southwestern corner of the Stony Point Road/Mesa Way intersection, approximately 70 feet from the centerline of Stony Point Road. Traffic along Stony Point Road, consisting of passenger vehicles (60 to 77 dBA), heavy trucks (71 to 75 dBA), and buses (70 dBA), was the dominant noise source.
ST-9 measurements were made south of the parking lot of commercial retail uses located at 2496 West 3rd Street, approximately 75 feet east of the centerline of Fulton Road. Passenger vehicles (54 to 75 dBA) and heavy trucks (65 to 77 dBA) along Fulton Road were the dominant noise sources. ST-10 measurements were made between residences at 1951 Jennings Avenue and 1950 Greeneich Avenue, representing the backyards of both residences. ST-10 was approximately 60 feet east of the centerline of Marlow Road, which was the dominant noise source at ST-10 and consisted of passenger vehicles (60 to 76 dBA) and a single bus (79 dBA).
ST-11 measurements were made along Guerneville Road, representing the backyards of residences at 1660 and 1658 Ridley Avenue. ST-11 was approximately 60 feet south of the centerline of Guerneville Road, which was the dominant noise source and consisted of passenger cars (60 to 77 dBA), heavy trucks (75 dBA), and buses (74 dBA).
ST-12 measurements were made at the West College Avenue/Eardley Avenue intersection, approximately 60 feet north of the centerline of West College Avenue. Traffic along West College Avenue, consisting of passenger vehicles (61 to 76 dBA), heavy trucks (74 dBA), and motorcycles (74 dBA), was the dominant noise.
Table 4.12-7, Summary of Short-Term Noise Monitoring, summarizes measurement details of each ST measurement location.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-16 OCTOBER 2024
TABLE 4.12-7 SUMMARY OF SHORT-TERM NOISE MONITORING
Receptor
ID Location Date, Time
10-minute Noise Level Measurements, dBA
Lmax L1 L10 L50 Lmax
10-
minu
te Leq
ST-1 Side yard equivalent at 5710
Montecito Avenue
5/3/2023,
12:20 to 12:30 75 73 70 63 53 66
ST-2 Side yard equivalent at 2129 4th
Street
5/3/2023,
12:50 to 13:00 75 74 72 69 62 69
ST-3 Parking lot of 750 Farmers Lane (Ross
Dress for Less)
5/3/2023,
1:10 to 1:20 76 75 72 68 60 69
ST-4 Front of Old Courthouse Square
along 3rd Street
5/3/2023,
1:40 to 1:50 70 69 67 61 56 63
ST-5
At parking lot along Mendocino
Avenue between Dexter Street and
Carr Avenue
5/3/2023,
2:10 to 2:20 79 77 71 67 60 68
ST-6 At the intersection of Petaluma Hill
Road and Old Petaluma Hill Road
5/4/2023,
9:10 to 9:20 78 73 70 66 57 67
ST-7 Parking lot of 2250 Santa Rosa
Avenue (Applebee’s Grill + Bar)
5/4/2023,
9:30 to 9:40 75 73 68 63 56 65
ST-8 Side yard equivalent at 1103 Stony
Point Road
5/4/2023,
10:10 to 10:20 77 76 72 62 52 67
ST-9 South of parking lot of 2496 West 3rd
Street, along Fulton Road
5/4/2023,
10:30 to 10:40 77 74 69 63 49 65
ST-10
Backyard equivalent of 1951 Jennings
Avenue and 1950 Greeneich Avenue,
along Marlow Road
5/4/2023,
11:00 to 11:10 79 75 72 66 56 68
ST-11
Backyard equivalent of 1660 and
1658 Ridley Avenue, along
Guerneville Road
5/4/2023,
11:20 to 11:30 77 76 73 65 52 68
ST-12 At the intersection of West College
Avenue and Eardley Avenue
5/4/2023,
12:00 to 12:10 76 74 72 67 58 68
Source: Illingworth and Rodkin, 2023.
Vehicular Noise
SoundPLAN Version 8.2, a three-dimensional ray-tracing computer program, was used to develop the traffic noise contours calculated for the Existing (2019) traffic conditions along major roadways in the EIR Study Area. Calculations accounted for the source of noise (traffic), the frequency spectra of the noise source, traffic speeds, vehicle mix information, and the topography of the area. In order to provide a credible worst-case assessment of existing and future traffic noise conditions throughout the city, the modeling did not incorporate existing buildings or barriers, including centerline K-rails on the expressway medians, into the calculations. The geometric data used to create the model were based on GIS information provided by the City. Existing (2019) peak hour traffic data and traffic speeds provided by the traffic consultants (W-Trans) were input into the model for local roadways and expressways. A truck mix of 1 percent was used along the local roadways, while truck mix along US Highway 101 and SR 12 were SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-17
obtained from the Caltrans website.4 Through Santa Rosa, heavy and medium trucks consist of 3 percent each along US Highway 101 and consist of 1 percent and 2 percent, respectively, along SR 12.
The noise contours represent the primary traffic noise sources in the EIR Study Area. Figure 4.12-2, Traffic Noise Contours for the Existing (2019) Scenario, provides the existing (2019) traffic noise contours for the EIR Study Area.
Table 4.12-8, Existing Noise Levels in the EIR Study Area, summarizes the Existing Ldn noise levels, as measured at a distance of 75 feet from the centerline of the roadway. For all receptors along US Highway 101 and SR 12, 75-foot distances were measured from the centerline of the nearest through lane.
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
US Highway 101
South of Todd Road 81
Todd Road to Yolanda Avenue 81
Yolanda Avenue to Baker Avenue 81
Baker Avenue to SR 12 82
SR 12 to 3rd Street 81
3rd Street to College Avenue 82
College Avenue to Steele Lane/ Guerneville Road 82
Steele Lane/Guerneville Road to Bicentennial Way 82
North of Bicentennial Way 80
SR 12
Farmers Lane to Brookwood Avenue 78
Brookwood Avenue to US Highway 101 79
US Highway 101 to Dutton Avenue 79
Dutton Avenue to Stony Point Road 78
West of Stony Point Road 75
3rd Street
Brookwood Avenue to E Street 57
E Street to Santa Rosa Avenue 60
Santa Rosa Avenue to B Street 64
B Street to US Highway 101 72
US Highway 101 to Olive Street/ Railroad Street /Wilson Street 73 Olive Street/Railroad Street/ Wilson Street to Dutton Avenue 65 Dutton Avenue to Stony Point Road 65
Stony Point Road to Fulton Road 67
Administration Drive West of Mendocino Avenue 59
Aston Avenue/Allan Way Petaluma Hill Road to Brookwood Avenue 61 B Street
South of 3rd Street 64
3rd Street to Healdsburg Avenue/Mendocino Avenue 62
4 Caltrans Traffic Census Program. https://dot.ca.gov/programs/traffic-operations/census SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-18 OCTOBER 2024
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Badger Road Calistoga Road to Wallace Road 55
Bellevue Avenue
East of Dutton Avenue 65
Dutton Avenue to Stony Point Road 62
Bennett Valley Road
Santa Rosa Avenue to E Street 73
E Street to Brookwood Avenue 73
Brookwood Avenue to Farmers Lane 71
Farmers Lane to Tachevah Drive 67
Tachevah Drive to Bethards Drive 64
Bethards Drive to Yulupa Avenue 53
East of Yulupa Avenue 55
Bethards Drive
Bennett Valley Road to Yulupa Avenue 63
Yulupa Avenue to Creekside Road 59
Creekside Road to Summerfield Road 61
Bicentennial Way
Fountaingrove Parkway to Mendocino Avenue 68
Mendocino Avenue to US Highway 101 70
US Highway 101 to Range Avenue 72
Brookwood Avenue
Kawana Springs Road to Linwood Avenue 57
Aston Avenue to SR 12 62
SR 12 to Sonoma Avenue 67
Sonoma Avenue to 3rd Street 66
3rd Street to College Avenue 67
Brush Creek Road
Sonoma Highway to Fountaingrove Parkway 60
Fountaingrove Parkway to Badger Road 61
Bryden Lane 4th Street to Montecito Avenue 65
Burbank Avenue Hearn Avenue to Sebastopol Road 59
Calistoga Road
Sonoma Highway to Montecito Boulevard 64
Montecito Boulevard to Badger Road 67
North of Badger Road 66
Chanate Road
Mendocino Avenue to Franklin Avenue 66
Franklin Avenue to Parker Hill Road 66
Parker Hill Road to Fountaingrove Parkway 63
Cleveland Avenue
9th Street to College Avenue 67
College Avenue to Frances Street/
Range Avenue 71
Frances Street/Range Avenue to Guerneville Road 73
Guerneville Road to Bicentennial Way 71
Bicentennial Way to Piner Road 74
Piner Road to Hopper Avenue 68
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-19
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Coffey Lane
Guerneville Road to Steele Lane 59
Steele Lane to Piner Road 59
Piner Road to Pine Meadows Drive/Barnes Road 66
Pine Meadows Drive/Barnes Road to Hopper Avenue 60
North of Hopper Avenue 58
Colgan Avenue Santa Rosa Avenue to Petaluma Hill Road 61 College Avenue
4th Street to Brookwood Avenue 65
Brookwood Avenue to E Street 68
E Street to Mendocino Avenue 69
Mendocino Avenue to US Highway 101 71
US Highway 101 to Cleveland Avenue 74
Cleveland Avenue to Dutton Avenue 72
Dutton Avenue to Stony Point Road 68
Stony Point Road to Fulton Road 66
Corby Avenue
Bellevue Avenue to US Highway 101 southbound ramps 78
US Highway 101 southbound ramps to Hearn Avenue 69
North of Hearn Avenue 67
Corporate Center Parkway Northpoint Parkway to Sebastopol Road 65 Cross Creek Road North of Thomas Lake Harris Drive 59
Cypress Way Hoen Avenue to Creekside Road 58
Dutton Avenue
South of Bellevue Avenue 60
North of Bellevue Avenue 57
Hearn Avenue to Sebastopol Road 62
Sebastopol Road to SR 12 68
SR 12 to 3rd Street 72
3rd Street to College Avenue 62
College Avenue to Guerneville Road 69
E Street
Maple Avenue to Sonoma Avenue 62
Sonoma Avenue to 3rd Street 62
3rd Street to 4th Street 65
4th Street to College Avenue 62
Farmers Lane
Bennett Valley Road to SR 12 68
SR 12 to Hoen Avenue 70
Hoen Avenue to Sonoma Avenue 70
Sonoma Avenue to Montgomery Drive 69
Montgomery Drive to 4th Street 69
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-20 OCTOBER 2024
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Fountaingrove Parkway
Brush Creek Road to Chanate Road 66
Chanate Road to Thomas Lake Harris Drive 61
Thomas Lake Harris Drive to Stagecoach Road/Parker Hill Road 63 Stagecoach Road/Parker Hill Road to Bicentennial Way 67 Bicentennial Way to Old Redwood Highway 67
Old Redwood Highway to US Highway 101 74
Frances Street/ Range
Avenue
Cleveland Avenue to Guerneville Road 61
Guerneville Road to Steele Lane 65
Steele Lane to Bicentennial Way 68
Bicentennial Way to Piner Road 70
Franklin Avenue/ Humboldt
Street Poppy Drive to Chanate Road 64
Fulton Road
SR 12 to Occidental Road 72
Occidental Road to 3rd Street 70
3rd Street to College Avenue 71
College Avenue to Guerneville Road 71
Guerneville Road to Piner Road 70
Piner Road to Wood Road/ Francisco Avenue 71
North of Wood Road/Francisco Avenue 71
Guerneville Road
Steele Lane to Range Avenue 67
Range Avenue to Coffey Lane 69
Coffey Lane to Dutton Avenue 70
Dutton Avenue to Marlow Road 69
Marlow Road to Fulton Road 67
West of Fulton Road 67
Hall Road West of Fulton Road 60
Healdsburg Avenue B Street to Mendocino Avenue 61
Hearn Avenue
Santa Rosa Avenue to Corby Avenue 73
Corby Avenue to Dowd Drive 70
Dowd Drive to Dutton Avenue 67
Dutton Avenue to Burbank Avenue 63
Burbank Avenue to Stony Point Road 58
Hoen Avenue
Summerfield Road to Yulupa Avenue 65
Yulupa Avenue to Cypress Way 67
Cypress Way to Farmers Lane 60
Farmers Lane to Sonoma Avenue 53
Hoen Frontage Road Farmers Lane to Hoen Avenue 67
Hopper Avenue
Cleveland Avenue to Coffey Lane 66
Coffey Lane to Barnes Road 56
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-21
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Kawana Springs Road
Santa Rosa Avenue to Petaluma Hill Road 62
Petaluma Hill Road to Brookwood Avenue 62
East of Brookwood Avenue 57
Ludwig Avenue Stony Point Road to Wright Road 62
Maple Avenue
Brookwood Avenue to E Street 73
E Street to Santa Rosa Avenue 72
Marlow Road
College Avenue to Guerneville Road 68
Guerneville Road to Steele Lane 65
Steele Lane to Piner Road 65
Mendocino Avenue
4th Street to College Avenue 59
College Avenue to Pacific Avenue 70
Pacific Avenue to Steele Lane 70
Steele Lane to Chanate Road 67
Chanate Road to Bicentennial Way 70
Bicentennial Way to Fountaingrove Parkway 68
Middle Rincon Road
Sonoma Highway to Montecito Boulevard 65
Montecito Boulevard to Badger Road 60
Mission Boulevard
Montgomery Drive to Sonoma Highway 65
Sonoma Highway to Montecito Boulevard 66
Montecito Boulevard
Calistoga Road to Middle Rincon Road 67
Middle Rincon Road to Mission Boulevard 67
Mission Boulevard to Brush Creek Road 66
Montgomery Drive
East of Mission Boulevard 67
Mission Boulevard to Summerfield Road 68
Summerfield Road to Farmers Lane 68
Farmers Lane to 3rd Street 60
North Street
College Avenue to Pacific Avenue 61
North of Pacific Avenue 56
Northpoint Parkway
Stony Point Road to Corporate Center Parkway 66
West of Corporate Center Parkway 58
Occidental Road
Stony Point Road to Wright Road 71
West of Wright Road 65
Old Redwood Highway North of Fountaingrove Parkway 72
Olive Street/Railroad Street
South of Sebastopol Road 68
North of Sebastopol Road 66
Pacific Avenue
Montecito Avenue to North Street 65
North Street to King Street 61
King Street to Mendocino Avenue 63
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-22 OCTOBER 2024
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Parker Hill Road Chanate Road to Fountaingrove Parkway 59 Petaluma Hill Road
South of Yolanda Avenue 64
Yolanda Avenue to Kawana Springs Road 65
Kawana Springs Road to Colgan Avenue 66
Colgan Avenue to Santa Rosa Avenue 65
Pine Meadows Drive/ Barnes
Road
Coffey Lane to Hopper Avenue 54
North of Hopper Avenue 58
Piner Road
Cleveland Avenue to Range Avenue 69
Range Avenue to Coffey Lane 69
Coffey Lane to Marlow Road 70
Marlow Road to Fulton Road 66
West of Fulton Road 65
Santa Rosa Avenue
South of Todd Road 69
Todd Road to Bellevue Avenue 68
Bellevue Avenue to Yolanda Avenue 69
Yolanda Avenue to Hearn Avenue 69
Hearn Avenue to Kawana Springs Road 68
Kawana Springs Road to Colgan Avenue 68
Colgan Avenue to Petaluma Hill Road 70
Petaluma Hill Road to SR 12 71
SR 12 to Sonoma Avenue 66
Sonoma Avenue to 3rd Street 63
Sebastopol Road
Olive Street to Dutton Avenue 62
Dutton Avenue to Burbank Avenue 68
Burbank Avenue to Stony Point Road 65
Stony Point Road to Corporate Center Parkway 69
Corporate Center Parkway to Wright Road 67
Sonoma Avenue
Summerfield Road to Yulupa Avenue 63
Yulupa Avenue to Farmers Lane 65
Farmers Lane to Brookwood Avenue 66
Brookwood Avenue to E Street 64
E Street to Santa Rosa Avenue 65
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-23
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Sonoma Highway/4th Street
East of Calistoga Road 70
Calistoga Road to Middle Rincon Road 70
Middle Rincon Road to Mission Boulevard 70
Mission Boulevard to Brush Creek Road 71
Brush Creek Road to Farmers Lane 71
Farmers Lane to Bryden Lane 68
Bryden Lane to College Avenue 67
College Avenue to Brookwood Avenue 65
Brookwood Avenue to E Street 64
E Street to Mendocino Avenue 56
Mendocino Avenue to B Street 59
Standish Avenue Todd Road to Robles Avenue 62
Steele Lane
Mendocino Avenue to US Highway 101 70
US Highway 101 to Guerneville Road 74
Guerneville Road to Coffey Lane 64
Coffey Lane to Marlow Road 62
Stony Point Road
South of Todd Road 69
Todd Road to Bellevue Avenue 69
Bellevue Avenue to Hearn Avenue 69
Hearn Avenue to Northpoint Parkway 69
Northpoint Parkway to Sebastopol Road 67
Sebastopol Road to SR 12 71
SR 12 to 3rd Street 69
3rd Street to College Avenue 69
Summerfield Road
Bethards Drive to Horseshoe Drive/Santa Rosita Court 64 Horseshoe Drive/Santa Rosita Court to Hoen Avenue 64
Hoen Avenue to Sonoma Avenue 63
Sonoma Avenue to Montgomery Drive 64
Tachevah Drive
Bennett Valley Road to Yulupa Avenue 62
Yulupa Avenue to Bethards Drive 56
Thomas Lake Harris Drive
East of Cross Creek Road 61
West of Cross Creek Road 57
Todd Road
Stony Point Road to Standish Avenue 67
Standish Avenue to US Highway 101 69
US Highway 101 to Santa Rosa Avenue 68
East of Santa Rosa Avenue 59
Wallace Road North of Badger Road 57
Wiljan Court/Dowd Drive Bellevue Avenue to Hearn Avenue 61 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-24 OCTOBER 2024
TABLE 4.12-8 EXISTING NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Existing (2019)
Wilson Street 3rd Street to 9th Street 66
Wright Road
Ludwig Avenue to Sebastopol Road 63
Sebastopol Road to SR 12 69
Yolanda Avenue US Highway 101 to Petaluma Hill Road 61
Yulupa Avenue
Bennett Valley Road to Bethards Drive 64
Bethards Drive to Tachevah Drive 66
Tachevah Drive to Creekside Road 65
Creekside Road to Hoen Avenue 65
Hoen Avenue to Sonoma Avenue 63
Sonoma Avenue to Montgomery Drive 59
North of Montgomery Drive 64
Source: Illingworth and Rodkin, 2023.
Aircraft Noise
The Charles M. Schulz-Sonoma County Airport is located more than two miles northwest of the EIR Study Area. The future 2030 noise exposure map provided in the Sonoma County General Plan 2020 is shown on Figure 4.12-3, Charles M. Schulz Sonoma County Airport 2030 Noise Contours. As shown on Figure 4.12-3, the EIR Study Area falls outside the Airport Land Use Compatibility Referral Area, which is considered to be the area of influence with regard to aircraft noise.
Railroad Noise
Railroad operations in the EIR Study Area from the SMART rail and the Northwest Pacific Railroad (NWPRR) rail line are a substantial source of noise in areas nearest railroad crossings. Day-night average noise levels vary throughout the community depending on the number of trains operating along a given rail line per day, the timing and duration of train pass-by events, and whether or not trains must sound their warning whistles near “at-grade” crossings.
To the west of US Highway 101, the NWPRR rail line runs north-south through the EIR Study Area. The SMART Project Supplemental EIR (SMART EIR) states that the proposed NWPRR’s freight service would add up to six freight train pass-bys per day between Novato and Santa Rosa. The six pass-bys per day would be generated by three North Coast Railroad Authority freight trains: two with two locomotives and up to 60 rail cars, and one train of up to 25 rail cars. The SMART EIR also states that freight train speeds would be limited to 25 mph in some areas. Weekday commuter rail passenger service would involve 12 round trips per day with a service frequency of 30 minutes in peak periods and weekend passenger rail SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-25
service would involve four round trips per day.5 Estimates in the SMART EIR indicate that the cumulative noise exposure levels from passenger and six freight pass-bys per day running at 25 mph would be around 56 dBA Ldn at 100 feet from the track centerline.6 This estimate assumes that the freight operations do not occur at night (between the hours of 10:00 p.m. and 7:00 a.m.). With one nighttime freight train, noise level would increase to “over 68 Ldn within 50 feet of the tracks.” Considering that most of the passenger train operations would occur during the daytime (i.e., 7:00 a.m. to 10:00 p.m.), some nighttime freight operations could be expected along this rail line.
When railroad trains approach a passenger station or at-grade crossing, they are required to sound their warning whistle within 0.25 miles. Trains are required to sound a long signal followed by a short signal when approaching stations, curves, or other points where view may be obscured, and when approaching passenger or freight trains. When passing a standing train, the moving train is required to sound two long signals followed by a short signal followed by a long signal, the same requirement when signaling for at- grade crossings.
Information provided in the SMART EIR indicates that the train horns could produce maximum noise levels of approximately 100 dBA at 100 feet from the track, and the engines of passing trains can produce maximum noise levels of up to 85 dBA at 100 feet from the track. 7 As tracks have been reconstructed to
prepare for SMART use, at-grade crossings between Guerneville Road in Santa Rosa and downtown San Rafael have been upgraded with special crossing gates and traffic islands required for Quiet Zones8 to keep motorists from being able to drive onto the train tracks.
Stationary Source Noise
Stationary sources of noise may occur on all types of land uses. Residential uses generate noise from landscaping, maintenance activities, and air conditioning systems. Commercial uses generate noise from HVAC systems, loading docks, and other sources. Industrial uses may generate HVAC systems, loading docks, and possibly machinery. Noise generated by residential or commercial uses are generally short and intermittent. Industrial uses may generate noise on a more continual basis due to the nature of the activities. Nightclubs, outdoor dining areas, gas stations, car washes, fire stations, drive-throughs, swimming pool and hot tub pumps, school playgrounds, athletic and music events, and public parks are other common noise sources. Emergency backup generators are also a common outdoor noise source.
5 Sonoma-Marin Area Rail Transit Commission, certified Sonoma-Marin Area Rail Transit Draft Supplemental Environmental Impact Report (Approval of: (1) the Initial Operating Segment (IOS) Project; and (2) the Grade Crossing Improvement Project), (July 2008), State Clearinghouse Number 2002112033. Information is from the March 2008 Draft Supplemental EIR. 6 Sonoma-Marin Area Rail Transit Commission, certified Sonoma-Marin Area Rail Transit Draft Supplemental Environmental Impact Report (Approval of: (1) the Initial Operating Segment (IOS) Project; and (2) the Grade Crossing Improvement Project), (July 2008), State Clearinghouse Number 2002112033. Information is from the March 2008 Draft Supplemental EIR. 7 Sonoma-Marin Area Rail Transit Commission, certified Sonoma-Marin Area Rail Transit Environmental Impact Report (June 2006), State Clearinghouse Number 2002112033. Information is from the November 2005 Draft EIR. 8 Quiet Zones are segments of rail lines where crews are exempt from regularly sounding the train horns at grade crossings Source: Illingworth & Rodkin Inc, 2023.
Figure 4.12-2
Traffic Noise Contours for the Existing (2019) Scenario 0 Scale (Feet)
150,000
NOISE
PLACEWORKS
SANTA ROSA GENER AL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
Source: Sonoma County, 2012.
Figure 4.12-3
Charles M. Schulz Sonoma County Airport 2030 Noise Contours 0 Scale (Feet)
8,000
NOISE
PLACEWORKS
SANTA ROSA GENER AL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
2030 Noise Contours
Ccmmurlty Ndse E(JJivalMILe~ (CNEL)
moasutedind3cil>el${cfl)
55 -
60 -
65 -
70 75
ALUC Referral Area [J
Base Map Data
Higtways --
City B0L11daries [-- ]
Parcels ~
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-28 OCTOBER 2024
Existing Vibration
Existing sources of operational vibration in the EIR Study Area include vehicle traffic on roadways and the NWPRR and SMART rail. Caltrans has studied the effects of propagation of vehicle vibration on sensitive land uses and notes that “heavy trucks, and quite frequently buses, generate the highest earthborn vibrations of normal traffic.” Caltrans further notes that the highest traffic-generated vibrations are along freeways and state routes. The Caltrans study finds that “vibrations measured on freeway shoulders (five meters from the centerline of the nearest lane) have never exceeded 0.08 in/sec, with the worst combinations of heavy trucks and poor roadway conditions (while such trucks were moving at freeway speeds). This level coincides with the maximum recommended safe level for ruins and ancient monuments (and historic buildings).”
9 4.12.2 STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant noise impact if it would:
1. Generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.
2. Generate excessive groundborne vibration or groundborne noise levels.
3. For a project located within the vicinity of a private airstrip or an airport land use plan or where such a plan has not been adopted within two miles of a public airport or public use airport, if the project would expose people residing or working in the project area to excessive noise levels.
4. In combination with past, present, and reasonably foreseeable projects, results in a cumulative impact with respect to noise and vibration.
CITY OF SANTA ROSA NOISE LIMITS
Construction Noise
As discussed in Section 4.12.1.2, Regulatory Framework, under the subheading “Santa Rosa City Code” the SRCC does not define allowable construction hours or establish construction noise thresholds that limit the noise level from construction activity. While the SRCC Section 17-16.120 states that it is unlawful for the operation of machinery and equipment, which could include construction equipment, to exceed 5 dBA over the ambient levels summarized in Table 4.12-5, a daytime limit of 60 dBA at residential uses would not be realistic for most construction activities. Accordingly, the FTA Transit Noise and Vibration Impact Assessment Manual, which provides daytime construction noise limits of 80 dBA L eq at residential
land uses and 90 dBA Leq at commercial and industrial land uses10 is the threshold applied to this Draft EIR.
9 Caltrans, 2013, Transportation and Construction Vibration Guidance Manual. 10 Federal Transit Administration, September 2018, Transit Noise and Vibration Impact Assessment Manual, FTA Report No. 0123.
4.12.2.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-29
Stationary Noise
SRCC Section 17-16.125 states that noise produced by machinery, equipment, pumps, fans, HVAC, and similar mechanical devices is not to exceed the ambient base noise level (listed in Table 4.12-5) by more than 5 dB at receiving properties. SRCC Section 17-16.170 regulates hours of operation for sound- amplifying equipment and sets a noise level threshold of 15 dB above the ambient base noise level.
Additionally, SRCC Section 17-16.040 provides a list of qualitative variables to take into account when determining whether a noise disturbs the peace and quiet of a neighborhood, including background noise levels, proximity to residences, time of day, and duration.
Vehicular Noise
A project will normally have a significant effect on the environment related to mobile noise sources such as traffic if it will substantially increase the ambient noise levels for adjoining areas. Most people can detect changes in sound levels of approximately 3 dBA under normal, quiet conditions, and changes of 1 to 3 dBA are detectable under quiet, controlled conditions. Changes of less than 1 dBA are usually undetectable. A change of 5 dBA is readily audible to most people in an exterior environment. Based on this, the following thresholds of significance are used to assess mobile noise impacts from traffic at sensitive receptor locations:
Greater than 1.5 dBA increase for ambient noise environments of 65 dBA Ldn and higher Greater than 3 dBA increase for ambient noise environments of 60 to 64 dBA Ldn Greater than 5 dBA increase for ambient noise environments of less than 60 dBA Ldn
FEDERAL TRANSIT ADMINISTRATION VIBRATION LIMITS
As described in Section 4.12.1.1, Noise and Vibration Fundamentals, there are two types of vibration- related impacts: vibration annoyance to people (human reaction) and vibration damage to buildings (effects on buildings). The City does not have specific limits or thresholds for vibration. Therefore, the FTA standards described herein are applied to this analysis.
Vibration Damage
The FTA provides criteria for acceptable levels of groundborne vibration for various types of buildings identified as Category I, II, and III buildings based on the type of materials they are constructed from.
These criteria, used for this analysis, are shown in Table 4.12-9, Groundborne Vibration Criteria:
Architectural Damage. For Category III, nonengineered timber and masonry buildings (typical residential structures), a threshold of 0.20 in/sec PPV would apply.
4.12.2.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-30 OCTOBER 2024
TABLE 4.12-9 GROUNDBORNE VIBRATION CRITERIA: ARCHITECTURAL DAMAGE Building Category PPV (in/sec)
I. Reinforced concrete, steel, or timber (no plaster) 0.50 II. Engineered concrete and masonry (no plaster) 0.30
III. Nonengineered timber and masonry buildings 0.20
IV. Buildings extremely susceptible to vibration damage 0.12 Note: PPV = peak particle velocity; in/sec = inches per second.
Source: Federal Transit Administration (FTA) 2018. Transit Noise and Vibration Impact Assessment Manual.
Vibration Annoyance
For vibration annoyance from operational sources, the FTA recommends the criteria shown in Table 4.12- 10, FTA Groundborne Vibration Impact Criteria, for frequent events.
TABLE 4.12-10 FTA GROUNDBORNE VIBRATION IMPACT CRITERIA Land Use Category
Impact Levels (VdB re 1 micro-inch/sec)
Frequent
Events a
Occasional
Events b
Infrequent
Events c
I. Buildings where vibration would interfere with interior operations 65 VdB d 65 VdB d 65 VdB d II. Residences and buildings where people normally sleep 72 VdB 75 VdB 80 VdB e III. Institutional land uses with primarily daytime use 75 VdB 78 VdB 83 VdB Notes:
a. “Frequent Events” is defined as more than 70 vibration events per day. Most rapid transit projects fall into this category. b. “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day. Most commuter trunk lines have this many operations.
c. “Infrequent Events” is defined as fewer than 30 vibration events per day. This category includes most commuter rail systems. d. This limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. e. The 80 VdB equivalent to the FTA impact significance criteria of 0.01 inches per second root-mean square vibration velocity.
Source: United States Department of Transportation Federal Transit Administration, September 2018, Transit Noise and Vibration Impact Assessment Manual.
4.12.3 IMPACT DISCUSSION
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, some proposed General Plan 2050 policies and actions are required as means to mitigate environmental impacts under CEQA. These policies and actions are fully enforceable at the discretion of the decision-maker through permit conditions, agreements, or other legally binding instruments. These mitigating policies and actions use the imperative “shall,” include performance criteria, and are marked with an asterisk (*). Note that all actions are required to be implemented by the City and therefore the imperative “shall,” if not explicitly stated, is implied.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-31
NOI-1 Implementation of the proposed project could generate a substantial temporary but not a permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.
Construction
Since this is a programmatic EIR, project-level conclusions of construction noise would be speculative and are therefore not presented in this analysis. Potential future impacts from construction noise are addressed qualitatively and include program-level mitigating policies.
Noise impacts resulting from construction depend on the noise generated by various pieces of construction equipment, the timing and duration of noise-generating activities, and the distance between construction noise sources and noise-sensitive receptors. Construction noise impacts primarily result when construction activities occur during noise-sensitive times of the day (early morning, evening, or nighttime hours), when construction occurs in areas immediately adjoining noise-sensitive land uses, or when construction durations last over extended periods of time.
Major noise-generating construction activities associated with new projects would include removal of existing pavement and structures, site grading and excavation, installation of utilities, the construction of building foundations, cores, and shells, paving, and landscaping. The highest noise levels are typically generated during the demolition of existing structures when impact tools are used (e.g., jackhammers, hoe rams) and during the construction of building foundations when impact pile driving may be required to support the structure. Site grading and excavation activities would also generate high noise levels, as these phases often require the simultaneous use of multiple pieces of heavy equipment, such as dozers, excavators, scrapers, and loaders. Lower noise levels result from building construction activities when these activities move indoors and require less heavy equipment to complete the tasks.
Construction equipment would typically include, but would not be limited to, earth-moving equipment and trucks, pile-driving rigs, mobile cranes, compressors, pumps, generators, paving equipment, and pneumatic, hydraulic, and electric tools. Construction noise levels would vary by phase and vary within phases based on the amount of equipment in operation and the location of operational equipment.
Typical construction noise levels at a distance of 50 feet are shown in Table 4.12-11, Typical Ranges of Noise Levels at 50 feet from Construction Sites (dBA Leq), and Table 4.12-12, Construction Equipment 50- foot Noise Emission Limits.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-32 OCTOBER 2024
TABLE 4.12-11 TYPICAL RANGES OF NOISE LEVELS AT 50 FEET FROM CONSTRUCTION SITES (DBA LEQ)
Domestic Housing
Office Building, Hotel,
Hospital, School,
Public Works
Industrial Parking
Garage, Religious
Amusement &
Recreations, Store,
Service Station
Public Works Roads &
Highways, Sewers, and
Trenches
I II I II I II I II
Ground Clearing 83 83 84 84 84 83 84 84
Excavation 88 75 89 79 89 71 88 78
Foundations 81 81 78 78 77 77 88 88
Erection 81 65 87 75 84 72 79 78
Finishing 88 72 89 75 89 74 84 84
Notes:
I – All pertinent equipment present at site.
II – Minimum required equipment present at site.
Source: United States Environmental Protection Agency, 1973, Legal Compilation on Noise, Vol. 1, p. 2-104.
TABLE 4.12-12 CONSTRUCTION EQUIPMENT 50-FOOT NOISE EMISSION LIMITS Equipment Category Lmax Level (dBA) a, b Impact/Continuous Arc Welder 73 Continuous
Auger Drill Rig 85 Continuous
Backhoe 80 Continuous
Bar Bender 80 Continuous
Boring Jack Power Unit 80 Continuous
Chain Saw 85 Continuous
Compressor c 70 Continuous
Compressor (other) 80 Continuous
Concrete Mixer 85 Continuous
Concrete Pump 82 Continuous
Concrete Saw 90 Continuous
Concrete Vibrator 80 Continuous
Crane 85 Continuous
Dozer 85 Continuous
Excavator 85 Continuous
Front End Loader 80 Continuous
Generator 82 Continuous
Generator (25 KVA or less) 70 Continuous
Gradall 85 Continuous
Grader 85 Continuous
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-33
TABLE 4.12-12 CONSTRUCTION EQUIPMENT 50-FOOT NOISE EMISSION LIMITS Equipment Category Lmax Level (dBA) a, b Impact/Continuous Grinder Saw 90 Impact
Horizontal Boring Hydro Jack 90 Impact
Hydra Break Ram 105 Impact
Impact Pile Driver 84 Continuous
In-situ Soil Sampling Rig 85 Impact
Jackhammer 90 Impact
Mounted Impact Hammer (hoe ram) 85 Impact
Paver 85 Continuous
Pneumatic Tools 77 Continuous
Pumps 85 Continuous
Rock Drill 85 Continuous
Scraper 82 Continuous
Slurry Trenching Machine 80 Continuous
Soil Mix Drill Rig 80 Continuous
Street Sweeper 80 Continuous
Tractor 84 Continuous
Truck (dump, delivery) 84 Continuous
Vacuum Excavator Truck (vac-truck) 85 Continuous
Vibratory Compactor 80 Continuous
Vibratory Pile Driver 95 Continuous
All other equipment with engines larger than 5
horsepower 85 Continuous
Notes:
a. Measured at 50 feet from the construction equipment, with a “slow” (1 sec.) time constant. b. Noise limits apply to total noise emitted from equipment and associated components operating at full power while engaged in its intended operation.
c. Portable air compressor rated at 75 cfm or greater and that operates at greater than 50 psi.
Source: Illingworth and Rodkin, 2023.
Table 4.12-11 shows the average noise level range by construction phase and Table 4.12-12 shows the maximum noise level range for different construction equipment. Noise levels included in Table 4.12-11 are consistent with construction noise levels calculated for the project in the FHWA Roadway Construction Noise Model, including the anticipated equipment that would be used for each phase of the project.
Typical hourly average construction-generated noise levels are about 77 to 89 dBA L eq measured at a
distance of 50 feet from the site during busy construction periods. Large pieces of earth-moving equipment, such as graders, scrapers, and dozers, generate maximum noise levels of 85 to 90 dBA Lmax at a distance of 50 feet. During each stage of construction, there would be a different mix of equipment operating, and noise levels would vary based on the amount of equipment on site and the location of the activity. Construction noise levels drop off at a rate of about 6 dBA per doubling of distance between the noise source and receptor . Intervening structures or terrain would result in lower noise levels at distant receptors.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-34 OCTOBER 2024
Implementation of the proposed project anticipates an increase in development intensity to accommodate new population and employment growth. As described, construction noise levels are highly variable and dependent on the specific locations, site plans, and construction details of individual projects. Significant noise impacts may occur from operation of heavy earth-moving equipment and truck haul operations associated with construction of individual development projects, particularly if construction techniques such as impact or vibratory pile driving are proposed. The time of day that construction activity is conducted would also determine the significance of each project, particularly during the more sensitive nighttime hours. However, construction would be localized and would occur intermittently for varying periods of time.
In most cases, construction of individual developments associated with implementation of the proposed project would temporarily increase the ambient noise environment in the vicinity of each individual project, potentially affecting existing and future nearby sensitive uses. The implementation of construction best management practices throughout the entire active construction period would also help to ensure that construction noise is minimized to the extent feasible. Some common construction best management practices include requiring individual projects to implement the following:
Construction activities shall be limited to the hours between 7:00 a.m. and 7:00 p.m., Monday through Friday, unless permission is granted with a development permit or other planning approval. Utilize the best-available noise suppression devices and techniques during construction activities. Equip all internal combustion engine-driven equipment with intake and exhaust mufflers that are in good condition and appropriate for the equipment.
Unnecessary idling of internal combustion engines shall be strictly prohibited. Locate stationary noise-generating equipment, such as air compressors or portable power generators, as far as possible from sensitive receptors. Construct temporary noise barriers to screen stationary noise-generating equipment when located near adjoining sensitive land uses. Utilize “quiet” air compressors and other stationary noise sources where technology exists. Construction staging areas shall be established at locations that would create the greatest distance between the construction-related noise source and noise-sensitive receptors nearest the project site during all project construction.
Limit construction traffic—to the extent feasible—to haul routes approved in advance of issuing building permits by the City.
Locate material stockpiles, as well as maintenance/equipment staging and parking areas, as far as feasible from residential receptors.
Prohibit construction workers’ music/radios or other unnecessary exterior noise sources at the construction site.
Notify all adjacent business, residences, and other noise-sensitive land uses of the construction schedule, in writing, and provide a written schedule of “noisy” construction activities to the adjacent land uses and nearby residences.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-35
For larger projects, generally over one acre, designate a “disturbance coordinator” who shall be responsible for responding to any complaints about construction noise. The disturbance coordinator shall determine the cause of the noise complaint (e.g., bad muffler or the like) and require that reasonable measures be implemented to correct the problem. Conspicuously post a telephone number for the disturbance coordinator at the construction site and include it in the notice sent to neighbors regarding the construction schedule.
If receptors adjoin the project site, construct a solid plywood fence along the shared property line, where feasible. A temporary noise barrier tall enough to block direct line-of-sight with ground-level receptors would provide about 5 dBA attenuation for adjacent noise-sensitive receptors when construction activities occur at the ground level.
To reduce vibration impacts from paving, use a static roller in lieu of a vibratory roller; for grading and earthwork activities, use off-road equipment limited to 100 horsepower or less; and if impact pile driving is proposed, implement one or more of the following alternate methods:
Use caisson drilling (drill piles), vibratory pile drivers, oscillating or rotating pile installation methods, pile pressing, “silent” piling, and jetting or partial jetting of piles into place using a water injection at the tip of the pile, or if geological conditions permit, cast-in-drilled-hole foundation systems shall be used instead of impact pile driving.
Foundation pile holes shall be pre-drilled to minimize the number of impacts required to seat the pile. Pre-drilling foundation pile holes is a standard construction noise-control technique. Pre- drilling reduces the number of blows required to seat the pile. Temporary noise-control blanket barriers shall shroud pile drivers or be erected in a manner to shield the adjacent land uses. Such noise-control blanket barriers can be rented and quickly erected. If the hammer is shrouded, about 3 to 5 dBA of noise reduction could be expected, and more reduction could be achieved with the inclusion of a property line barrier . If a noise-control blanket is erected on the receiving buildings, 5 to 10 dB of noise reduction could be achieved depending on how much shielding can be reasonably achieved.
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider noise-related impacts, including during construction. The following proposed General Plan 2050 goal, policy, and actions would minimize potential adverse construction noise-related impacts:
Goal 5-7: Protect the community from adverse noise impacts that can decrease quality of life. Policy 5-7.1: Maintain and enforce the City’s Noise Ordinance to protect the health and comfort of people living, working, going to school, and recreating in Santa Rosa. *Action 5-7.1: Continue to require acoustical studies prepared by qualified acoustical consultants in accordance with Municipal Code standards. *Action 5-7.2: Use the Federal Transit Administration’s construction noise and vibration thresholds as applicable to assess impacts to surrounding land uses and identify mitigation during the project approval process.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-36 OCTOBER 2024
*Action 5-7.10: Update the Noise Ordinance to incorporate construction best management practices to minimize construction noise.
Due to the unknown nature of project-level details and the combination of construction equipment used, the temporary program-level construction noise impacts associated with implementation of the proposed project are considered potentially significant.
Impact NOI-1a: Construction activities associated with potential future development could expose sensitive receptors to excessive noise from construction equipment.
Significance with Mitigation: Significant and unavoidable. In most cases, construction of individual developments associated with implementation of the proposed project would temporarily increase the ambient noise environment in the vicinity of each individual project, potentially affecting existing and future nearby sensitive uses. The policies and actions of the proposed General Plan 2050 would minimize the effects of construction noise. Specifically, proposed *Action 5-7.1 requires the preparation of acoustical studies prepared by qualified acoustical consultants to evaluate and mitigate impacts, and *Action 5-7.2 and *Action 5-7.10 would mitigate noise impacts by requiring the City to use the noise and vibration thresholds based on the Federal Transit Administration’s criteria for acceptable levels of construction noise and vibration to evaluate and mitigate impacts, and adopt construction best management practices, respectively. However, because construction activities associated with any individual development may occur near noise-sensitive receptors and because— depending on the project type, equipment list, time of day, phasing, and overall construction durations—noise disturbances may occur for prolonged periods of time, during the more sensitive nighttime hours, or may exceed 80 dBA Leq at residential land uses even with future project-level mitigation, construction noise impacts associated with implementation of the proposed project are considered significant and unavoidable. Due to the programmatic nature of this EIR, project-level conclusions of construction noise would be speculative; however, the identification of this program- level impact does not preclude the finding of less-than-significant impacts for subsequent projects analyzed at the project level that do not exceed the noise thresholds.
Operational
Vehicular Noise
Potential future development over the 2050 buildout horizon would cause increases in vehicle traffic along local roadways. As described in Section 4.12.1.3, Existing Conditions, the traffic noise contours were calculated for the Existing (2019), Existing (2019) plus Project, and Future plus Project (2050 with proposed project) traffic conditions specific to the proposed project along major roadways in the EIR Study Area were estimated using the SoundPLAN Version 8.2, a three-dimensional ray-tracing computer program. Existing (2019), Existing (2019) plus Project, and Future plus Project (2050) peak-hour traffic data and traffic speeds provided by the traffic consultants (W-Trans) were input into the model for local roadways and expressways. A truck mix of 1 percent was used along the local roadways, while the truck SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-37
mix along US Highway 101 and SR 12 were obtained from the Caltrans website.11 Through Santa Rosa, heavy and medium trucks consist of 3 percent each along US Highway 101 and consist of 1 percent and 2 percent, respectively, along SR 12. Figure 4.12-4, Traffic Noise Contours for the Existing Plus Project Scenario, and Figure 4.12-5, Traffic Noise Contours for the Future Plus Project (2050) Scenario, provide the traffic contours for Existing plus Project and Future plus Project (2050) scenarios, respectively.
Table 4.12-13, Existing, Existing Plus Project, and Future Plus Project Noise Levels in the EIR Study Area, summarizes the Existing, Existing plus Project, and Future plus Project Ldn noise levels, as measured at a distance of 75 feet from the centerline of the roadway. For all receptors along US Highway 101 and SR 12, 75-foot distances were measured from the centerline of the nearest through lane.
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
US Highway
101
South of Todd Rd 81 81 82 0 1
Todd Rd to Yolanda Ave 81 81 82 0 1
Yolanda Ave to Baker Ave 81 82 82 1 1
Baker Ave to SR 12 82 82 82 0 0
SR 12 to 3rd St 81 81 82 0 1
3rd St to College Ave 82 82 82 0 0
College Ave to Steele Ln/ Guerneville Rd 82 82 82 0 0
Steele Ln/Guerneville Rd to Bicentennial Way 82 82 82 0 0 North of Bicentennial Way 80 80 81 0 1
SR 12
Farmers Ln to Brookwood Ave 78 79 79 1 1
Brookwood Ave to Hwy 101 79 79 79 0 0
Hwy 101 to Dutton Ave 79 79 79 0 0
Dutton Ave to Stony Point Rd 78 78 78 0 0
West of Stony Point Rd 75 76 76 1 1
3rd St
Brookwood Ave to E St 57 59 58 2 1
E St to Santa Rosa Ave 60 60 60 0 0
Santa Rosa Ave to B St 64 64 64 0 0
B St to Hwy 101 72 73 73 1 1
Hwy 101 to Olive St/ Railroad St /Wilson St 73 74 74 1 1 Olive St/Railroad St/ Wilson St to Dutton Ave 65 65 65 0 0 Dutton Ave to Stony Point Rd 65 65 65 0 0
Stony Point Rd to Fulton Rd 67 67 67 0 0
11 Caltrans Traffic Census Program. https://dot.ca.gov/programs/traffic-operations/census SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-38 OCTOBER 2024
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Administration
Dr West of Mendocino Ave 59 61 61 1 1
Aston Ave/
Allan Way Petaluma Hill Rd to Brookwood Ave 61 62 62 1 1 B St
South of 3rd St 64 64 64 0 0
3rd St to Healdsburg Ave/Mendocino Ave 62 63 63 1 1
Badger Rd Calistoga Rd to Wallace Rd 55 56 57 1 2
Bellevue Ave
East of Dutton Ave 65 68 68 3 3
Dutton Ave to Stony Point Rd 62 64 65 2 3
Bennett Valley
Rd
Santa Rosa Ave to E St 73 73 73 0 0
E St to Brookwood Ave 73 74 74 1 1
Brookwood Ave to Farmers Lane 71 70 70 -1 -1
Farmers Lane to Tachevah Dr 67 67 67 0 0
Tachevah Dr to Bethards Dr 64 64 64 0 0
Bethards Dr to Yulupa Ave 53 54 54 1 1
East of Yulupa Ave 55 54 55 -1 0
Bethards Dr
Bennett Valley Rd to Yulupa Ave 63 63 63 0 0
Yulupa Ave to Creekside Rd 59 60 60 1 1
Creekside Rd to Summerfield Rd 61 62 62 1 1
Bicentennial
Way
Fountaingrove Parkway to Mendocino Ave 68 69 69 1 1
Mendocino Ave to Hwy 101 70 71 71 1 1
Hwy 101 to Range Ave 72 73 73 1 1
Brookwood
Ave
Kawana Springs Rd to Linwood Ave 57 57 57 0 0
Aston Ave to SR 12 62 61 61 -1 -1
SR 12 to Sonoma Ave 67 68 68 1 1
Sonoma Ave to 3rd St 66 67 67 1 1
3rd St to College Ave 67 68 68 1 1
Brush Creek Rd
Sonoma Hwy to Fountaingrove Parkway 60 61 62 1 2
Fountaingrove Parkway to Badger Rd 61 62 61 1 0
Bryden Ln 4th St to Montecito Ave 65 65 65 0 0
Burbank Ave Hearn Ave to Sebastopol Rd 59 60 61 1 2
Calistoga Rd
Sonoma Hwy to Montecito Boulevard 64 65 65 1 1
Montecito Boulevard to Badger Rd 67 67 67 0 0
North of Badger Rd 66 67 67 1 1
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-39
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Chanate Rd
Mendocino Ave to Franklin Ave 66 66 66 0 0
Franklin Ave to Parker Hill Rd 66 66 66 0 0
Parker Hill Rd to Fountaingrove Parkway 63 64 64 1 1
Cleveland Ave
9th St to College Ave 67 68 68 1 1
College Ave to Frances St/Range Ave 71 71 72 0 1
Frances St/Range Ave to Guerneville Rd 73 73 73 0 0
Guerneville Rd to Bicentennial Way 71 71 71 0 0
Bicentennial Way to Piner Rd 74 74 75 0 1
Piner Rd to Hopper Ave 68 69 69 1 1
Coffey Ln
Guerneville Rd to Steele Lane 59 60 61 1 2
Steele Lane to Piner Rd 59 59 59 0 0
Piner Rd to Pine Meadows Dr/Barnes Rd 66 67 67 1 1
Pine Meadows Dr/Barnes Rd to Hopper Ave 60 61 61 1 1
North of Hopper Ave 58 59 59 1 1
Colgan Ave Santa Rosa Ave to Petaluma Hill Rd 61 62 62 1 1 College Ave
4th St to Brookwood Ave 65 66 65 1 0
Brookwood Ave to E St 68 68 68 0 0
E St to Mendocino Ave 69 69 69 0 0
Mendocino Ave to Hwy 101 71 71 71 0 0
Hwy 101 to Cleveland Ave 74 75 75 1 1
Cleveland Ave to Dutton Ave 72 73 72 1 0
Dutton Ave to Stony Point Rd 68 68 68 0 0
Stony Point Rd to Fulton Rd 66 67 67 1 1
Corby Ave
Bellevue Ave to Hwy 101 southbound ramps 78 79 79 1 1
Hwy 101 southbound ramps to Hearn Ave 69 70 70 1 1
North of Hearn Ave 67 68 69 1 2
Corporate
Center
Parkway
Northpoint Parkway to Sebastopol Rd 65 65 65 0 0
Cross Creek Rd North of Thomas Lake Harris Dr 59 63 63 4 4 Cypress Way Hoen Ave to Creekside Rd 58 59 59 1 1
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-40 OCTOBER 2024
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Dutton Ave
South of Bellevue Ave 60 65 65 5 5
North of Bellevue Ave 57 60 60 3 3
Hearn Ave to Sebastopol Rd 62 62 62 0 0
Sebastopol Rd to SR 12 68 68 68 0 0
SR 12 to 3rd St 72 72 72 0 0
3rd St to College Ave 62 64 64 2 2
College Ave to Guerneville Rd 69 70 70 1 1
E St
Maple Ave to Sonoma Ave 62 63 63 1 1
Sonoma Ave to 3rd St 62 62 62 0 0
3rd St to 4th St 65 65 65 0 0
4th St to College Ave 62 63 63 1 1
Farmers Ln
Bennett Valley Rd to SR 12 68 68 68 0 0
SR 12 to Hoen Ave 70 71 71 1 1
Hoen Ave to Sonoma Ave 70 70 70 0 0
Sonoma Ave to Montgomery Dr 69 70 69 1 0
Montgomery Dr to 4th St 69 69 69 0 0
Fountaingrove
Parkway
Brush Creek Rd to Chanate Rd 66 67 67 1 1
Chanate Rd to Thomas Lake Harris Dr 61 64 64 3 3
Thomas Lake Harris Dr to Stagecoach
Rd/Parker Hill Rd 63 65 65 2 2
Stagecoach Rd/Parker Hill Rd to Bicentennial
Way 67 70 70 3 3
Bicentennial Way to Old Redwood Hwy 67 70 70 3 3
Old Redwood Hwy to Hwy 101 74 75 75 1 1
Frances St/
Range Ave
Cleveland Ave to Guerneville Rd 61 61 61 0 0
Guerneville Rd to Steele Lane 65 66 66 1 1
Steele Lane to Bicentennial Way 68 69 69 1 1
Bicentennial Way to Piner Rd 70 70 70 0 0
Franklin Ave/
Humboldt St Poppy Dr to Chanate Rd 64 65 65 1 1
Fulton Rd
SR 12 to Occidental Rd 72 73 74 1 2
Occidental Rd to 3rd St 70 71 71 1 1
3rd St to College Ave 71 71 72 0 1
College Ave to Guerneville Rd 71 71 72 0 1
Guerneville Rd to Piner Rd 70 71 71 1 1
Piner Rd to Wood Rd/ Francisco Ave 71 72 73 1 2
North of Wood Rd/Francisco Ave 71 71 72 0 1
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-41
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Guerneville Rd
Steele Lane to Range Ave 67 68 68 1 1
Range Ave to Coffey Lane 69 70 70 1 1
Coffey Lane to Dutton Ave 70 72 72 2 2
Dutton Ave to Marlow Rd 69 70 70 1 1
Marlow Rd to Fulton Rd 67 67 67 0 0
West of Fulton Rd 67 68 68 1 1
Hall Rd West of Fulton Rd 60 61 64 1 3
Healdsburg
Ave B St to Mendocino Ave 61 62 61 1 0
Hearn Ave
Santa Rosa Ave to Corby Ave 73 73 74 0 1
Corby Ave to Dowd Dr 70 71 71 1 1
Dowd Dr to Dutton Ave 67 68 68 1 1
Dutton Ave to Burbank Ave 63 64 64 1 1
Burbank Ave to Stony Point Rd 58 55 55 -3 -3
Hoen Ave
Summerfield Rd to Yulupa Ave 65 65 65 0 0
Yulupa Ave to Cypress Way 67 67 67 0 0
Cypress Way to Farmers Lane 60 62 62 2 2
Farmers Lane to Sonoma Ave 53 54 54 1 1
Hoen Frontage
Rd Farmers Lane to Hoen Ave 67 68 68 1 1
Hopper Ave
Cleveland Ave to Coffey Lane 66 68 68 2 2
Coffey Lane to Barnes Rd 56 58 58 2 2
Kawana
Springs Rd
Santa Rosa Ave to Petaluma Hill Rd 62 63 63 1 1
Petaluma Hill Rd to Brookwood Ave 62 62 62 0 0
East of Brookwood Ave 57 57 57 0 0
Ludwig Ave Stony Point Rd to Wright Rd 62 63 63 1 1
Maple Ave
Brookwood Ave to E St 73 73 73 0 0
E St to Santa Rosa Ave 72 72 72 0 0
Marlow Rd
College Ave to Guerneville Rd 68 69 69 1 1
Guerneville Rd to Steele Lane 65 66 66 1 1
Steele Lane to Piner Rd 65 66 66 1 1
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-42 OCTOBER 2024
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Mendocino
Ave
4th St to College Ave 59 61 62 2 3
College Ave to Pacific Ave 70 70 70 0 0
Pacific Ave to Steele Lane 70 71 71 1 1
Steele Lane to Chanate Rd 67 69 69 2 2
Chanate Rd to Bicentennial Way 70 71 71 1 1
Bicentennial Way to Fountaingrove Parkway 68 69 69 1 1
Middle Rincon
Rd
Sonoma Hwy to Montecito Boulevard 65 65 66 0 1
Montecito Boulevard to Badger Rd 60 61 62 1 2
Mission
Boulevard
Montgomery Dr to Sonoma Hwy 65 66 66 1 1
Sonoma Hwy to Montecito Boulevard 66 67 67 1 1
Montecito
Boulevard
Calistoga Rd to Middle Rincon Rd 67 67 67 0 0
Middle Rincon Rd to Mission Boulevard 67 68 68 1 1
Mission Boulevard to Brush Creek Rd 66 67 67 1 1
Montgomery
Dr
East of Mission Boulevard 67 68 68 1 1
Mission Boulevard to Summerfield Rd 68 68 69 0 1
Summerfield Rd to Farmers Lane 68 68 68 0 0
Farmers Lane to 3rd St 60 62 62 2 2
North St
College Ave to Pacific Ave 61 62 63 1 2
North of Pacific Ave 56 57 57 1 1
Northpoint
Parkway
Stony Point Rd to Corporate Center Parkway 66 67 67 1 1 West of Corporate Center Parkway 58 59 60 1 2
Occidental Rd
Stony Point Rd to Wright Rd 71 71 71 0 0
West of Wright Rd 65 65 66 0 1
Old Redwood
Hwy North of Fountaingrove Parkway 72 73 73 1 1
Olive
St/Railroad St
South of Sebastopol Rd 68 68 68 0 0
North of Sebastopol Rd 66 68 68 2 2
Pacific Ave
Montecito Ave to North St 65 65 65 0 0
North St to King St 61 61 61 0 0
King St to Mendocino Ave 63 63 63 0 0
Parker Hill Rd Chanate Rd to Fountaingrove Parkway 59 61 61 2 2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-43
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Petaluma Hill
Rd
South of Yolanda Ave 64 65 66 1 2
Yolanda Ave to Kawana Springs Rd 65 65 65 0 0
Kawana Springs Rd to Colgan Ave 66 66 66 0 0
Colgan Ave to Santa Rosa Ave 65 66 66 1 1
Pine Meadows
Dr/ Barnes Rd
Coffey Lane to Hopper Ave 54 55 56 1 2
North of Hopper Ave 58 59 60 1 2
Piner Rd
Cleveland Ave to Range Ave 69 70 70 1 1
Range Ave to Coffey Lane 69 70 69 1 0
Coffey Lane to Marlow Rd 70 71 71 1 1
Marlow Rd to Fulton Rd 66 67 67 1 1
West of Fulton Rd 65 65 66 0 1
Santa Rosa Ave
South of Todd Rd 69 69 70 0 1
Todd Rd to Bellevue Ave 68 68 68 0 0
Bellevue Ave to Yolanda Ave 69 70 70 1 1
Yolanda Ave to Hearn Ave 69 69 69 0 0
Hearn Ave to Kawana Springs Rd 68 68 68 0 0
Kawana Springs Rd to Colgan Ave 68 68 68 0 0
Colgan Ave to Petaluma Hill Rd 70 70 70 0 0
Petaluma Hill Rd to SR 12 71 72 72 1 1
SR 12 to Sonoma Ave 66 66 66 0 0
Sonoma Ave to 3rd St 63 63 63 0 0
Sebastopol Rd
Olive St to Dutton Ave 62 65 65 3 3
Dutton Ave to Burbank Ave 68 68 68 0 0
Burbank Ave to Stony Point Rd 65 65 65 0 0
Stony Point Rd to Corporate Center Parkway 69 69 69 0 0 Corporate Center Parkway to Wright Rd 67 67 67 0 0
Sonoma Ave
Summerfield Rd to Yulupa Ave 63 64 64 1 1
Yulupa Ave to Farmers Lane 65 65 66 0 1
Farmers Lane to Brookwood Ave 66 67 67 1 1
Brookwood Ave to E St 64 65 65 1 1
E St to Santa Rosa Ave 65 66 66 1 1
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-44 OCTOBER 2024
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Sonoma
Hwy/4th St
East of Calistoga Rd 70 71 71 1 1
Calistoga Rd to Middle Rincon Rd 70 70 71 0 1
Middle Rincon Rd to Mission Boulevard 70 70 70 0 0
Mission Boulevard to Brush Creek Rd 71 71 71 0 0
Brush Creek Rd to Farmers Lane 71 72 72 1 1
Farmers Lane to Bryden Lane 68 69 69 1 1
Bryden Lane to College Ave 67 67 67 0 0
College Ave to Brookwood Ave 65 65 65 0 0
Brookwood Ave to E St 64 64 64 0 0
E St to Mendocino Ave 56 57 58 1 2
Mendocino Ave to B St 59 60 60 1 1
Standish Ave Todd Rd to Robles Ave 62 63 63 1 1
Steele Ln
Mendocino Ave to Hwy 101 70 70 70 0 0
Hwy 101 to Guerneville Rd 74 74 74 0 0
Guerneville Rd to Coffey Lane 64 64 64 0 0
Coffey Lane to Marlow Rd 62 62 62 0 0
Stony Point Rd
South of Todd Rd 69 70 71 1 2
Todd Rd to Bellevue Ave 69 70 71 1 2
Bellevue Ave to Hearn Ave 69 69 70 0 1
Hearn Ave to Northpoint Parkway 69 68 69 -1 0
Northpoint Parkway to Sebastopol Rd 67 68 69 1 2
Sebastopol Rd to SR 12 71 71 71 0 0
SR 12 to 3rd St 69 70 70 1 1
3rd St to College Ave 69 70 70 1 1
Summerfield
Rd
Bethards Dr to Horseshoe Dr/Santa Rosita
Court 64 64 64 0 0
Horseshoe Dr/Santa Rosita Court to Hoen Ave 64 64 64 0 0 Hoen Ave to Sonoma Ave 63 64 64 1 1
Sonoma Ave to Montgomery Dr 64 65 65 1 1
Tachevah Dr
Bennett Valley Rd to Yulupa Ave 62 62 62 0 0
Yulupa Ave to Bethards Dr 56 56 56 0 0
Thomas Lake
Harris Dr
East of Cross Creek Rd 61 63 64 2
3 West of Cross Creek Rd 57 63 63 6 6
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-45
TABLE 4.12-13 EXISTING, EXISTING PLUS PROJECT, AND FUTURE PLUS PROJECT NOISE LEVELS IN THE EIR STUDY AREA Roadway Segment
Ldn at 75 feet, dBA
Change over Existing
(2019)
Existing
(2019)
Existing
Plus
Project a
Future
Plus
Project
(2050)
Existing
Plus
Project a
Future
Plus
Project
(2050) b
Todd Rd
Stony Point Rd to Standish Ave 67 66 68 -1 1
Standish Ave to Hwy 101 69 69 69 0 0
Hwy 101 to Santa Rosa Ave 68 68 68 0 0
East of Santa Rosa Ave 59 59 66 0 7
Wallace Rd North of Badger Rd 57 58 60 1 3
Wiljan Court/
Dowd Dr Bellevue Ave to Hearn Ave 61 62 62 1 1
Wilson St 3rd St to 9th St 66 67 67 1 1
Wright Rd
Ludwig Ave to Sebastopol Rd 63 65 66 2 3
Sebastopol Rd to SR 12 69 69 70 0 1
Yolanda Ave Hwy 101 to Petaluma Hill Rd 61 62 62 1 1
Yulupa Ave
Bennett Valley Rd to Bethards Dr 64 64 64 0 0
Bethards Dr to Tachevah Dr 66 67 67 1 1
Tachevah Dr to Creekside Rd 65 65 65 0 0
Creekside Rd to Hoen Ave 65 65 64 0 -1
Hoen Ave to Sonoma Ave 63 63 63 0 0
Sonoma Ave to Montgomery Dr 59 60 60 1 1
North of Montgomery Dr 64 64 64 0 0
Notes.
a. The Existing plus Project scenario assumes the full buildout of the project would occur in the year 2019 and is therefore shown for informational purposes only.
b. Impact assumptions are based on the Future plus Project scenario. Text shown in bold represents a significant impact.
Source: Illingworth and Rodkin, 2023.
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider noise-related impacts from transportation. In addition to the goal, policies, and actions identified under impact discussion NOI-1, the following goal, policy, and actions would further minimize potential adverse noise-related impacts from traffic:
Goal 5-7: Protect the community from adverse noise impacts that can decrease quality of life. Policy 5-7.1: Maintain and enforce the City’s Noise Ordinance to protect the health and comfort of people living, working, going to school, and recreating in Santa Rosa. *Action 5-7.3: Require conditions of approval or mitigation to reduce noise exceeding normally acceptable levels as identified in Figure 5-13, unless the activities are specifically exempted by the City Council, on the basis of community health, safety, and welfare, such as emergency medical vehicles, helicopters, and sirens.
Source: Illingworth & Rodkin Inc, 2023.
Figure 4.12-4
Traffic Noise Contours for the Existing Plus Project Scenario 0 Scale (Feet)
150,000
NOISE
PLACEWORKS
SANTA ROSA GENER AL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
C
e
.IIO: ::,
Lil,
1:500
Ql!i,@t
Ldn
1 i!! - (A.J
Source: Illingworth & Rodkin Inc, 2023.
Figure 4.12-5
Traffic Noise Contours for the Future Plus Project (2050) Scenario 0 Scale (Feet)
150,000
NOISE
PLACEWORKS
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-48 OCTOBER 2024
Action 5-7.4: Work with private parties to reduce or eliminate noise exceeding allowed levels from industrial and commercial sources that impact nearby residential areas. Action 5-7.5: Consider ways to reduce roadway noise to normally acceptable levels in areas where noise standards may otherwise be exceeded (e.g., where homes front regional/arterial streets and in areas of mixed-use development).
Action 5-7.6: Consider updating the Municipal Code to require new development to provide buffers other than sound walls and allow sound walls only when other techniques would not prevent projected noise levels from exceeding adopted land use compatibility standards. *Action 5-7.7: Work with Caltrans to evaluate and develop traffic noise mitigation programs along Highway 101 and State Route 12.
*Action 5-7.9: Use conditions of approval to achieve measures to reduce noise and vibration impacts primarily through site planning, and avoid engineering solutions for noise and vibration mitigation, such as sound walls, if possible.
As shown in Table 4.12-13, traffic noise increases along some roadway segments would exceed the increase thresholds of greater than 1.5 dBA increase for ambient noise environments of 65 dBA Ldn and higher; greater than 3 dBA increase for ambient noise environments of 60 to 64 dBA Ldn; and greater than 5 dBA increase for ambient noise environments of less than 60 dBA Ldn. As a result, the traffic noise increase associated with implementation of the proposed project would result in a potentially significant impact.
Impact NOI-1b: Operational vehicle traffic noise increases could exceed the City’s significance thresholds with implementation of the proposed project.
Significance with Mitigation: Significant and unavoidable. Implementation of proposed General Plan 2050 *Action 5-7.1 requires the preparation of acoustical studies prepared by qualified acoustical consultants to evaluate and mitigate impacts. Proposed *Action 5-7.2 requires the City to apply the Federal Transit Administration’s vibration thresholds to assess impacts to surrounding land uses.
Proposed *Action 5-7.3 requires conditions of approval or mitigation to reduce noise exceeding normally acceptable levels unless the activities are specifically exempted by the City Council on the basis of community health, safety, and welfare, such as emergency medical vehicles, helicopters, and sirens. Proposed *Action 5-7.7 requires the City to work with Caltrans to evaluate and develop traffic noise mitigation programs along US Highway 101 and State Route 12. Furthermore, proposed *Action
5-7.9 requires conditions of approval to achieve measures to reduce noise impacts primarily through site planning and avoid engineering solutions for noise mitigation, such as sound walls, if possible.
Since project-specific details are unknown and future conditions of approval may not be feasible or reduce vehicle traffic noise below significance thresholds in all cases, this impact is conservatively considered significant and unavoidable. The identification of this program-level impact does not preclude the finding of less-than-significant impacts for subsequent projects analyzed at the project level that do not exceed the noise thresholds.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-49
Railroad Noise
As described in Section 4.12.1.3, Existing Conditions, to the west of US Highway 101, the NWPRR rail line runs north to south through the EIR Study Area and these tracks currently and will continue to carry freight and SMART trains under future conditions. There are no plans for an increase in freight traffic on this line as a result of the proposed project or otherwise. Therefore, future rail noise levels are anticipated to be similar to those under existing conditions, and impacts would be less than significant.
Stationary Source Noise
Stationary sources of noise may occur on all types of land uses. Residential uses generate noise from landscaping, maintenance activities, and air conditioning systems. Commercial uses generate noise from HVAC systems, loading docks, and other sources. Industrial uses may generate noise from HVAC systems, loading docks, and possibly machinery. Noise generated by residential or commercial uses is generally short and intermittent. Industrial uses may generate noise on a more continual basis. Nightclubs, outdoor dining areas, gas stations, car washes, fire stations, drive-throughs, swimming pool pumps, school playgrounds, athletic and music events, and public parks are other common noise sources. The proposed General Plan 2050 includes proposed Action 5-8.2 that addresses impacts from stationary sources and requires the City to consider updates to the Noise Ordinance to identify noise mitigation measures and other strategies to allow the establishment, growth, and/or continuation of music, sports, and entertainment venues. Proposed Action 5-8.2 also encourages and allows these uses with appropriate noise thresholds. Some operational noise sources used for emergency purposes shall be exempt from City noise limits. Such activities would include emergency vehicle sirens, emergency medical helicopter operations, operation of emergency generators during emergency power outages, etc. Stationary noise sources are controlled by SRCC Chapter 17-16, which would ensure that potential future projects would not exceed the City’s established thresholds (see Table 4.12-5). Accordingly, impacts would be less than significant.
Land Use Compatibility
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 aims to limit the exposure of the community to excessive noise levels by guiding decisions concerning land use in relation to substantial noise sources. While the City has not adopted its own noise and land use compatibility guidelines, it uses the State of California’s guidelines, previously shown in Table
4.12-4 in Section 4.12.1.4, Regulatory Framework, as a tool to gauge the compatibility of land uses relative to existing and future noise level.
As a result of the Supreme Court decision regarding the assessment of the environment’s impacts on projects (California Building Industry Association v. Bay Area Air Quality Management District, 62 Cal. 4th 369 (No. S 213478), December 17, 2015), it is generally no longer the purview of the CEQA process to evaluate the impact of existing environmental conditions on any given project. As a result, though the noise from existing sources is taken into account as part of the baseline, the direct effects of exterior noise from nearby noise sources on land use compatibility as a result of the proposed General Plan 2050 buildout is typically no longer a required topic for impact evaluation under CEQA. Generally, no determination of significance is required with the exception of certain school projects, projects affected SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-50 OCTOBER 2024
by airport noise, and projects that would exacerbate existing conditions (i.e., projects that would have a significant operational impact). However, over the course of the buildout horizon there is the potential for proposed development to increase noise beyond the City’s established thresholds and to generate noise that would be incompatible with existing uses in the vicinity of the proposed development; thus impacts could be potentially significant.
Impact NOI-1c: Operational noise increases could exceed the City’s significance thresholds and could be incompatible with existing uses.
Significance with Mitigation: Less than Significant. Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050, requires local planning and development decisions to consider noise and land use compatibility. Specifically, proposed Policy 5-
7.1 requires the City to maintain and enforce the City’s Noise Ordinance to protect the health and comfort of people living, working, going to school, and recreating in Santa Rosa. Proposed *Action 5-
7.1 directs the City to continue to require acoustical studies prepared by qualified acoustical consultants in accordance with Santa Rosa City Code standards. Proposed *Action 5-7.3 requires conditions of approval or mitigation to reduce noise exceeding normally acceptable levels unless the activities are specifically exempted by the City Council on the basis of community health, safety, and welfare, such as emergency medical vehicles, helicopters, and sirens. Proposed Action 5-7.5 requires the City to consider ways to reduce roadway noise to normally acceptable levels in areas where noise standards may otherwise be exceeded (e.g., where homes front regional/arterial streets and in areas of mixed-use development). Proposed Action 5-7.6 requires the City to consider updating the Municipal Code to require new development to provide buffers other than sound walls and allow sound walls only when other techniques would not prevent projected noise levels from exceeding adopted land use compatibility standards. Proposed *Action 5-7.9 requires the City to use conditions
of approval to achieve measures to reduce noise impacts primarily through site planning and avoid engineering solutions for noise mitigation, such as sound walls, if possible. Accordingly, implementation of the proposed policies and actions of the General Plan 2050, noise and land use compatibility would be a factor in project approval decisions, to verify that the proposed development would not increase noise beyond the City’s established thresholds and that it would not generate noise that would be incompatible with existing uses in the vicinity of the proposed development.
Accordingly, impacts associated with land use compatibility would be less than significant.
NOI-2 Implementation of the proposed project could result in the generation of excessive groundborne vibration or groundborne noise levels.
Construction
Construction of future projects in the EIR Study Area would generate varying degrees of ground vibration that may cause human reactions (annoyance) and effects on buildings (damage), depending on the construction procedures and equipment. The use of construction equipment generates vibration that spreads through the ground and diminishes with distance from the source. The effect on sensitive buildings in the vicinity of a construction site varies depending on soil type, ground strata, and the type of construction equipment used. The effects of vibration can range from no perceptible effects at the lowest SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-51
vibration levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels. Vibration from construction activities rarely reaches the levels that can damage structures but can achieve the audible and perceptible ranges in buildings close to a construction site. Table 4.12-14, Reference Vibration Source Levels for Construction Equipment, lists typical vibration levels for construction equipment in PPV and VdB.
TABLE 4.12-14 REFERENCE VIBRATION SOURCE LEVELS FOR CONSTRUCTION EQUIPMENT Equipment Approximate Vibration Level at 25
feet (PPV in/sec) a
Approximate Vibration Level at 25
feet, VdB re 1 micro-in/sec b
Pile Driver (impact)
upper range 1.158 112
typical 0.644 104
Pile Driver (sonic)
upper range 0.734 105
typical 0.170 93
Clam Shovel Drop 0.202 94
Hydromill (slurry wall)
in soil 0.008 66
in rock 0.017 75
Vibratory Roller 0.210 94
Hoe Ram 0.089 87
Large Bulldozer 0.089 87
Caisson Drilling 0.089 87
Loaded Trucks 0.076 86
Jackhammer 0.035 79
Small Bulldozer 0.003 58
Notes:
a. Peak Particle Velocity (PPV) = The peak rate of speed at which soil particles move (e.g., inches per second) due to ground vibration. b. Vibration Decibel (VdB) = A unitless measure of vibration, expressed on a logarithmic scale and with respect to a defined reference vibration velocity.
In the U.S., the standard reference velocity is one microinch per second (1x10-6 in/sec).
Source: United States Department of Transportation, Office of Planning and Environment, Federal Transit Administration, October 2018, Transit Noise and Vibration Impact Assessment.
As described in Section 4.12.2.2, Federal Transit Administration Vibration Limits, the City does not have established thresholds for construction groundborne vibration and the FTA vibration thresholds of significance were applied to this analysis for architectural damage or for buildings where vibration could interfere with interior operations of off-site receptors. As shown in Table 4.12-14, vibration generated by construction equipment has the potential to be substantial, since it has the potential to exceed the FTA criteria for architectural damage (i.e., 0.12 in/sec PPV for fragile or historical resources, 0.20 in/sec PPV for nonengineered timber and masonry buildings, and 0.30 in/sec PPV for engineered concrete and masonry).
Potential future development over the buildout horizon of the proposed General Plan 2050 could cause vibration induced impacts and the temporary program-level construction vibration impacts associated with implementation of the proposed General Plan 2050 are considered potentially significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-52 OCTOBER 2024
Impact NOI-2a: Construction activities associated with potential future development under the proposed General Plan 2050 could generate excessive short-term vibration levels during project construction.
Significance with Mitigation: Less than significant. As described under impact discussion NOI-1, Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider noise impacts, including those from vibration. Specifically, proposed *Action 5-7.1 requires the preparation of acoustical studies prepared by qualified acoustical consultants to evaluate and mitigate impacts. Proposed *Action 5-7.2 requires the City to use the Federal Transit Administration’s (FTA) construction and noise vibration thresholds to assess impacts to surrounding land uses. Proposed *Action 5-7.10 requires the City to adopt construction best management practices to reduce vibration caused from construction equipment. In most cases of individual developments associated with implementation of the proposed project, construction that requires the use of vibration-causing construction equipment, such as pile driving, caisson drilling, vibratory roller, or a large bulldozer, would temporarily increase the ambient noise environment in the vicinity of the individual project, potentially affecting existing and future nearby sensitive users. The use of alternate methods/equipment for construction required in proposed *Action 5-7.10 throughout the entire active construction period would help to ensure that construction noise from vibration is minimized to the extent feasible. Some common alternate methods/equipment used for construction include, but are not limited to:
For pile driving, the use of caisson drilling (drill piles), vibratory pile drivers, oscillating or rotating pile installation methods, pile pressing, “silent” piling, and jetting or partial jetting of piles into place using a water injection at the tip of the pile.
For paving, use of a static roller in lieu of a vibratory roller . For grading and earthwork activities, off-road equipment limited to 100 horsepower or less.
Proposed *Action 5-7.1 requires the preparation of acoustical studies prepared by qualified acoustical consultants to evaluate and mitigate impacts and proposed *Action 5-7.2 requires the City to use vibration thresholds based on the FTA criteria for acceptable levels of groundborne vibration for various types of construction equipment. Should the FTA criteria be exceeded, a list of alternate methods/equipment can be used, as provided above. This would ensure that construction vibration impacts would remain less than significant because alternate methods/equipment with less or no vibration, such as those shown in Table 4.12-14, Reference Vibration Source Levels for Construction Equipment, would meet the thresholds. The potential vibration impacts associated with demolition and construction activities would be reduced to a less-than-significant level by establishing safe limits to protect structures from potential damage and would minimize vibration impacts.
Operational
Commercial and industrial operations in the EIR Study Area would generate varying degrees of ground vibration, depending on the operational procedures and equipment. Such equipment-generated vibrations would spread through the ground and diminish with distance from the source. The effect on buildings in the vicinity of the vibration source varies depending on soil type, ground strata, and receptor- SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-53
building construction. The results from vibration can range from no perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at moderate levels, to slight structural damage at the highest levels. In addition, future sensitive receptors could be placed within close proximity to the existing railroad line through buildout in the EIR Study Area.
According to the SMART Project Draft EIR,
12 “groundborne noise and vibration levels at distances greater than approximately 100 feet from the tracks, would be lower than the level generally perceptible to humans. At distances between 20 feet and 100 feet from the tracks, vibration levels may be perceptible; however, they are expected to be less than the applicable FTA impact significance criteria of 0.01 inches per second root-mean square (RMS) vibration velocity.” Vibration levels of 0.01 in/sec RMS velocity is equivalent to 80 VdB. Based on worst-case future usage of the NWPRR tracks, fewer than 30 train events per day are assumed along the tracks through the EIR Study Area, and the proposed project would not increase the number of train events. The 30 train events per day fall within the infrequent usage category for the FTA thresholds. Depending on the type of noise-sensitive receptor, thresholds range from 65 to 83 VdB.
Potential future development over the buildout horizon of the General Plan 2050 could cause vibration induced impacts, and the long-term program-level vibration impacts associated with implementation of the proposed General Plan 2050 are considered potentially significant.
Impact NOI-2b: Operational activities associated with potential future development under the proposed General Plan 2050 could generate excessive long-term vibration levels.
Significance with Mitigation: Less than significant. Implementation of proposed General Plan 2050 *Action 5-7.1 requires the preparation of acoustical studies prepared by qualified acoustical consultants to evaluate and mitigate impacts and *Action 5-7.2 requires the City to use vibration thresholds based on the Federal Transit Administration’s (FTA) groundborne vibration for various types of construction equipment. As described in Section 4.12.2.2, Federal Transit Administration Vibration Limits, the FTA establishes vibration limits from operational activities for impacts to be less than significant on a project-by-project basis. For vibration annoyance from operational sources, the FTA recommends criteria for frequent, occasional, and infrequent events. Furthermore, proposed *Action 5-7.9 requires conditions of approval to achieve measures to reduce noise impacts primarily through site planning, and avoid engineering solutions for noise mitigation, such as sound walls, if possible. As part of the project approval process, future project applicants would be required to comply with the FTA thresholds and the City would review all development proposals to verify that the proposed development would not significantly increase noise beyond the City’s established thresholds.
Therefore, with implementation of the proposed General Plan 2050 *Action 5-7.1, *Action 5-7.2, and *Action 5-7.9, vibration impacts from operation are considered less than significant.
12 Sonoma-Marin Area Rail Transit Commission, June 2006, Sonoma-Marin Area Rail Transit Environmental Impact Report, State Clearinghouse Number 2002112033. Information is from the November 2005 Draft EIR.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-54 OCTOBER 2024
NOI-3 Implementation of the proposed project would not expose people residing or working within two miles of a private airstrip or airport to excessive noise levels.
The Charles M. Schulz-Sonoma County Airport is a public-use airport located more than two miles northwest of the city of Santa Rosa. As discussed in Section 4.12.1.3, Existing Conditions, the city boundaries lie outside the 55 dBA CNEL/Ldn contour line (see Figure 4.12-3). Because the proposed project would not cause a direct increase in flights and all residences are outside of the 55 dBA Ldn noise contours, impacts from future potential projects in the EIR Study Area would be less than significant.
Significance without Mitigation: Less than significant.
NOI-4 Implementation of the proposed project could result in cumulative noise impacts in the area in combination with past, present, and reasonably foreseeable projects.
The analysis of the proposed project addresses cumulative impacts with regard to noise, groundborne noise, and vibration. Although multiple simultaneous nearby noise sources may, in combination, result in higher overall noise levels, this effect is captured and accounted for by the ambient noise level metrics that form the basis of the thresholds of significance for noise analysis. Any measurement of sound or ambient noise, whether for the purpose of evaluating land use compatibility, establishing compliance with exterior and interior noise standards, or determining point-source violations of a noise ordinance, necessarily will incorporate noise from all other nearby perceptible sources.
Additionally, although noise attenuation is influenced by a variety of topographical, meteorological, and other factors, noise levels decrease rapidly with distance, and vibration impacts decrease even more rapidly. Therefore, site-level cumulative noise or vibration impacts across city boundaries occur only infrequently. Santa Rosa shares borders with other development in unincorporated Sonoma County, which makes cross-border cumulative noise and vibration impacts possible. Nevertheless, given the proposed General Plan 2050 goals, policies, and actions and SRCC requirements, it is unlikely that stationary source noise would, in combination with noise sources from adjacent communities, result in cumulative noise impacts. Additionally, because any noise measurements taken in conjunction with the proposed General Plan 2050 goals, policies, and actions or SRCC requirements would necessarily account for noises received from outside the boundaries of Santa Rosa, the ongoing implementation of these goals, policies, actions, and regulations under the proposed project would prevent site-based cumulative noise impacts.
Similarly, the noise contours and traffic-related noise levels developed for the proposed project include and account for regional travel patterns as they affect traffic levels in Santa Rosa. Noise contours were based on both existing and projected future traffic volumes that incorporate cumulative regional effects and trends. Existing noise contours were derived from traffic volumes based on counts of current traffic, and these traffic counts inherently include cumulative traffic, as generated by regional trips. With regard to future noise, projected noise contours were determined using projected 2050 traffic volumes; these data account for growth in Santa Rosa under the proposed project as well as anticipated regional growth.
The future noise modeling that served as the foundation for the overall project analysis was therefore SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
PLACEWORKS 4.12-55
based on future, cumulative conditions. As described under impact discussion NOI-1, construction activities may occur near noise-sensitive receptors and because noise disturbances may occur for prolonged periods of time, during the more sensitive nighttime hours, or may exceed the applicable FTA thresholds even with implementation of proposed General Plan 2050 *Action 5.7-2. Further, operational vehicle traffic noise increases could exceed the City’s significance thresholds even with implementation of proposed *Action 5-7.1, *Action 5-7.2, *Action 5-7.3, *Action 5-7.7, and *Action 5-7.9 Therefore, cumulative impacts with respect to construction and transportation related noise would be potentially significant.
Impact NOI-4: Implementation of the proposed project, in combination with past, present, and reasonably foreseeable projects, could result in cumulative noise impacts, with respect to generation of construction- and transportation related noise.
Significance with Mitigation: Significant and unavoidable. Construction activities associated with potential future development could expose sensitive receptors in close proximity to a construction site to excessive noise from construction equipment (see Impact NOI-1a). Implementation of proposed General Plan 2050 *Action 5-7.1, *Action 5.7-2, and *Action 5-7.10 would help reduce
construction-related noise impacts. In addition, operational vehicle traffic noise increases could exceed the City’s significance thresholds with implementation of the proposed project and expose sensitive receptors in close proximity to new development-generated roadway noise to excessive levels (see Impact NOI-1b). As with construction noise, implementation of proposed *Action 5-7.1, *Action 5.7-2, and *Action 5-7.10 would help reduce transportation-related noise impacts along with *Action 5-7.3, *Action 5-7.7, and *Action 5-7.9. However, due to the programmatic nature of the proposed project, no additional mitigation measures are available. As such, the cumulative noise impact is considered significant and unavoidable at the program level.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
NOISE
4.12-56 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
PLACEWORKS 4.13-1
4.13 POPULATION AND HOUSING
This chapter of the Draft Environmental Impact Report (EIR) describes the potential impacts to population and housing associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential impacts to population and housing, and identifies proposed General Plan 2050 goals, policies, and actions that would minimize any potentially significant impacts.
4.13.1 ENVIRONMENTAL SETTING
REGULATORY FRAMEWORK
State Regulations
California Housing Element Law
California Housing Element Law1 includes provisions related to the requirements for Housing Elements of local government General Plans. Among these requirements, some of the necessary parts include an assessment of housing needs and an inventory of resources and constraints relevant to the meeting of these needs. Additionally, to ensure that counties and cities recognize their responsibilities in contributing to the attainment of the State housing goals, this section of the Government Code calls for local jurisdictions to plan for and allow the construction of a share of the region’s projected housing needs, known as the Regional Housing Needs Allocation (RHNA). The City of Santa Rosa needs to accommodate 4,685 residences in total. The City’s 2023-2031 Housing Element was adopted on February 14, 2023.
Regional Regulations
Plan Bay Area
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, Metropolitan Transportation Commission (MTC) and Association of Bay Area Government (ABAG) adopted Plan Bay Area 2050 on October 21, 2021.2 Plan Bay Area provides transportation and environmental strategies to continue to meet the regional transportation-related greenhouse gas (GHG) reduction goals of the Sustainable Communities and Climate Protection Act (SB 375). The current Plan Bay Area projects growth and development patterns through 2050.
As described in Chapter 4.0 of this Draft EIR, Plan Bay Area designates Priority Development Areas (PDAs) and Transit Priority Areas (TPAs) throughout the region. PDAs are areas along transportation corridors which are served by public transit that allow opportunities for development of transit-oriented, infill
1 Government Code Section 65580-65589.8.
2 Association of Bay Area Governments and Metropolitan Transportation Commission, October 2021, Plan Bay Area 2050, https://www.planbayarea.org/sites/default/files/documents/Plan_Bay_Area_2050_October_2021.pdf, accessed July 21, 2023.
4.13.1.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
4.13-2 OCTOBER 2024
development within existing communities that are expected to host the majority of future development.
TPAs are similar in that they are formed within 0.5 miles around a major transit stop such as a transit center or rail line.
Plan Bay Area 2050 distributes future growth across the San Francisco Bay Area region to meet its GHG emissions reduction, housing, and other performance targets, but it is not intended to override local land use control. Cities and counties, not MTC/ABAG, are ultimately responsible for the manner in which their local communities continue to be built out in the future. For this reason, cities and counties are not required to revise their land use policies and regulations, including General Plans, to be consistent with the regional transportation plan or an alternative planning strategy. Rather than increase regional land use control, Plan Bay Area 2050 facilitates implementation by expanding incentives and opportunities available to local jurisdictions to support growth in PDAs. In addition to funding transportation and planning projects in PDAs, Plan Bay Area 2050 sets the stage for cities and counties to increase the efficiency of the development process, if they choose, for projects consistent with Plan Bay Area and other State legislation.
3 Local Regulations
Santa Rosa City Code
The Santa Rosa City Code (SRCC) includes various directives to minimize adverse impacts to population and housing in Santa Rosa. The SRCC is organized by title, chapter, and section, and in some cases, articles.
Most provisions related to population and housing are in Title 21, Development Requirements, as follows:
Chapter 21-02, Inclusionary Housing. This chapter aims to enhance the public welfare and assure the compatibility between future housing development and the housing element of the Santa Rosa general plan through increasing the production of housing units affordable to households of lower and moderate incomes. It is the purpose of this chapter to meet Santa Rosa general plan goals to expand the supply of housing available to lower and moderate-income households. The inclusionary requirements of this chapter apply to all residential developments within the City. Section 21-02.090, Establishment, payment, and use of the housing impact and commercial linkage fees, requires residential development projects be assessed a housing impact fee as an alternative to provision of on-site allocated units and commercial development projects be assessed a commercial linkage fee to mitigate the impact of the additional demand for affordable housing caused by such activity.
All
housing impact and commercial linkage fees paid to the City shall be used by the City’s Housing Authority only for the development of housing situated within the City limits that is affordable to households of lower and moderate incomes. Housing assisted with such fees shall be subject to a minimum 55-year affordability agreement with the Housing Authority.
3 Association of Bay Area Governments and Metropolitan Transportation Commission, 2023, Frequently Asked Questions:
Does Plan Bay Area override local land use control?, https://www.planbayarea.org/2040-plan/quick-facts/faq-page#n4851, accessed March 10, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
PLACEWORKS 4.13-3
Chapter 21-03, Growth Management. This chapter provides provisions necessary to protect, and will promote the public health, safety and welfare by balancing new residential development with: the City’s ability to provide the public facilities and services necessary for such development; the protection of social and economic values in existing residential neighborhoods and in commercial and industrial areas; the conservation of vital open spaces and natural resources; the achievement of decent housing for all income categories; the attainment of community goals for the overall size and character of the City; and the attainment of a stable, moderate growth rate sufficient to support a healthy business economy. Section 21-03.060, Procedure, describes the procedure for allotment issuance by the Directory or Community Development and Section 21-03.070, Requirements for allotments, lists the requirements for allotments from specific reserves. Section 21-03.150, Administration, grants the City Council the authority to adopt procedures, policies, rules and requirements, including the adoption of a processing fee, to implement and administer the provisions of this chapter.
EXISTING CONDITIONS
This section describes existing population and housing conditions in Santa Rosa, as well as Sonoma County, to provide context for the implications for the proposed project. The following text provides an overview of population and housing in Santa Rosa and the Sonoma County region.
Population
Santa Rosa is the largest city in Sonoma County, making up 25 percent of the county’s population.
According to the California Department of Finance, the population of Santa Rosa grew from 167,820 in 2010 to 174,890 in 2019.4 As shown in Table 4.13-1, Total Population, 2010 to 2019, the city’s population grew by approximately 4 percent; this growth was higher than the level of population growth in Sonoma County as a whole, which was 3 percent during the same period.
TABLE 4.13-1 TOTAL POPULATION, 2010 TO 2019
2010 2019 Total Change
Total
Percentage Change
Santa Rosa City Limits 167,820 174,890 7,070 4%
Unincorporated Sonoma
County 145,360 139,910 5,450 -4%
Total Sonoma County 483,880 495,920 12,040 3%
Notes: Numbers are rounded from original sources.
Source: State of California, Department of Finance, May 2021, E-5 Population and Housing Estimates for Cities, Counties and the State — 2011-2020 with 2010 Census Benchmark, https://dof.ca.gov/forecasting/demographics/estimates/estimates-e5-2010-2020/, accessed March 10, 2023.
4 State of California, Department of Finance, May 2021, E-5 Population and Housing Estimates for Cities, Counties and the State — 2011-2020 with 2010 Census Benchmark, https://dof.ca.gov/forecasting/demographics/estimates/estimates-e5-2010- 2020/, accessed March 10, 2023.
4.13.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
4.13-4 OCTOBER 2024
Housing
Between 2010 and 2019, Santa Rosa experienced a steady housing growth. As shown in Table 4.13-2, Housing Units, 2010 to 2019, the city’s number of housing units grew by approximately 2 percent; this growth was higher than the level of housing growth in Sonoma County as a whole, which was less than 1 percent during the same period.
TABLE 4.13-2 HOUSING UNITS, 2010 TO 2019
2010 2019 Total Change
Total
Percentage Change
Santa Rosa City Limits 67,400 68,930 1,530 2%
Unincorporated Sonoma
County 67,970 64,810 3,160 -5%
Total Sonoma County 204,570 204,980 410 Less than 1%
Notes: Numbers are rounded from original sources.
Source: State of California, Department of Finance, May 2021, E-5 Population and Housing Estimates for Cities, Counties and the State — 2011-2020 with 2010 Census Benchmark, https://dof.ca.gov/forecasting/demographics/estimates/estimates-e5-2010-2020/, accessed March 10, 2023.
Priority Development Areas
As discussed in Chapter 4.0, Environmental Analysis, and shown on Figure 4-1, Priority Development Areas and Transit Priority Areas, of this Draft EIR, the EIR Study Area has six PDAs, including the Mendocino Avenue/Santa Rosa Avenue Corridor, North Santa Rosa Station, Downtown Station Area, Sebastopol Road Corridor, Roseland, and Santa Rosa Avenue PDAs. Because Plan Bay Area 2050 anticipates the majority of growth in the Bay Area will occur in PDAs, all of these PDAs are anticipated to experience growth through the proposed project’s 2050 horizon year .
Regional Housing Needs Allocation
As the San Francisco Bay Area’s regional agency, MTC/ABAG calculates the RHNA for jurisdictions in Sonoma County, including Santa Rosa. Table 4.13-3, Santa Rosa Regional Housing Needs Allocation, shows the 6th Housing Cycle RHNA for the current planning period, which is the number of housing units the City of Santa Rosa would need to accommodate by 2031. As shown in Table 4.13-3, the housing unit allocations are categorized by household size and income. The household income categories are as follows:
Very Low Income: Households making less than 50 percent of the area median income. Low Income: Households making between 50 and 80 percent of the area median income. Moderate Income: Households making between 80 and 120 percent of the area median income. Above Moderate Income: Households making more than 120 percent the area median income.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
PLACEWORKS 4.13-5
Household median income is calculated based on household size. In 2019, the median income in Sonoma County for a single-person household was $65,300. The median income in Sonoma County for a family of three in 2019 was $83,950, and $108,250 for a family of six.5 TABLE 4.13-3 SANTA ROSA REGIONAL HOUSING NEEDS ALLOCATION Dwelling Units by Income Category
RHNA Planning
Period Very Low Income Low Income Moderate Income
Above Moderate
Income Total
2023 to 2031 1,218 701 771 1,995 4,685
Note: RHNA = Regional Housing Need Allocation
Source: City of Santa Rosa, February 2023, 2023-2031 Housing Element, https://www.santarosaforward.com/files/managed/Document/762/SANTA%20ROSA_2023-2031%20Housing%20Element_Adopted_2.14.23.pdf, accessed March 10, 2023.
4.13.2 STANDARDS OF SIGNIFICANCE
The implementation of the proposed project would result in significant population and housing impacts if it would:
1. Induce substantial unplanned population growth or growth for which inadequate planning has occurred, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure).
2. Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere.
3. In combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to population and housing.
4.13.3 IMPACT DISCUSSION
POP-1 Implementation of the proposed project would not induce substantial unplanned population growth or growth for which inadequate planning has occurred, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure).
The proposed General Plan 2050 is a high-level policy document that will replace the current General Plan 2035 as the overarching policy document that defines a vision for future change and sets the land use and policy framework for growth for Santa Rosa. The proposed project considers growth over an approximately 25-year horizon but does not include specific development proposals. The General Plan is the policy document that plans ahead to accommodate the amount of reasonably foreseeable growth
5 California Department of Housing and Community Development, May 6, 2019, State Income Limits for 2019, https://www.hcd.ca.gov/grants-funding/income-limits/state-and-federal-income-limits/docs/income-limits-2019.pdf, accessed March 10, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
4.13-6 OCTOBER 2024
given past growth trends and the ability of existing services and infrastructure to support future growth.
Therefore, the proposed project would not directly induce growth, but rather is a response to growth that is likely to occur whether the proposed project is adopted or not. Because the proposed General Plan 2050 also includes recommendations for future roadway and infrastructure extension, as it is required to do by State law, it has the potential to indirectly induce growth. However, the proposed General Plan 2050 itself is the City’s effort to adequately plan for this growth.
As shown in Table 3-6, Proposed 2050 Buildout Projections in the EIR Study Area, in Chapter 3, Project Description, of this Draft EIR, the EIR Study Area has a population of approximately 197,980, with 75,850 housing units as of 2019. The proposed project estimates an overall increase of 24,090 housing units and 65,760 residents in the EIR Study Area by 2050. As shown in Table 4.13-4, Proposed General Plan 2050 Growth Projections, this equates to a 33 percent increase in total population and 32 percent increase in housing units over the 25-year horizon of the proposed project.
TABLE 4.13-4 PROPOSED GENERAL PLAN 2050 GROWTH PROJECTIONS
Existing Conditions
2019
Proposed General Plan
2050
Santa Rosa Projected
Growth 2019 to 2050
(Proposed Project)
Total
Percent Change
Population 197,980 263,740 65,760 33%
Housing Units 75,850 99,940 24,090 32%
Note: Numbers are rounded from original sources.
Source: Sonoma County Transportation Authority and W-Trans, 2023, Santa Rosa General Plan 2050 Travel Demand Model.
Approximately 19 percent of the projected residential growth for the proposed project comes from the City’s 2023–2031 RHNA allocation of 4,685 units,6 which is dictated by the California Housing Law and not by the City. The 4,685 units required for the 2023-2031 Housing Element represent an 8 percent decrease over the 2015-2022 RHNA, which was 5,083 units. Although the RHNA allocation is not a requirement to build units, the State legislature has enacted increasingly stringent requirements on cities to ensure they are doing everything possible to remove common barriers to housing construction. Furthermore, pursuant to Senate Bill 166, Housing Elements are required to include a “buffer” of additional sites to ensure that if the sites listed in the housing opportunity sites inventory are developed without housing, or are developed with less than the full amount of housing claimed in the inventory, there is remaining capacity to ensure an ongoing supply of sites for the full RHNA during the eight years of the Housing Element cycle. The California Department of Housing and Community Development recommends a buffer of least 15 to 30 percent, but many jurisdictions provide a buffer of up to 50 percent. The proposed land use map, as shown in Figure 3-3, Proposed General Plan 2050 Land Use Map, in Chapter 3 of this Draft EIR, includes enough land designated for housing to fulfill the City’s 2023-2031 RHNA as well as future buffer sites identified through the 2023-2031 Housing Element.
6 City of Santa Rosa, February 2023, 2023-2031 Housing Element, https://www.santarosaforward.com/files/managed/Document/762/SANTA%20ROSA_2023- 2031%20Housing%20Element_Adopted_2.14.23.pdf, accessed March 10, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
PLACEWORKS 4.13-7
However, the proposed project extends beyond the end of the 6th Cycle RHNA of the recently adopted Housing Element. Assuming continued eight-year RHNA cycles, and that the proposed General Plan 2050’s expected life cycle is until 2050, the proposed General Plan 2050 should designate sufficient residential land to accommodate the future 7th Cycle (2031–2039), the 8th Cycle (2039–2047), and some of the 9th Cycle (2047–2055). The scale of future housing allocations is unknown and difficult to predict. If the 7th Cycle RHNA uses the same percentage change as the 5th to 6th Cycle RHNA, it would call for approximately 4,455 new units. If the 8th and 9th Cycles continue that trend, it could be expected to call for an additional 4,380 new units by 2047 and an additional 4,430 new units by 2055, for a combined total of around 17,950 new units over the 7th through 9th Cycles, covering the years 2031 to 2055. This does not include any additional buffer for the three future RHNA cycles. Table 4.13-5, Santa Rosa Projected Regional Housing Needs Allocation, summarizes the projected RHNA for Santa Rosa through 2055.
TABLE 4.13-5 SANTA ROSA PROJECTED REGIONAL HOUSING NEEDS ALLOCATION Housing Cycle Regional Housing Needs Allocation (RHNA)
6th Cycle (2023-2031) 4,685
7th Cycle (2031–2039) 4,455
8th Cycle (2039–2047) 4,380
9th Cycle (2047–2055) 4,430
Total Housing Unit Needs 17,950
Note: The 7th through 9th Cycle RHNA is unknown at this time. The numbers provided are rounded estimates based on past RHNA for the City of Santa Rosa based on the assumption that the percentage change from the 5th Cycle to 6th Cycle would not change.
Source: PlaceWorks, 2023.
The Santa Rosa 2023-2031 Housing Element that was recently adopted in February 2023 includes goals, policies, and actions that address population and housing growth over the next eight years. Furthermore, Chapter 2, Land Use and Economic Development, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts from potential future growth. The following goal, policies, and actions would serve to minimize impacts related to population growth:
Goal 2-1: Ensure that growth and change serve community needs, protect the environment, improve the City’s fiscal stability, and enhance quality of life for all members of the community. Policy 2-1.2: Facilitate future annexations with a thoughtfully designed and transparent strategy that ensures the City’s ongoing fiscal health and supports a high quality of life for community members.
Action 2-1.5: Prepare a specific plan prior to annexation of land in south Santa Rosa, south from the current City boundary to the Urban Growth Boundary, including both the east and west sides of Highway 101 to identify and accommodate needs related to City services, such as fire and police, water, wastewater, stormwater, transportation, and parks.
Action 2-1.7: Allow annexations or City utility connections only if they do not adversely impact the City’s fiscal viability, environmental resources, infrastructure and services, and quality of life.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
4.13-8 OCTOBER 2024
Action 2-1.8: Work with LAFCO to require all proposed annexations within a county island to prepare a sentiment survey of all property owners in the island to determine the feasibility of annexing the full county island.
Policy 2-1.4: Ensure that City policy, codes, programming, and practices support a range of land uses.
Action 2-1.21: Update the Zoning Code to:
1. Rezone parcels to ensure consistency with the General Plan.
2. Rezone Planned Development communities into appropriate zoning districts consistent with General Plan land uses.
3. Create development standards for Missing Middle Housing types.
Furthermore, the proposed project would accommodate future growth by providing for infrastructure and associated public services to accommodate the projected growth of the city (see also Chapter 4.14, Public Services, Parks, and Recreation, Chapter 4.15, Transportation, and Chapter 4.17, Utilities and Service Systems, of this Draft EIR). All potential future development would be required to comply with any required site-specific infrastructure improvements and to pay any project-specific impact fees.
As discussed, the proposed General Plan 2050 is the policy document that plans ahead to accommodate the amount of reasonably foreseeable growth given past growth trends and the ability of existing services and infrastructure to support future growth. Additionally, buildout of the proposed project would be able to accommodate the next three RHNA cycles. Consequently, while buildout in accordance with the proposed project would serve to accommodate expected population, housing, and job growth in the city, this growth would not represent unplanned population growth for which inadequate planning has occurred, and the impact would be less than significant.
Significance without Mitigation: Less than significant.
POP-2 Implementation of the proposed project would not displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere.
Buildout under the proposed project is expected to result in an increase of approximately 24,090 housing units in the EIR Study Area over an approximately 25-year horizon. One of the purposes of the proposed project is to adequately plan and accommodate future growth through the distribution, location, balance, and extent of land uses. Implementation of proposed General Plan 2050 would accommodate population growth through land use designations, goals, policies, and actions that provide a vision and guide growth in the city. Land use changes under the proposed land use map would increase opportunities for housing in the city. The proposed land use map would provide land use designations for a variety of housing types and provide for additional residential opportunities throughout Santa Rosa.
Furthermore, Chapter 2, Land Use and Economic Development, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider impacts from potential future growth. The goal, policies, and actions listed under impact discussion POP-1 would SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
PLACEWORKS 4.13-9
also serve to minimize potential adverse impacts related to population and housing displacement.
Therefore, implementation of the proposed project would not displace existing people or housing or necessitate the construction of replacement housing elsewhere and the impact would be less than significant.
Significance without Mitigation: Less than significant.
POP-3 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to population and housing.
The context for the cumulative population and housing impacts would be potential future development under the proposed project combined with development on lands adjacent to the EIR Study Area. As described under impact discussions POP-1 and POP-2, implementation of the proposed project would not induce a substantial amount of unplanned population growth or growth for which inadequate planning has occurred, or displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere. The proposed General Plan 2050 goals, policies, and actions would provide adequate planning to accommodate the proposed new increase in growth in the EIR Study Area. Therefore, the proposed project would not result in a cumulatively considerable impact to population and housing, and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
POPULATION AND HOUSING
4.13-10 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-1
4.14 PUBLIC SERVICES, PARKS, AND RECREATION
This chapter of the Draft Environmental Impact Report (EIR) describes the potential impacts to public services (fire protection, police services, and schools), parks, and recreation associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential impacts to public services, parks, and recreation, and identifies proposed General Plan 2050 goals, policies, and actions
that would minimize any potentially significant impacts.
The analysis in this chapter is based on the Existing Conditions Report prepared on behalf of the City of Santa Rosa in December 2020 and updated information from the police and fire department as well as.1
4.14.1 FIRE PROTECTION SERVICES
ENVIRONMENTAL SETTING
Regulatory Framework
State Regulations
California Gov ernment Code
Section 65302 of the California Government Code requires General Plans to include a Safety Element, which must include an assessment of wildland and urban fire hazards. The Safety and Resilience Element of the existing General Plan and the proposed General Plan 2050 satisfies this requirement.
California Department of Forestry and Fire Protection
The California Department of Forestry and Fire Protection (CAL FIRE) is dedicated to the fire protection and stewardship of over 31 million acres of California’s wildlands. The Office of the State Fire Marshal supports CAL FIRE’s mission to protect life and property through fire prevention engineering programs, law and code enforcement, and education. In addition to fire-fighting services for land in State Responsibility Arees (SRAs), CAL FIRE staff, or a designee, reviews building permit applications, parcel maps, and use permits for construction or development in SRAs and Local Responsibility Areas (LRA). The City of Santa Rosa is made up of all LRA lands.
California Building Code
The State of California provides a minimum standard for building design through Title 24 of the California Code of Regulations (CCR), commonly referred to as the California Building Code (CBC). The CBC is in Part 2 of Title 24. The CBC is updated every three years. It is generally adopted on a jurisdiction-by-jurisdiction basis, subject to further modification based on local conditions. Commercial and residential buildings are
1 City of Santa Rosa, December 2020, Existing Conditions Report, https://www.santarosaforward.com/ECR.
4.14.1.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-2 OCTOBER 2024
plan-checked by local City building officials for compliance with the CBC. Typical fire safety requirements of the CBC include the installation of sprinklers in all high-rise buildings and other facilities; the establishment of fire resistance standards for fire doors, building materials, and particular types of construction in high fire hazard severity zones; requirements for smoke-detection systems and exiting requirements; and the clearance of debris.
California Fire Code
The California Fire Code (CFC) incorporates, by adoption, the International Fire Code of the International Code Council. Like the CBC, the CFC is effective statewide, but a local jurisdiction may adopt more restrictive standards based on local conditions. The City of Santa Rosa regularly adopts each new CFC update under SRCC Chapter 18-44, 2022 California Fire Code. This is the official Fire Code for the State and all political subdivisions. It is found in CCR Title 24, Part 9 and, like the CBC, it is revised and published every three years by the California Building Standards Commission. Also like the CBC, the CFC is effective statewide, but a local jurisdiction may adopt more restrictive standards based on local conditions.
The CFC includes provisions and standards for emergency planning and preparedness, fire service features, fire protection systems, hazardous materials, fire flow requirements, and fire hydrant locations and distribution. Typical fire safety requirements include installation of sprinklers in all high-rise buildings; the establishment of fire resistance standards for fire doors, building materials, and particular types of construction; and the clearance of debris and vegetation within a prescribed distance from occupied structures in wildfire hazard areas.
The Mello-Ro
os Communities Facilities Act of 1982
The Mello-Roos Community Facilities Act, Government Code Section 53311 et seq., provides an alternative method of financing certain public capital facilities and services through special taxes. This State law empowers local agencies to establish Community Facilities Districts (CFDs) to levy special taxes for facilities such as fire protection facilities.
Local Regulations
Santa Rosa
City Code
The Santa Rosa City Code (SRCC) includes various directives to minimize adverse impacts resulting from fire. The SRCC is organized by title, chapter, and section, and in some cases, articles. Provisions related to fire protection and reducing fire-related impacts are in Title 9, Health and Safety; Title 18, Buildings and Construction; Title 19, Subdivisions; and Title 20, Development Requirements, as follows:
Chapter 9-08, Weeds and Rubbish. Section 9-08.020, Nuisance Determination, requires that all weeds growing upon the streets or sidewalks or upon or in front of private property within the City which bear seeds of a wingy or downy nature, or attain such a large growth as to become a fire menace when dry, or which are otherwise noxious or dangerous, may be declared to be a public nuisance by the City Council and may thereafter be abated as provided by this chapter.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-3
Chapter 18-22, California Residential Code. This chapter establishes guidelines for building improvements and construction in Santa Rosa. Some areas of the chapter that pertain to fire are fire sprinklers, roof covering materials in very high fire hazard severity zones, and fire-retardant shingles and shakes.
Chapter 18-44, California Fire Code. The City of Santa Rosa regularly adopts each new CFC update under this chapter of the SRCC. The CFC is a model code that regulates minimum fire safety regulations for new and existing buildings; facilities; storage; processes, including emergency planning and preparedness; fire service features; fire protection systems; hazardous materials; fire flow requirements; and fire hydrant locations and distribution. Chapter 19-60, Reservations of Land. This chapter states as a condition of tentative map approval, the subdivider shall reserve sites, appropriate in area and location, for parks, recreational facilities, fire stations, libraries, or other public uses according to the standards and formula contained in Section 19-60.020, Standards and formula for reservation.
The reserved area must be of such size and shape
as to permit the balance of the property within which the reservation is located to develop in an orderly and efficient manner .
Chapter 21-04, Capital Facilities Fees. This chapter creates a capital facilities fee (CFF), which is used to alleviate the cost of certain public infrastructure facilities required to serve new development in the City of Santa Rosa. Out of the five account areas, public safety will have 12.8 percent of the revenue from each CFF.
City Charter, Section 22, Chief of the Fire Department. This section of the City Charter establishes appointment proceedings for the Chief of the Santa Rosa Fire Department (SRFD). The Fire Chief has charge and supervision over all matters relating to the prevention and extinction of fires, and of all measures necessary to guard and protect all impaired property.
Emergency Operations Plan
The Santa Rosa Emergency Operations Plan (EOP), adopted June 2017, outlines how the City coordinates their response to major emergencies and disasters.2 The EOP identifies operational strategies and plans for managing complex and potentially catastrophic events. It addresses the four phases of emergency management: preparedness, response, recovery, and mitigation. The EOP is organized into three parts, along with supporting plans. Part I, Basic Plan, presents the planning assumptions, policies, and concept of operations that guide the responsibilities for emergency preparedness, response, recovery, and mitigation for the City. Part II, Hazard Annexes, and Part III, Functional Annexes, provide additional detail and guidance for specific hazards, functions, or operations.
2 City of Santa Rosa, June 2017, City of Santa Rosa Emergency Operations Plan, https://www.srcity.org/DocumentCenter/View/16434/Emergency-Operation-Plan, accessed March 22, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-4 OCTOBER 2024
Hazard Mitigation Plan
On December 7, 2021, the Santa Rosa City Council adopted the Sonoma County Multi-Jurisdictional Hazard Mitigation Plan (MJHMP), which also provides an update to the City’s Local Hazard Mitigation Plan (LHMP).3 The MJHMP consists of two volumes. Volume 1 includes all federally required elements of a disaster mitigation plan as they apply to the entirety of Sonoma County. Volume 2 is made up of Annexes (chapters) for each local agency and special district participating in the MJHMP . The City of Santa Rosa Annex, which serves as a five-year update to the LHMP, is found in Volume 2, Chapter 3. The LHMP identifies the natural hazards faced by the city, assesses vulnerabilities to these hazards, and identifies mitigation strategies that can be taken to reduce or alleviate the loss of life, personal injury, and property damage that otherwise might result from said natural hazards. Mitigation actions are suggested and carried out by various City departments. A description of the mitigation actions for wildfires include:
In accordance with the adaptation strategies of the Climate Action Plans, integrate climate change adaptation into future updates of the Zoning Code, Building Code, General Plan, Urban Water Management Plan, and other related documents.
Continue to update the City’s emergency planning documents every five years to ensure consistency with State and federal law, local conditions, best practices, and the most recent science. Prepare a Zoning Code update to identify vegetation management requirements in the Wildland- Urban Interface (WUI) zone for existing and new development. Retrofit, replace, or relocate critical facilities that are shown to be vulnerable to damage in natural disasters prioritizing those structures that have experienced repetitive losses and/or are in a high or medium ranked hazard.
Work with residents and property owners to develop an incentive program to replace shake roofs in the WUI.
Continue to implement improvements to water flow capacity in the WUI. Continue to tie public education on defensible space and a comprehensive defensible space ordinance to a field program of enforcement.
Pursue Type 1 HazMat Team status.
Prepare a comprehensive Hazardous Materials Area Response Plan update. Conduct microgrid feasibility study.
Secure redundant power supply for City-owned and leased facilities and infrastructure that lack adequate back-up power.
Relocate/update emergency operations center (EOC) to City-owned facility that can accommodate use and renovation to permanent warm/hot EOC with appropriate equipment for communication and situational awareness.
3 City of Santa Rosa, 2021, Local Hazard Mitigation Plan, https://www.srcity.org/540/Local-Hazard-Mitigation-Plan, accessed March 9, 2023.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-5
Implement actionable items identified within the Santa Rosa Community Wildfire Protection Plan. Actively participate in the annual maintenance protocols outlined in Volume I of the MJHMP. Support the county-wide initiatives identified in Volume I of the MJHMP. Integrate the LHMP into other plans, ordinances, and programs that dictate land use decisions in the community, including the General Plan, Specific Plans, and the City Code. Develop a plan for expediting the repair and functional restoration of water and wastewater systems through stockpiling of shoring materials, temporary pumps, surface pipelines, portable hydrants, and other supplies, such as those available through the Water/Wastewater Agency Response Network (WARN). Communicate that plan to local governments and critical facility operators. Explore the feasibility of resilience hubs in the city.
The MJHMP has identified the types and levels of fire responsibility areas for the EIR Study Area, as shown on Figure 4.18-1, Fire Hazard Severity Zones, in Chapter 4.18, Wildfire, of this Draft EIR.
Community Wildfire Protection Plan
This plan was developed for the SRFD and its purpose it to enhance protection of human life safety and reduce the wildfire threat to community assets, such as homes, commercial structures, critical infrastructure, businesses, and natural and historic resources in the city. 4 The five main goals of the plan
are:
Minimize the wildfire threat to life safety.
Reduce the wildfire threat to values/assets at risk.
Develop priorities to mitigate risks and hazards identified. Determine potential impacts of climate change on the local fire environment and how these impacts may influence wildfire hazard and risk in the mid-twenty-first century. Establish a plan to track and monitor implementation of action items identified in the plan.
Santa Rosa Fire Department Strategic Plan
The Santa Rosa Fire Department developed a community-driven Strategic Plan (2024-2029), identifying the following key goals:
Revitalize the fire department’s workforce through innovative recruitment strategies to maximize organizational effectiveness.
Improve physical resources to ensure the highest level of safety and service for our community and personnel.
Enhance the overall technical readiness and communication infrastructure of the fire department to ensure efficient emergency response and personnel safety.
4 City of Santa Rosa, 2020, Community Wildfire Protection Plan, https://srcity.org/DocumentCenter/View/30136/City-of- Santa-Rosa-Community-Wildfire-Protection-Plan-CWPP_91820, accessed November 8, 2022.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-6 OCTOBER 2024
Strengthen community engagement, safety, and preparedness through active community collaboration, communication, and outreach to create a more prepared community.
Assembly Bill 337 (Bates Bill)
In response to the Oakland Hills fire of 1991, Assembly Bill (AB) 337, also known as the Bates Bill, was passed in 1992. Pursuant to this law, all new construction that is in any fire hazard zone in Santa Rosa must follow brush clearance requirements and use fire-resistant roof material.
Existing Conditions
Fire services in the EIR Study Area are provided by SRFD and the Sonoma County Fire Protection District (SCFPD). SRFD has primary responsibility for areas within the city limits. Mutual-aid agreements between these agencies allow for joint responses to emergencies that call for additional personnel. Figure 4.14-1, Fire and Police Stations, shows the fire station locations in the EIR Study Area.
Santa Rosa Fire Department
The City of Santa Rosa provides fire protection services within city boundaries, serving approximately 41 square miles within the service area, which includes a population of 173,628 residents. SRFD serves as an all-risk fire department that responds in a variety of emergency situations, including medical emergencies, physical entrapment, fires, and releases of hazardous materials.
SRFD has 169 employees and is organized into four branches: Operations Bureau, Administration Bureau, Prevention Bureau, and Emergency Management. The Operations Bureau is organized into a Training and Safety Division, a Support Services Division, a Suppression Battalion Division, and an Emergency Medical Services (EMS) Division. In 2020, SRFD created a Pandemic Response Unit to respond to high-risk calls while minimizing potential COVID-19 exposure to the department and community. The unit is no longer in service. In 2024, the Fire Department staffed new paramedic squads. These are the first new units the SRFD has placed into service full time since 2009.
The Operations Bureau consists of one fire chief, three battalion chiefs, three division chiefs, one training captain, one EMS captain, 36 captains, 42 engineers, and 54 firefighters, as well as a Hazardous Materials Response Team (HMRT). The HMRT is a State of California Type 2 team consisting of 45 highly trained members who participate in rigorous ongoing training to maintain their HazMat Technician/Specialist certifications. Duties of the HMRT include chemical sampling and identification, spill and leak control, life- saving decontamination, and response to calls for chemical leaks or spills. Based at Fire Station 10, the HMRT is available 24 hours a day, 365 days a year . The EMS Division, also housed within the Operations Bureau, ensures that all SRFD personnel are trained to the Emergency Medical Technician (EMT) level and each shift has a Field Training Officer (FTO), or experienced personnel, to regularly interface with paramedics.
HoenAve
Olivet Rd
Mendocino A
ve
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
College Ave
Fulton Rd
Crane Canyon Rd
Stony Point Rd
Mark WestSpringsR d
W
atertro
ugh Rd
Millbrae Ave
Petalu
maHill Rd
OldRedwood Hw
y
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
Warm S
pring
sRd
Piner Rd
4th
St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd Calistog
aRd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgome
ry Dr
Santa Rosa Ave
Occidental Rd
S
lusser Rd
Blo omfiel d R
d
Airport Blvd
(/101
12 12
116
Figure 4.14-1
Fire and Police Stations
Source: City of Santa Rosa, 2020; ESRI, 2022; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Parks and Open Space
Police Stations by Agency
Sonoma County Sheriff's
Office
Santa Rosa Police
Department
Substation Locations
Santa Rosa Junior College
District P
olice Department
Fire Stations by Agency
CAL FIRE
Santa Rosa Fire Department
Sonoma County Fire
Protection District
PUBLIC SERVICES, PARKS, AND RECREATION
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
0 •
®
0 ~ .
,, -~ .
't~ l _,--] ,·.
.r .·
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-8 OCTOBER 2024
The Prevention Bureau reviews, updates, and enforces fire-related codes and ordinances. This branch consists of a fire marshal, three assistant fire marshals, six fire inspectors, one fire plans examiner, two community outreach specialists and administrative personnel. The activities enforced by the Prevention Bureau include code compliance inspections, construction inspections, investigation of fires and environmental crimes, public education programs, regulation of business-related hazardous waste, vegetation management inspections, and enforcement of the weed abatement program.
Facilities and Equipment
The City operates 10 fire stations distributed throughout the city to expedite response times. In addition, SRFD has an automatic-aid agreement with the SCFPD and Sonoma Valley Fire District (SVFD), which integrates their stations into the citywide response matrix. Each SRFD fire station houses an engine company and is staffed 24 hours per day. Additionally, Station 1 and Station 2 each house a truck company. Station 3 and Station 8 house paramedic squads. SRFD administrative headquarters is at 2373 Circadian Way.
Station 8, formerly serving the Roseland Fire Protection District, was annexed into SRFD in 2019 in the southwest Santa Rosa area and is at 830 Burbank Avenue. The City plans to move this station to a new location near Hearn Avenue and Dutton Avenue. In addition, the City plans for several new fire stations in south Santa Rosa and east Santa Rosa, which will further improve coverage and response time in this area.
SRFD has 10 engines, each with a captain, engineer, and firefighter, two truck companies with a captain, two engineers, and a firefighter, and two squads with firefighter paramedics. SRFD also owns and deploys several reserve engines, two ladder trucks, one reserve ladder truck, one water tender, heavy rescue, hazardous materials unit and several command response vehicles as needed.
Response Times and Performance
As of 2023, SRFD responds to approximately 30,000 calls per year for fire, emergency medical, rescue, operations-level hazardous materials response, fire prevention, and life safety services. In 2023, the SRFD responded to 30,035 incidents which is higher than other similar-sized urban fire departments across the nation. In 2016, the City Council set a goal for SRFD to respond to 80 percent of all calls for service within 4 minutes or less, to 90 percent of all calls for service within 5 minutes or less, and to all calls for service within 6 minutes or less. According to SRFD 2016 Strategic Plan, which includes SRFD’s goals and strategies to provide fire protection services, SRFD’s response times are at 5 minutes 55 seconds, 90 percent of the time. Of all incidents warranting an emergency response from SRFD in 2018, it responded to 90 percent in 6 minutes, 5 seconds or less.
In 2016, SRFD was upgraded from a Class 3 rating to a Class 1 rating by the Insurance Service Office (ISO).
The rating, based on local department staffing levels and training, station proximity, water availability, communication system quality, and community outreach, gauges whether fire departments are prepared to put out fires in that community. The ISO evaluates over 40,000 fire departments nationwide, with only 178 earning the Class 1 rating in 2016.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-9
Funding
The Santa Rosa General Fund supports essential City services, including fire protection. In fiscal year 2020/2021, fire services accounted for roughly one quarter of the City’s General Fund expenditures, which included funding for employee salaries, purchasing of fire suppression equipment, and various other basic needs. In 2024/2025, fire services expenditures are anticipated to be 26.7 percent.
Additional expenses are paid for by Special Revenue Funds, which includes Measure O funds—a 20-year sales tax extension and increase approved by voters in 2004—established for special fire services, SRFD personnel, including paramedic fire operations staff and an EMS battalion chief, construction of existing and future fire stations, and necessary fire apparatus. In addition, the Capital Improvements Program (CIP) provides funds to support long-range capital needs to maintain infrastructure health. In the fiscal year 2020/2021, the CIP supported the rebuild of Fire Station 5, previously demolished in the 2017 Tubbs Fire.
In 2024/2025, the CIP includes funds for the Fire Training Center Improvements and a new fire Station in South Santa Rosa.
On July 26, 2022, the City Council unanimously placed a measure on the November 8, 2022, ballot to renew the existing local 1/4 cent sales tax that provides dedicated public safety and violence prevention funding. The measure passed and secured funding.
In 2023, SRFD established an Apparatus Replacement Fund, an ongoing funding source for new apparatus purchases, by budgeting apparatus lease payments into the replacement fund as they expire. The citywide replacement program will aim to replace engines every 12 years and ladder trucks every 15 years by building a fund balance for future purchases.
SRFD charges administrative, operational, and construction permit fees related to development and fire activities, such as fire alarm installation and modification, fire plan check, vegetation management plan review and field inspection, and weed abatement inspection.
Sonoma County Fire District & Sonoma Valley Fire District Both Districts have stations that provide fire protection, emergency medical services, and hazard mitigation, and each station has at least one staffed engine that is able to respond through automatic and mutual aid to the SRFD.
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant impact related to fire protection services if it would:
1. Result in substantial adverse physical impacts associated with the provision of new or physically altered fire protection facilities, need for new or physically altered fire protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
2. In combination with past, present, and reasonably foreseeable projects, result in a cumulative fire protection service impact.
4.14.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-10 OCTOBER 2024
IMPACT DISCUSSION
PS-1 Implementation of the proposed project would not result in substantial adverse physical impacts associated with the provision of new or physically altered fire protection facilities, need for new or physically altered fire protection facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
New development in the city would be served by the SRFD. A significant impact to the SRFD would result if, in order for the SRFD to adequately serve the area, increased demand in the city limit would require the construction of new facilities or the expansion of existing facilities, the construction or operation of which would cause significant environmental impacts. The SRFD has a ‘Standards of Coverage’ that was adopted in 2005. A new plan will be developed and in place by 2025 to aid in the determination of new station and apparatus locations.
Implementation of the proposed project would allow for increased development within the EIR Study Area, which would increase the service population of the SRFD above existing conditions. Potential future development over the buildout horizon of the proposed project would include new housing and nonresidential development, with associated increases to resident and employee population. As discussed in Section 4.14.1.1, Environmental Setting, the City is moving Station 8 to a new location on Hearn Avenue near Dutton Avenue. In addition, the City plans for new fire stations in East Santa Rosa and South Santa Rosa which will further improve coverage and response time. The CIP would also continue to provide funds to support long-range capital needs to maintain infrastructure health.
Potential future development that may occur due to implementation of the proposed project would be required to comply with Title 24 of the CCR as adopted in SRCC Chapter 18-44, as outlined in Section
4.14.1.1, Environmental Setting. Compliance with the State’s Title 24 would ensure any new development proposed in the EIR Study Area meets the most current building and fire codes, thereby increasing safety of the buildings, and reducing the likelihood of a fire emergency, subsequently reducing demand on SRFD fire services. Potential future development under the proposed project would also be required to pay CFFs, as required by SRCC Chapter 21-04. In addition, Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider and mitigate impacts that potential future development could have on fire protection service facilities. The following goal, policy, and actions would serve to reduce impacts to fire protection service facilities and services in the EIR Study Area:
Goal 5-11: Provide efficient and effective police and fire services for all members of the community. Policy 5-11.1: Increase investments in community safety. Action 5-11.1: Maintain an efficient, well-trained, and adequately equipped police and fire personnel.
4.14.1.3 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-11
Action 5-11.2: Increase and maintain a staffing model, station construction schedule, and apparatus/equipment purchasing program that enables a ratio of at least 1 career firefighter per 1,000 population per National Fire Protection Association recommendations. Action 5-11.3: Periodically review and update the Fire Department Strategic Plan and Standards of Coverage, and the Police Department Strategic Plan to address the following needs:
Staffing levels
Station location/placement
Equipment needs
Training requirements
Response time criteria
Areas lacking adequate service
Projection of future emergency
service needs
Action 5-11.4: Continually update first responder training requirements to meet local, State, and federal standards.
Action 5-11.5: Identify and provide necessary enhancements and/or resource needs to achieve a response time of under six minutes anywhere in the service area. Action 5-11.6: Pursue infrastructure improvements, including new police and fire stations (outside of high hazard risk areas) and new emergency vehicles and equipment. Action 5-11.7: Enhance workplace equity and expand the diversity of emergency personnel to better reflect the makeup of the city.
Action 5-11.8: Enhance employee wellness and mental health support to enable better service to the community by all personnel.
Action 5-11.9: Coordinate with Sonoma County on police and fire services to achieve cost- effective improvements to service levels.
Action 5-11.10: Ensure all properties have visible street addresses and signage to ensure effective emergency response activities.
In addition to the goal, policy, and actions listed here, see Chapter 4.18, Wildfire, of this Draft EIR, for a complete list of goals, policies, and actions that would minimize risk of wildfire, thereby reducing demand on SRFD fire services.
While the proposed project would increase demand on fire protection services, growth would most likely occur incrementally over the lifetime of the project, and it would be unlikely that the magnitude of increased demands as a result of the full buildout potential of the proposed General Plan 2050 would be placed on facilities within the immediate timeframe or all at once. Individual project plan review by the SRFD, continuation of the CIP, consistency with the proposed General Plan 2050 goals, policies, and actions identified above, and compliance with the regulations described under Section 4.14.1.1, Environmental Setting, would ensure that the SRFD is involved as potential future development occurs in the EIR Study Area. Furthermore, future construction of new fire stations would be subject to separate project-level environmental review pursuant to the California Environmental Quality Act (CEQA), as required, to identify potential environmental impacts and mitigation measures as needed and would also SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-12 OCTOBER 2024
be subject to the mitigation measures contained throughout this Draft EIR to reduce potential environmental impacts. Therefore, impacts on fire protection facilities would be less than significant.
Significance without Mitigation: Less than significant.
PS-2 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative fire protection services impact.
As discussed in Chapter 4.0, Environmental Analysis, of this Draft EIR takes into account growth from potential future development under the proposed project within the city combined with the estimated growth in the service areas of each service provider . In the case of fire protection, this would be the service area of the SRFD. As discussed in Section 4.14.1.1, Environmental Setting, the SRFD has a mutual- aid agreement with SCFPD and SVFD allowing for joint responses to emergencies that call for additional personnel. As described under impact discussion PS-1, the SRFD plans for the relocation and addition of fire stations to provide better coverage or service. As the SRFD requires new equipment or staffing, the funds for such improvements would be provided through the special revenue funds, the annual budget process, and/or would rely on the General Fund. Other funding opportunities, such as State and federal grants, may also be available.
Compliance with State and local regulations described under Section 4.14.1.1, Environmental Setting, and the proposed General Plan 2050 goals, policies, and actions identified under impact discussion PS-1, would ensure that fire protection services continue to adequately serve the EIR Study Area. Potential future development that may occur within and adjacent to the EIR Study Area would occur incrementally over the proposed General Plan 2050’s approximately 25-year buildout horizon, and therefore is not anticipated to substantially increase the population, thereby avoiding reduction of SRFD, SVFD, and SCFPD’s ability to adequately serve residents. Further, because the proposed project is program level, and because potential future development would be required to undergo project review at the time of project application, each potential future development would be assessed for impacts to fire protection services.
With adequate planning in place in both the city limit and the unincorporated Sonoma County service area, the proposed project would not result in a cumulatively considerable impact to fire protection services and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-13
4.14.2 POLICE SERVICES
ENVIRONMENTAL SETTING
Regulatory Framework
State Regulations
The Mello-Roo s Communities Facilities Act of 1982
The Mello-Roos Community Facilities Act, Government Code Section 53311 et seq., provides an alternative method of financing certain public capital facilities and services through special taxes. This State law empowers local agencies to establish CFDs to levy special taxes for facilities such as police service facilities.
Local Regulations
Santa Rosa C ity Code
The SRCC includes various directives around police services. The SRCC is organized by title, chapter, and section, and in some cases, articles. Provisions related to police services are in Title 10, Public Peace, Morals and Welfare; Title 11, Vehicles and Traffic; and Title 21, Development Requirements, as follows:
Section 10-38.050, Police Department enforcement. This section outlines how the owner or lessee of any business premises shall submit a written policy governing the grounds for expulsion from the premises before the police department can enforce any laws provided in this chapter . Section 11-08.030, Police Chief. This section establishes the responsibilities of the police chief in terms of traffic regulations and enforcing the California Vehicle Code. Chapter 21-04, Capital Facilities Fees. This chapter creates a CFF, which is used to alleviate the cost of certain public infrastructure facilities required to serve new development in the City of Santa Rosa.
Out of the five account areas, public safety will have 12.8 percent of the revenue from each CFF. City Charter, Section 21, Chief of Police. This section of the City Charter establishes appointment proceedings for the Chief of Police of the Santa Rosa Police Department. The Chief of Police acts to preserve the public peace and to suppress riots, tumults, and disturbances.
Emergency Operations Plan
The Santa Rosa EOP, adopted June 2017, outlines how the City coordinates their response to major emergencies and disasters.5 The EOP identifies operational strategies and plans for managing complex and potentially catastrophic events. It addresses the four phases of emergency management:
preparedness, response, recovery, and mitigation. The EOP is organized into three parts, along with
5 City of Santa Rosa, June 2017, City of Santa Rosa Emergency Operations Plan, https://www.srcity.org/DocumentCenter/View/16434/Emergency-Operation-Plan, accessed March 22, 2023.
4.14.2.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-14 OCTOBER 2024
supporting plans. Part I, Basic Plan, presents the planning assumptions, policies, and concept of operations that guide the responsibilities for emergency preparedness, response, recovery, and mitigation for the City. Part II, Hazard Annexes, and Part III, Functional Annexes, provide additional detail and guidance for specific hazards, functions, or operations.
Existing Conditions
Police services in the EIR Study Area are provided by the SRPD, the Sonoma County Sheriff’s Office, and the California Highway Patrol. SRPD has primary responsibility for areas within the city limits. The Sonoma County Sheriff’s Office provides services to unincorporated areas within the EIR Study Area, and the California Highway Patrol provides traffic enforcement on state and local freeways. Mutual-aid agreements between these agencies allow for joint responses to emergencies that call for additional personnel.
Santa Rosa Police Department
SRPD has 264 employees working within the community to provide public safety services, of which, 184 are sworn officers. SRPD employees work from one headquarters station and three substations, as depicted on Figure 4.14-1. SRPD also has 18 volunteers serving in the Volunteers in Police Services program and five student interns. SRPD currently has 1.05 sworn officers per 1,000 residents. This is well below the state average and lower than the stated needs of SRPD. Increased mandates and workloads have also impacted the ability of the Records and Evidence division to complete work in a timely manner .
Facilities
There is one main SRPD police station, which is at 965 Sonoma Avenue, directly adjacent to SRFD Station 1 and east of Downtown Santa Rosa. Together, this complex is commonly referred to as the Public Safety Building. SRPD has a fleet of 150 vehicles. SRPD reports that the Public Safety Building is aging and in need of extensive repairs and required updates, and it no longer meets SRPD’s needs. Based on current conditions and anticipated growth, SRPD has stated its needs for a larger facility with an on-site training center in the next 10 years and two additional substations, one in east Santa Rosa and one in the Roseland neighborhood to replace a temporary substation, to reach SRPD’s goal to provide better coverage of the entire city.
Response Times and Call Volumes
In 2023, SRPD processed 234,684 calls, of which, 72,301 were 911 calls. The average response time for emergency calls (Priority 1) was 6:57 minutes, the average response time for urgent calls (Priority 2) was 11:571 minutes, and the average response time for routine calls (Priority 3) was 25:36 minutes. Response time to calls for service from SRPD varies depending on the activity level at the time the call is received.
Priority 1 calls require an immediate response because there may be an immediate threat to life. SRPD’s goal is a response time of less than six minutes for Priority 1 calls, similar to the average goals of the largest northern and southern California cities of 5.4 minutes and 5.7 minutes, respectively. The increase in calls for service and the reporting/documentation requirements has extended these times. Funding SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-15
The budget for the SRPD for Fiscal Year 2023-2024 is $72,913,865, which includes the addition of two Downtown Enforcement officers and two Field & Evidence Technician positions. Additionally, the Public Safety Prevention Tax Measure H (formerly Measure O) budget was $7,330,550, which includes the addition of one Sergeant position for the reinstated Gang Crimes Team and $2.2 million for the purchase of the SRPD Roseland Substation. The budget is used for hiring additional sworn and civilian employees, , training, equipment, supplies, infrastructure, and anything else needed to enhance services to the community. The budget breakdown is shown as follows:
Field Services: 50 percent
Special Services: 15 percent
Administration: 14 percent
Technical Services: 12 percent
Public Safety Prevention Tax Measure O/H: 9 percent
Santa Rosa Police Department Strategic Plan
The Santa Rosa Police Department is currently developing a community-driven Strategic Plan (2025-2029), identifying the following key goals:
Goal 1: Foster Community Safety and
Reduce Crime.
Goal 2: Achieve Organizational Excellence.
Goal 3: Enhance Technology / Innovation.
Goal 4: Wellness.
Goal 5: Facilities and Equipment.
Goal 6: Community Engagement.
Santa Rosa Junior College District Police
The Santa Rosa Junior College District Police Department provides 24-hour law enforcement protection on all Santa Rosa Junior College (SRJC) campus sites. As shown on Figure 4.14-1, the headquarters are in Pedroncelli Center at the intersection of Elliott Avenue and Armory Drive in Santa Rosa. The District serves all students, staff, and faculty with 13 sworn police officers, 6 police dispatchers, 6 non-sworn community service officers, and 15 to 30 cadets, depending on the semester . District police officers have full peace officer status and receive the same law enforcement training as police officers employed at other full- service, fully certified, police agencies in California. Officers investigate crimes; respond to reports of burglary; suspicious people and incidents; and answer police, medical, and fire calls on the SRJC campuses.
Sonoma County Sheriff and California Highway Patrol
The Sonoma County Sheriff’s Office provides law enforcement in unincorporated areas of Sonoma County, apart from traffic enforcement, traffic complaints, vehicular accidents, and auto theft investigations.
Traffic and automobile-related incidents are primarily the responsibility of the California Highway Patrol.
The Sheriff’s Main Office is in Santa Rosa and houses the Sheriff’s administrative staff, Investigations Bureau, Civil Bureau, Central Information Bureau, Dispatch Bureau, the Crime Scene Investigation Laboratory, and is where the majority of patrol staff work. The Sheriff’s Office provides security for the Superior Courts, the Main Adult Detention Facility, and the North County Detention Facility in Santa Rosa.
The County Coroner’s Office, under jurisdiction of the Sheriff’s Office, is also in Santa Rosa.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-16 OCTOBER 2024
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant impact to police services if it would:
3. Result in substantial adverse physical impacts associated with the provision of new or physically altered police facilities, need for new or physically altered police facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
4. In combination with past, present, and reasonably foreseeable projects, result in a cumulative police services impact.
IMPACT DISCUSSION
PS-3 Implementation of the proposed project would not result in substantial adverse physical impacts associated with the provision of new or physically altered police facilities, need for new or physically altered police facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
New development in the city would be served by the SRPD. A significant impact would result if increased demand in the city limits would require the construction of new facilities or the expansion of existing facilities for the SRPD to adequately serve the city, the construction or operation of which would cause significant environmental impacts.
Buildout of the proposed project is projected to occur over an approximately 25-year horizon. While an increase in demand for police protection services would be gradual and is in line with incremental population growth, which would occur with or without adoption of the proposed project. As previously described, the SRPD staffing ratios of 1.05 sworn officers to 1,000 residents is below the national staffing average of 2.0 sworn personnel per 1,000 residents. Physical expansion of SRPD facilities may be needed to accommodate increases in staffing.
Potential future development that may occur due to implementation of the proposed project would be required to comply with SRCC Chapter 21-014, which requires new development in Santa Rosa to pay a fee that will be used on certain public infrastructure facilities required to serve the new development. The payment of fees would be based on the fees that are adopted at the time of future project approval for new residential, retail, office, institutional, and industrial development. In addition, Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of proposed General Plan 2050 contains policies and actions that require local planning and development decisions to consider and mitigate impacts that potential future development could have on police service facilities. In addition to the goal, policies, and actions listed under impact discussion PS-1, the following goal, policy, and actions would also serve to reduce impacts to SRPD facilities and services in the EIR Study Area:
4.14.2.2 4.14.2.3
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-17
Goal 5-11: Provide efficient and effective police and fire services for all members of the community. Policy 5-11.2: Focus policing efforts on community-based solutions. Action 5-11.11: Assist neighborhoods and increase community contact through the Community-Oriented Policing Program.
Action 5-11.12: Enhance and explore ways to expand mental health support partnerships with police to provide a high level of mental health support to the community. Action 5-11.13: Enhance police services using innovative technology and an equitable approach for resource allocation.
Action 5-11.14: Prioritize violent crime reduction and traffic safety solutions through innovative strategies and partnerships with key stakeholders.
Similar to impact discussion PS-1, while the proposed project would increase demand on police protection services, growth would most likely occur incrementally over the lifetime of the project, and it would be unlikely that the magnitude of increased demands as a result of the full buildout potential of the proposed project would be placed on facilities within the immediate timeframe or all at once. Payment of capital facilities fees, consistency with the proposed General Plan goals, policies, and actions discussed above, and compliance with the regulations described under Section 4.14.2.1, Environmental Setting, would ensure that the SRPD is involved as potential future development occurs in the EIR Study Area.
Furthermore, future construction of new police stations would be subject to separate project-level environmental review pursuant to CEQA, as required, to identify potential environmental impacts and mitigation measures as needed and would also be subject to the mitigation measures contained throughout this EIR to reduce potential environmental impacts. Therefore, impacts on police service facilities would be less than significant.
Significance without Mitigation: Less than significant.
PS-4 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative police services impact.
As discussed in Chapter 4.0, Environmental Analysis, of this Draft EIR, this EIR takes into account growth from potential future development under the proposed project in the city combined with the estimated growth in the service areas of each service provider . In the case of police, this would be the service area of the SRPD. As described under impact discussion PS-3, the proposed project encourages efficient and effective police services for all members of the community. This includes the proposed General Plan 2050 goals, policies, and actions, discussed under impact discussion PS-3, for assessing staffing levels, facility, and equipment needs of police services as the city grows; and focusing on community-based solutions.
Compliance with State and local regulations described under Section 4.14.2.1, Environmental Setting, and the proposed General Plan 2050 goals, policies, and actions, would ensure that police services continue to adequately serve the EIR Study Area.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-18 OCTOBER 2024
Potential future development that may occur within and adjacent to the EIR Study Area would happen incrementally over the General Plan 2050’s approximately 25-year buildout horizon, and therefore is not anticipated to substantially increase the population, thereby avoiding reduction of SRPD and Sonoma County Sheriff’s Office’s ability to adequately serve residents. Further, because the proposed project is program level, and because potential future development would be required to undergo project review at the time of project application, each future development would be assessed for impacts to police services. With adequate planning in place in both the city and the unincorporated Sonoma County service area, the proposed project would not result in a cumulatively considerable impact to police services, and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
4.14.3 SCHOOLS
ENVIRONMENTAL SETTING
Regulatory Framework
State Regulations
Senate Bill 50
Senate Bill (SB) 50 (funded by Proposition 1A, approved in 1998) limits the power of cities and counties to require mitigation of school facilities impacts as a condition of approving new development and provides instead for a standardized developer fee. SB 50 generally provides for a 50/50 State and local school facilities funding match. SB 50 also provides for three levels of statutory impact fees. In setting the fees, school districts must prepare nexus studies to demonstrate a reasonable connection between new development and the need for school improvements. The fees may only be used to finance the construction or modernization of school facilities. The application level depends on whether State funding is available, the school district is eligible for State funding, and the school district meets certain additional criteria involving bonding capacity, year-round school, and the percentage of moveable classrooms in use.
California Government Code, Section 65995(b), and Education Code Section 17620 SB 50 amended California Government Code Section 65995, which contains limitations on Education Code Section 17620, the statute that authorizes school districts to assess development fees within school district boundaries. Government Code Section 65995(b)(3) requires the maximum square footage assessment for development to be increased every two years, according to inflation adjustments.
According to California Government Code Section 65995(3)(h), the payment of statutory fees is “deemed to be full and complete mitigation of the impacts of any legislative or adjudicative act, or both, involving, but not limited to, the planning, use, or development of real property, or any change in governmental organization or reorganization...on the provision of adequate school facilities.” The school district is responsible for implementing the specific methods for mitigating school impacts under the Government Code.
4.14.3.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-19
Mitigation Fee Act (California Government Code Sections 66000-66008) Enacted as AB 1600, the Mitigation Fee Act requires a local agency establishing, increasing, or imposing an impact fee as a condition of development to identify the purpose of the fee and the use to which the fee is to be put.
6 The agency must also demonstrate a reasonable relationship between the fee and the purpose for which it is charged, and between the fee and the type of development project on which it is to be levied. This Act became enforceable on January 1, 1989.
Local Regulations
Santa Rosa City Code
The SRCC includes various directives to ensure public schools are adequate to serve school-age children in Santa Rosa. The SRCC is organized by title, chapter, and section, and in some cases, articles. Most provisions related to public schools are included in Title 19, Subdivisions, as follows:
Chapter 19-72, School Impact Fees. This chapter is enacted to provide a new and improved method of financing for interim school facilities necessitated by new residential development within the city.
Section 19-72.050, Amount of land or fee, provides that every owner or developer of a residential development situated in or served by an attendance area where conditions of overcrowding exist, shall dedicate land, pay fees in lieu thereof, or a combination of both, for classroom and related facilities for elementary and/or high schools, as a condition to the approval of a residential development.
Charter of the City, Section 29, The Santa Rosa City School Districts. This section provides guidance on what types of schools will be offered in the City of Santa Rosa, the boundaries of these school districts, the government structure of the school districts, and of the Board of Education.
Existing Conditions
The EIR Study Area is served by 8 public school districts, 1 community college, and 27 private schools, ranging from nursery/preschool to college (see Figure 4.14-2, Schools in the EIR Study Area). The eight public school districts cover the entire EIR Study Area, and private schools are sprinkled throughout the community offering alternative religious, special-needs, and specialized programs. Schools range from nursery/pre-kindergarten through high school in both public-school districts and private schools, and SRJC offers continuing education.
The information in this section is presented in a variety of formats because every school district reports data differently. In particular, information about school capacity, projected enrollment, budget, and facility improvements may be shown by school or by district, depending on each school district’s standard.
6 California Legislative Information, California Law, Code Section Group, Government Code Sections 66000-66008, https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=GOV&division=1.&title=7.&part=&chapter=5.&article= accessed April 8, 2020.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-20 OCTOBER 2024
Table 4.14-1, Santa Rosa School District’s Student Enrollment and School Capacity, gives an overview of all the school districts in the EIR Study Area and their enrollment and capacity numbers. Overall, school districts in the area are operating below capacity.
TABLE 4.14-1 SANTA ROSA SCHOOL DISTRICT’S STUDENT ENROLLMENT AND SCHOOL CAPACITY School Districts Student Enrollment School Capacity
Student Enrollment
of School Capacity
Bellevue Union School District 1,612 1,875 86%
Bennett Valley School District 1,015 1,040 98%
Kenwood School District 137 160 86%
Piner-Olivet School District 1,265 2,230 57%
Rincon Valley Unified School District 3,075 3,654 84%
Roseland School District 2,915 3,700 79%
Santa Rosa City School District 15,570 18,061 85%
Wright Elementary School District 1,481 2,400 62%
Private Schools 2,155 --- ----
Total Students 27,070 a 33,120 a 62% a
Note:
a. Private schools were not counted in the total due to limited information about student capacity.
Bellevue Union School District
Bellevue Union School District (BUSD) mainly serves students who reside in south Santa Rosa and consists of four elementary schools. Geographically, it is one of the largest elementary school districts in Sonoma County. BUSD reported 1,612 students enrolled for the 2019 to 2020 school year . Enrollment and capacity for each school is shown in Table 4.14-2,
Bellevue Union School District Student Enrollment and School Capacity; all schools are currently operating below capacity.
TABLE 4.14-2 BELLEVUE UNION SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Bellevue Elementary School (K-6) 3223 Primrose Avenue 426 500 85% Kawana Elementary School (K-6) 2121 Moraga Drive 334 375 89% Meadow View Elementary School
(K-6) 2665 Dutton Meadow Avenue 411 500 82%
Lorena Falasco Elementary School
(K-6) 1210 Bellevue Avenue 441 500 88%
Total Bellevue Union School Students 1,612 1,875 86%
Source: Alexander, David (Superintendent, Bellevue Union School District), 2020, July 27. Personal communication with PlaceWorks.
HoenAve
Olivet Rd
Mendocino A
ve
Grange Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
College Ave
Fulton Rd
Crane Canyon Rd
Stony Point Rd
Mark WestSpringsR d
W
atertro
ugh Rd
Millbrae Ave
Petalu
maHill Rd
OldRedwood Hw
y
Brush C
reek Rd
Su
mmerfieldRd
Fount ainGrovePky
Co
ffey Ln
Warm S
pring
sRd
Piner Rd
4th
St
Todd Rd
Bodega Hwy
Marlo
wRd
River Rd Calistog
aRd
Dutton Ave
Pleasa
ntHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgome
ry Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Blo omfiel d R
d
Airport Blvd
(/101
12 12
116
Figure 4.14-2
Schools in the EIR Study Area
Source: Cal OES, 2021; ESRI, 2022; PlaceWorks, 2024.
0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Parks and Open Space
Schools
Elementary
Intermediate/Middle/Junior High
High School
Elementary-High Combination
PUBLIC SERVICES, PARKS, AND RECREATION
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
... ...
r · /):
□
...
. - :: . -- .·~ \
... '
~
... ...
\
':. " ~ ... .. \
'i r " ·:-~
~ -- I
~ ·. ·-·
,'. -=-- :- I '
·1c-_lll. _,--]
I ~ .rJ
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-22 OCTOBER 2024
Projected Enrollment
Overall, enrollment in BUSD is projected to slightly decline over the next few years. Given the current uncertainty around what that academic programming will entail and the resulting impacts on enrollment, the BUSD set a continued baseline enrollment decline of 30 students per academic year, continuing prior trends into the 2020/2021 fiscal year . BUSD has approximately 180 employees, which are reportedly adequate to meet the demands for district services. Average daily attendance is also projected to drop in proportion to the projected enrollment decrease. With enrollment projected to minimally decrease for these schools, they will continue to operate below capacity.
Budget
Overall, BUSD reports inadequate funding for provision of district services. Recovery from the pandemic is uncertain at this time, and economic impacts are not fully realized. It is anticipated that school districts and the State will recover in the long-term from this unprecedented setback, and upon analysis of the State’s budget revisions, BUSD has opted to hold revenue projections static with regular-year projections while anticipating the need for future adjustments. The most substantial impact to BUSD revenue projections are the deferments in apportionments by the State in subsequent fiscal years. For the 2019/2020 fiscal year, BUSD has anticipated a 20-percent increase in operating expenditures to anticipate costs related to COVID-19. With this adjustment, there is a budget deficit of $24 million for the 2020/2021 fiscal year .
Revenue is anticipated to come from the Local Control Funding Formula (LCFF), federal revenue, State revenue, and local revenue.
7 Property tax revenue, enrollment rates, attendance rates, and cost-of-living changes that contribute to these revenue sources are anticipated to be lower for the next few years. BUSD anticipates needing to dip into reserves but presumes full budget recovery within a few years. In addition, BUSD shares a portion of developer fees with Santa Rosa City School District (SRCSD); the developer fee arrangement between the two school districts are currently 70 percent for BUSD and 30 percent for the high school component of SRCSD. Based on this arrangement and the total fees, the developer fee for BUSD is $2.65 per square feet for residential construction and $0.43 per square feet for commercial/industrial construction.
Planned Improvements
BUSD does not have plans to construct new school facilities or expand existing facilities, though it reports existing facility deficiencies. Prior to the COVID-19 pandemic, BUSD had minor improvements planned for each school, including, but not limited to, updates to exterior surfaces for school beautification, complete structural repairs, playground improvements, and landscape irrigation improvements and grass leveling on physical education (PE) fields. In addition, BUSD planned to construct a new kitchen at Kawana
7 The LCFF, enacted through legislation in 2013, is California’s school funding formula and establishes uniform grade span grants, replacing previous K–12 funding streams. The LCFF source derives approximately 70 percent from local property taxes and 30 percent from State tax revenues. The 30 percent State tax revenues are referred to as State Aid LCFF revenue, which only some districts receive based on whether local property taxes are high enough to meet the State-minimum level of funding for school districts.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-23
Elementary School. Given the change to the economic outlook, BUSD is currently planning to “do more with less” and has delayed nonessential and discretionary expenditures. BUSD plans to develop a priority “add-back” list as the budget recovers, at which time, the nonessential planned improvements will be revisited.
Bennet Valley School District
Bennett Valley School District (BVSD) serves students who reside in southeast Santa Rosa, nestled in quiet residential neighborhoods. BVSD consists of two elementary schools with a preschool housed within one of the campuses. Table 4.14-3, Bennett Valley School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each school.
TABLE 4.14-3 BENNETT VALLEY SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Yulupa Elementary School (K-3) 2250 Mesquite Drive 610 620 98% Strawberry Elementary School
(4-6) 2311 Horseshoe Drive 405 420 96%
Total Bennett Valley School Students 1,015 1,040 98%
Source: Field, Sue (Superintendent, Bennett Valley School District), 2020, July 21. Personal communication with PlaceWorks.
BVSD reported 1,015 students enrolled for the 2019 to 2020 school year . As shown in Table 4.14-3, both schools are currently operating close to full capacity.
Yulupa Elementary serves kindergarten through third grade students and offers an on-site preschool. The preschool has been run by the Community Child Care Council as part of the Bennett Valley Child Development Center. Strawberry Elementary serves fourth through sixth graders. Both schools have on- site childcare run by the YMCA.
Projected Enrollment
About half of the students in BVSD attend using an inter-district transfer . As a result, BVSD maintains stable enrollment, and this is expected to remain the same over time.
Budget
Of all school districts analyzed, BVSD has the lowest total revenue and lowest total expenditures per average daily attendance. BVSD notes that about 30 percent of their students come from low-income and/or non-English-speaking households and/or are in foster care. These students make the school eligible for additional State and federal revenue, but this percentage is relatively low compared to other districts. Therefore, BVSD does not qualify for much in federal income or most grants, which cater to districts with pupils from low-income households.
BVSD has a considerable number of special education students, which are notably the most expensive students to educate. As a basic aid district, BVSD does not receive property tax revenue above its State revenue allocation, unlike other nearby school districts, because BVSD’s local property taxes exceed the SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-24 OCTOBER 2024
State-established threshold. Approximately 90 percent of BVSD’s revenue is determined by the State and State revenues are determined by the economy.
Planned Improvements
BVSD does not have plans to construct new school facilities or expand existing facilities.
Kenwood School District
Kenwood School District (KSD) is a one-school district serving Santa Rosa students in kindergarten through sixth grade. There is also an accompanying preschool and after-school center adjacent to the campus.
Table 4.14-4, Kenwood School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of the KSD school.
TABLE 4.14-4 KENWOOD SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Kenwood Elementary School (K-6)
230 Randolph
Avenue 137 160 86%
Total Kenwood School Students 137 160 86%
Source: Bogart, Suzanne (School Secretary, Kenwood School District), 2020, August 20. Personal communication with PlaceWorks.
KSD reported 137 students enrolled for the 2019 to 2020 school year . As shown in Table 4.14-4, the school is currently operating below capacity. Each class has one dedicated teacher and an instructional aide to support the teacher during focused instructional time.
Projected Enrollment
Enrollment is anticipated to decline slightly over time due to projected reductions. For the 2020/2021 school year, KSD expects to have one class for each grade level with 140 students total. By the 2023 to 2024 school year, enrollment is anticipated to drop to 138 students. KSD’s projected enrollment is consistent with historic projections over time.
Budget
KSD acknowledges that State revenue has fallen drastically due to shelter-in-place orders, which will likely result in funding cuts to schools across the state. For the 2020/2021 fiscal year, KSD had a budget of $442,067. As the 2020/2021 fiscal year unfolds, staff will update the budget but KSD’s current revenues and reserves are projected to be sufficient to cover anticipated expenses for the next four fiscal years. KSD no longer collects a mitigation fee for new or expanded construction within school district boundaries like most other school districts. Existing monies in this fund are slated for expansion or improvement of school facilities in the event of increased residential student enrollment.
Planned Improvements
KSD does not have plans to expand or implement major improvements to existing facilities.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-25
Piner–Olivet School District
Piner-Olivet School District (POSD) serves students who reside in northwest Santa Rosa, south of the Charles M. Schulz–Sonoma County Airport and north of the city limits. POSD consists of three elementary schools and two secondary schools, with all but one elementary school operating as a charter school.
Table 4.14-5, Piner-Olivet School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each school.
TABLE 4.14-5 PINER-OLIVET SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student
Enrollment
of School Capacity
Jack London Elementary School (K-6) 2707 Francisco Avenue 261 400 65% Olivet Elementary Charter School (K-6
Charter) 1825 Willowside Road 338 470 72%
Schaefer Charter School
(K-6, Charter) 1370 San Miguel Avenue 347 600 58%
Northwest Prep Charter School (K-6,
Charter) 2590B Piner Road 109 550 20%
Piner-Olivet Charter School
(7-8, Charter) 2707 Francisco Avenue 210 210 100%
Total Piner-Olivet School Students 1,265 2,230 57%
Note: Enrollment estimates are for the 2019 to 2020 school year, while capacity estimates were obtained most recently in 2017.
Sources: Koha, Felicia (Chief Business Official, Piner-Olivet Union School District), 2020, July 28. Personal communication with PlaceWorks.
Piner-Olivet 2017 Facility Master Plan, http://www.pousd.org/uploads/1/2/6/4/12649520/governing_board_packet_for__august_2_2017__2_.pdf, accessed July 23, 2020.
POSD reported 1,265 students enrolled for the 2019 to 2020 school year; all schools are currently operating below or near capacity. Existing staff levels are at approximately 135 people and are sufficient to meet current demands.
Projected Enrollment
POSD total enrollment is expected to increase this year and then gradually decline through 2026 due to a low number of births in the district boundaries, student migration patterns, and residential development patterns. Therefore, enrollment is anticipated to decline to 1,415 in the 2026 to 2027 school year . Despite these projected enrollment decreases, POSD schools are generally experiencing capacity deficits. POSD’s 2017 Facility Master Plan identifies solutions to provide appropriate facilities for its students into the future.
Budget
POSD reports a lack of funding to meet annual automatic increases to salaries, benefits, retirement funds and pensions, utility costs, and more. Over the years, POSD reports that their budget has been impacted by increasing costs and declining enrollment resulting in current and projected deficit spending. The economic uncertainty induced by the COVID-19 pandemic will also impact the budget, and $1.9 million in expenditure cuts over the next three years will balance budget deficits anticipated in the 2020/2021 fiscal year . Reductions have been attained through a targeted hiring freeze; reduced music, PE, after school SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-26 OCTOBER 2024
sports, software, and library programs; field trip postponement; supplies reductions; and diversion of fees from the Deferred Maintenance Fund. In addition, POSD reported an unanticipated influx in Basic Aid Supplemental Revenue from the 2019 to 2020 school year, which will help offset expenditure reductions required to align with projected revenues. Therefore, the budget total for the 2020/2021 school year is approximately $13.6 million, down from the $14.9 million expended in the 2019 to 2020 school year .
POSD is supported by Measure L as approved by voters in 2010 to issue $20 million in General Obligation bonds over time. The bond supports academic achievement, General Fund sustainability, and the school sites by improving their appearance and functionality. In addition, POSD collects developer fees to assist in funding facility needs at its sites.
Planned Improvements
Given the current funding constraints exacerbated by the COVID-19 pandemic, POSD does not have near- term plans to expand or implement major improvements to existing facilities. However, the 2017 Facility Master Plan identified the following improvements to meet the needs of twenty-first century curriculum requirements over the next 10 years:
Replace portable classrooms over 20 years old with permanent structures as funding becomes available.
Relocate the Piner-Olivet Charter School to create a less-crowded environment on the site currently shared with Jack London Elementary School.
Consider, develop, and adopt educational specifications for all school sites. Explore joint-use projects with community groups and organizations, city government agencies, and other resources.
Rincon Valley Unified School District
The Rincon Valley Unified School District (RVUSD) is in the eastern part of Santa Rosa and is made up of eight elementary schools and one charter school for seventh and eighth grade students housed on two campuses. In the 2019 to 2020 school year, RVUSD had 3,241 students from transitional kindergarten through eighth grade. Table 4.14-6, Rincon Valley Unified School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each school. As shown, the total enrollment for RVUSD schools that serve Santa Rosa in the 2019 to 2020 school year is 3,075; all schools are currently operating below capacity.
TABLE 4.14-6 RINCON VALLEY UNIFIED SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Austin Creek Elementary School (K-6) 1480 Snowy Egret Drive 379 432 88% Binkley Elementary Charter School
(K-6, Charter) 4965 Canyon Drive 372 432 86%
Madrone Elementary School (K-6) 4550 Rinconada Drive 411 451 91% Matanzas Elementary Charter School
(4-6, Charter) 1687 Yulupa Avenue 191 290 66%
Spring Creek Elementary Charter (K-
3, Charter) 4675 Mayette Avenue 258 330 78%
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-27
TABLE 4.14-6 RINCON VALLEY UNIFIED SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Rincon Valley Charter School –
Matanzas Campus (7-8, Charter) 1687 Yulupa Avenue 171 180 95% Rincon Valley Charter School –
Sequoia Campus (7-8, Charter) 5305 Dupont Drive 148 180 82% Sequoia Elementary School (K-6) 5305 Dupont Drive 435 504 86% Village Elementary Charter
(K-6, Charter) 900-1000 Yulupa Avenue 349 430 81%
Douglas L. Whited Elementary
Charter (K-6, Charter) 4995 Sonoma Highway 361 425 85%
Total Rincon Valley Unified School District Students 3,075 3,654 84% Source: Mendenhall, Cindy (Assistant to the Superintendent, Rincon Valley Unified School District), 2020, July 31. Personal communication with PlaceWorks.
RVUSD operates 10 school programs on eight campuses, and seven programs are organized as district- operated charter schools. RVUSD has 400 employees and reports that this is adequate. Each school is provided with a site administrator, an office manager, office support staff, a bilingual family liaison, a support coordinator to manage intervention programs, a dedicated counselor, and a counselor intern. In addition to the physical classes, RVUSD offers home school. For the 2020/2021 school year, the enrollment for home school was at capacity at 145 students.
Projected Enrollment
As established in 2016, the elementary school student generation rate for RVUSD is 0.187 students and
0.016 students per housing unit for elementary and secondary schools, respectively. However, devastation from the 2017 Tubbs Fire increased housing prices and instigated a familial migration out of the RVUSD boundaries. Enrollment has decreased by approximately 15 percent from the 2014 to 2015 school year to the 2019 to 2020 school year, and this trend is anticipated to continue.
Budget
The RVUSD adopted budget for the 2019 to 2020 school year is over $39 million, which provides resources to educate; transport; provide food service, day care, and other ancillary programs; and build new, and maintain and modernize existing, facilities. RVUSD charges a parcel tax, renewed in 2018, of $99 per parcel with an annual increase of $3. RVUSD also collects development impact fees, which fund improvements and new facilities to mitigate impacts from new development. RVUSD collects developer fees of $2.84 per square foot for residential and $0.46 per square foot for commercial development.
With a trend of declining student enrollment, RVUSD finances are expected to become unsustainable in the short-term future due to losing millions of dollars in State funding. Therefore, RVUSD is identifying feasible options to ensure that solutions to reaching financial stability are implemented in a manner with the least impact to students. Some options include reconfiguration of campuses, as discussed below.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-28 OCTOBER 2024
Planned Improvements
Due to declining school enrollment trends, RVUSD is seeking two potential campus reconfigurations to minimize costs of school programs across various sites while maintaining student quality of life. The potential reconfigurations would either expand Spring Creek Elementary School to accommodate students in grades four through six,or merge the two existing secondary schools into one larger campus. The Matanzas Campus students would be moved to Spring Creek Elementary School, with facility modifications, if the first option is chosen. The Matanzas Campus of Rincon Valley Charter School would be expanded to accommodate Sequoia Campus students if the middle schools were merged. Upon analysis and school reconfiguration, student body transitions would occur gradually over time to ensure the community is preserved and maintained.
In addition, RVUSD recently purchased a parcel of land, termed the Oak Park property, in anticipation of rising land costs and future expansion needs. While RVUSD does not currently need to develop additional sites, purchase of a large land site in 15 to 25 years would be financially infeasible. The Oak Park property will serve as a long-term investment in school district expansion. If enrollment continues to decline over the next decade, RVUSD would consider selling the property rather than develop a new school. There are no plans to construct new school facilities to accommodate additional enrollment at this time.
Roseland School District
Roseland School District (RSD) is in the southwest area of the city in the Roseland neighborhood. This school district consists of six schools, although one was relocated outside school district boundaries in 2017. Table
4.14-7, Roseland School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each RSD school.
TABLE 4.14-7 ROSELAND SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Roseland Creek Elementary School (K-6) 1683 Burbank Avenue 490 a 800 61% Roseland Elementary School (PK-6) 950 Sebastopol Road 575 850 68% Sheppard Elementary School (K-6) 1777 West Avenue 600 700 86% Roseland Accelerated Middle School (7-
8, Charter) 1777 West Avenue 3601 360 100%
Roseland Collegiate Preparatory School b
(7-12, Charter) 90 Ursuline Road 400 500 80%
Roseland University Prep
(9-12, Charter) 1931 Biwana Drive 490 490 100%
Total Roseland School District Students 2,915 3,700 79% Notes:
a. Beginning in September 2020, a new middle school is being constructed on the Roseland Creek Elementary School Campus to house all students currently at Roseland Accelerated Middle School. At full build-out, the Roseland Creek Elementary School/Roseland Accelerated Middle School Campus will have approximately 840 enrolled students, accommodated through new and expanded facilities. b. This school campus moved to a new location outside the RSD boundaries starting in the 2019 to 2020 school year. This school is still considered part of the district despite relocation, so it is included in the table.
Source: Jones-Kerr, Amy (Superintendent, Roseland School District), 2020, July 27. Personal communication with PlaceWorks.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-29
RSD reported 2,915 students enrolled for the 2020/2021 school year . Most schools are currently operating below capacity; both Roseland Accelerated Middle School and Roseland University Prep are at full capacity.
RSD is currently constructing new facilities at Roseland Creek Elementary School to transition the Roseland Accelerated Middle School students to a new, expanded campus. Roseland University Prep’s campus was completed in 2017, and the school has adequate facilities to meet student demand at capacity. RSD reports that Roseland Elementary School and Sheppard Elementary School each have some empty portable classrooms, but the portables are old. The Roseland Collegiate Preparatory School campus, located outside the school district boundary but considered part of RSD, was partially damaged in the 2017 Tubbs Fire, and students were subsequently relocated to a temporary campus. Following renovations, the campus re-opened for the 2019 to 2020 school year .
RSD has a staff of over 250 employees. RSD reports utilizing existing staffing levels to their full capacity, but that it would benefit from more staff to enhance efforts at each school.
Projected Enrollment
RSD has declining enrollment, reflecting the regional trend. However, residential development is being constructed throughout the district, which may affect student enrollment rates in future years. RSD has not completed a demographic study to project enrollment trends in over three years and the most recent study was not indicative of significant trends.
Budget
In the 2018 to 2019 school year, RSD had close to $35 million in revenue and $32 million in expenditures.
When compared to total enrollment, RSD expends $23,769 per average daily attendance, which is relatively high per student and indicates that students have more resources for school success. RSD passed Measure D in 2019 to authorize $9.4 million in bonds for the modernization and renovation of facilities, replacement or repair of roofs, land acquisition, and health and safety improvements. RSD’s board is interested in purchasing additional property to plan for potential increased enrollment due to many housing developments under construction nearby. RSD reports many facility needs that will exhaust these funds quickly.
Planned Improvements
In recent years, RSD has constructed a new District Office building; a new award-winning high school facility at Roseland University Prep; a new preschool at Roseland Elementary School; and a relatively new (2012) elementary school, Roseland Creek Elementary. RSD commenced construction on a new facility for Roseland Accelerated Middle School (RAMS) in September 2020. In addition, RSD purchased the former Ursuline High School campus at 80 Ursuline Road to serve as the new Roseland Collegiate Prep campus, but it was severely damaged during the 2017 Tubbs Fire. The school was repaired and reopened for the 2019 to 2020 school year, but it needs additional improvements. RSD needs a second gymnasium for secondary students, reporting that over 1,300 middle school and high school students currently share one gym on the former Ursuline campus as the second gym was destroyed in the 2017 Tubb Fire. During SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-30 OCTOBER 2024
construction of the new secondary school on the Roseland Creek Campus, plans for a new gym were removed due to high construction costs. RSD is in the early stages of siting a large field for physical education and sports. RSD has plans for a new gym and preliminary interest in a new field but does not yet have the funding to carry them out.
Sheppard Elementary School and Roseland Elementary School both have aging portable classrooms. There is not adequate funding currently to replace or rebuild old portables, despite reports of deterioration.
While RSD would like to construct additions to existing buildings, rather than repair portables, they are open to the replacement of portables as feasible to accommodate students.
Santa Rosa City School District
SRCSD includes 14 elementary schools, including four charter schools. SRCSD also includes five middle schools, five high schools, and continuing education schools. Table
4.14-8, Santa Rosa City School District
Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each school.
TABLE 4.14-8 SANTA ROSA CITY SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Abraham Lincoln Elementary School (K-6) 850 West Ninth Street 299 458 65% Albert F. Biella Elementary School (K-6) 2140 Jennings Avenue 328 517 63% Brook Hill Elementary School (K-6) 1850 Vallejo Street 390 525 74% Helen Lehman Elementary School (K-6) 1700 Jennings Avenue 503 618 81% Hidden Valley Elementary School
(K-6) 3435 Bonita Vista Lane 522 624 84%
James Monroe Elementary School (K-6) 2567 Marlow Road 390 517 75% Luther Burbank Elementary School (K-6) 203 A Street 311 480 65% Proctor Terrace Elementary School (K-6) 1711 Bryden Lane 395 506 78% Steele Lane Elementary School (K-6) 301 Steele Lane 400 541 74% Herbert Slater Middle School
(7-8) 3500 Sonoma Avenue 702 787 89%
Hilliard Comstock Middle School (7-8) 2750 West Steele Lane 402 521 77% Lawrence Cook Middle School (7-8) 2480 Sebastopol Road 406 659 62% Rincon Valley Middle School
(7-8) 4650 Badger Road 788 921 86%
Santa Rosa Middle School (7-8) 500 E Street 550 741 74% Elsie Allen High School (9-12) 599 Bellevue Avenue 1,020 1,390 73% Maria Carrillo High School (9-12) 6975 Montecito
Boulevard 1,460 1,540 95%
Montgomery High School (9-12) 1250 Hahman Drive 1,675 1,853 90% Piner High School (9-12) 1700 Fulton Drive 1,375 1,401 98% Ridgway High School (Continuation) (9-12) 325 Ridgway Avenue 268 268 100% Santa Rosa High School (9-12) 1235 Mendocino
Avenue 1,900 1,909 100%
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-31
TABLE 4.14-8 SANTA ROSA CITY SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Santa Rosa Accelerated Charter School (5-6,
Charter) 4650 Badger Road 128 128 100%
Santa Rosa Charter School for the Arts (K-8,
Charter) 2230 Lomitas Avenue 408 448 91%
Santa Rosa French-American Charter School
(K-6, Charter) 1350 Sonoma Avenue 489 517 95%
Cesar Chavez Language School (K-1, Charter) 2480 Sebastopol Road 461 492 94% Total Santa Rosa City School Students 15,570 18,061 85% Source: Edson, Rick (Deputy Superintendent, Santa Rosa City School District), 2020, July 27. Personal communication with PlaceWorks.
In the 2019 to 2020 school year, the elementary schools had a total of 5,024 elementary school students from kindergarten through eighth grade. In the 2019 to 2020 school year, the high schools had a total of 14,323 high school students from ninth to twelfth grade. SRCSD employs approximately 975 certificated employees and 650 classified employees.
Projected Enrollment
SRCSD projects the number of students generated per household at 0.147 students per household for kindergarten through sixth grade and a seventh through twelfth grade rate of 0.148 students per household.
SRCSD updated their Facilities Master Plan (FMP) in 2016, which plans for sufficient facility capacity for projected enrollment through 2025. The FMP anticipated that total SRCSD enrollment would rise from 11,138 in the 2015 to 2016 school year to 11,817 in the 2025 to 2026 school year . However, trends have reversed since 2016, due in part to the 2017 Tubbs Fire and aftermath, and enrollment has reportedly declined.
In addition, SRCSD is projecting an additional 2 percent decrease in annual enrollment as a result of the COVID-19 pandemic.
Despite the decrease in enrollment, SRCSD reports a need for certificated teaching staff in the areas of math, science, and special education. SRCSD also needs additional technology support personnel, classroom instructional assistants, and childcare workers to anticipate future student needs.
Budget
For the 2020/2021 school year, SRCSD has a budget of $185 million, which amounts to over $13,000 per average daily attendance. Approximately 75 percent of revenue comes from LCFF funding. SRCSD receives State aid because the local property taxes are not high enough to meet the State-minimum level of funding for school districts.
In addition, Measure I and L, general obligation bonds passed in 2014, provide supplementary funding primarily focused on providing warm, safe, and dry school facilities and technology for staff and students.
These funds cannot be used for adding personnel in other areas of need. SRCSD collects residential SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-32 OCTOBER 2024
developer fees for elementary and secondary schools at a rate of $3.34 per square foot and $1.87 per square foot, respectively. If the development is in both the elementary and secondary school district boundaries, future residential developers would be subject to the total fee of $5.21 per square foot.
Commercial development is collected at a rate of $0.51 per square foot. In addition, SRCSD shares development fees with its feeder elementary school districts. The developer fee arrangement between the school districts assigns 30 percent of fees charged to SRCSD. As of 2018, the developer fee for SRCSD is $1.14 per square foot for residential construction and $0.18 per square foot for commercial/industrial construction.
In early 2020, SRCSD devised a deficit plan to erase $13 million over three years through service reductions and job cuts. Long-term financial implications caused by the COVID-19 pandemic in subsequent months have created a greater need for budget cuts for the indefinite future. As of 2020, the SRCSD anticipates maintaining reserves, but borrowing on a line of credit, allowing temporary transfers of cash between funds, and potentially taking out Tax Revenue Anticipation Notes to manage cash flow during the economic downturn.
Planned Improvements
SRCSD plans to construct a new two-story classroom building at Montgomery High School to replace old and failing portable/modular classrooms. All other construction, at this time, will be for maintenance and upkeep (i.e., roofing and heating, ventilation, and air conditioning [HVAC] repairs). Other school sites need replacement of old, failing buildings/classrooms to address long-standing issues, as identified in the 2016 FMP but not necessarily for expansion purposes.
Wright Elementary School District
Wright Elementary School District (WESD) is in southwest Santa Rosa, west of the Roseland neighborhood.
WESD consists of three elementary schools and one preschool provided through Sonoma Community Childcare Council. Table 4.14-9, Wright Elementary School District Student Enrollment and School Capacity, lists the name, address, grades served, enrollment, and capacity of each school.
TABLE 4.14-9 WRIGHT ELEMENTARY SCHOOL DISTRICT STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment Capacity
Student Enrollment
of School Capacity
Wright Charter School (K-8) 4389 Price Avenue 454 600 76% Robert L. Stevens School (K-6) 2345 Giffen Avenue 526 600 88% J.X. Wilson Elementary School (K-6) 246 Brittain Lane 463 600 77% Wright Start Preschool (PK) 950 South Wright Road 38 600 6% Total Wright Elementary School District Students 1,481 2,400 62% Source: Landa, Linda (Personnel Coordinator, Wright Elementary School District), 2020, August 3. Personal communication with PlaceWorks.
WESD reported 1,481 students enrolled for the 2019 to 2020 school year . As shown in Table 4.14-9, all schools are currently operating below capacity.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-33
Projected Enrollment
WESD school enrollment declined by 128 students from the 2013 to 2014 school year to the 2019 to 2020 school year . The charter schools experienced a similar decrease of 76 students since the 2016 to 2017 school year .
Budget
WESD had a budget of approximately $19 million in the 2019 to 2020 school year . Due to the COVID-19 pandemic, the WESD budget has been cut to $17.3 million for the 2020/2021 school year . Despite reductions, the budget deficit for the 2020/2021 school year is projected at $1.8 million, primarily due to a 10-percent reduction in LCFF revenue to account for the economic downturn and revenue reductions announced in the Governor’s May Revision. The LCFF revenue accounts for 79 percent of total WESD revenue, signaling major impacts to school facilities, staffing, and resources for the foreseeable future.
The multi-year projection shows that WESD will not have reserve minimums required through 2023.
Planned Improvements
All schools have received an “exemplary” ranking of school facility conditions, and few repairs or actions for improvement have been identified. WESD reported that Robert L Stevens School needs a new roof and upgraded HVAC system, and Wright Charter School needs HVAC units in 20 classrooms.
Private Schools
As mentioned previously, there are 27 private schools in Santa Rosa ranging from nursery/preschool to high school. A summary of private schools including name, location, grades instructed, and enrollment for the 2019 to 2020 school year, is shown in Table
4.14-10, Private Schools Student Enrollment and School
Capacity. Due to the limited information on private schools, only 22 schools are listed in Table 4.14-10.
TABLE 4.14-10 PRIVATE SCHOOLS STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment
Anova Center for Education (K-12) 2911 Cleveland Avenue 91 Bethlehem Children’s Center and Kindergarten (PK-K) 1300 Saint Francis Road 103 Brush Creek Montessori (PK-6) 1569 Brush Creek Road 76 Cardinal Newman High School (9-12) 50 Ursuline Road 624 College Oak Montessori School (PK-K) 1925 W College Avenue 101 Discoveries West (PK-K) 28 Maxwell Court 21
Lattice Educational Services (Nursery/PK) 3273 Airway Drive, Suite A 18 Montessori School Bennett Valley (Nursery/PK) 2810 Summerfield Road 55 New Directions School (6-12) 3650 Standish Avenue 26
New Hope Baptist Church (2-9) 3200 Dutton Avenue, Suite 226 8 New Horizon School and Learning Center (6-12) 827 3rd Street 19 North Valley School (4-12) 3164 Condo Court 51
Rhio’s Casa Dei Bambini Montessori School (Nursery/PK) 2427 Professional Drive 33 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-34 OCTOBER 2024
TABLE 4.14-10 PRIVATE SCHOOLS STUDENT ENROLLMENT AND SCHOOL CAPACITY Schools Address Enrollment
Rincon School (10-12) 429 Speers Road 5
St. Eugene’s Cathedral School (PK-8) 300 Farmers Lane. 329 St. Luke Preschool (Nursery/PK) 905 Mendocino Avenue 45 St. Michael’s Orthodox (1-8) 1545 Rose Avenue 12
Sierra School of Sonoma County (1-12) 4580 Bennett View Drive 41 Sonoma Academy (9-12) 2500 Farmers Lane 330
Stuart Preparatory School (K-9) 431 Humboldt Street 37
Victory Christian Academy (K-12) 4585 Badger Road 82
Woodside West School (PK-K) 2577 Guerneville Road 48
Total Private School Students 2,155
Source: Privateschoolreview.com, accessed July 20, 2020.
Santa Rosa Junior College
SRJC, established in 1918, offers associate degrees in a variety of fields, as well as other academic programming. The college serves approximately 61,997 students with a main campus in central Santa Rosa and satellite campuses in southwest Santa Rosa, Petaluma, Windsor, and Forestville. Classes are held in the day and evening in a variety of formats, including on-campus and online, to accommodate students’ diverse schedules.
The Santa Rosa Campus of SRJC is at 1501 Mendocino Avenue, north of Downtown Santa Rosa. This campus offers general education courses, job training in computer applications, and training for a variety of vocational programs. In addition to its state-of-the art classroom facilities, laboratories, and conference winning athletic programs, the campus houses a Planetarium, an Art Gallery, Summer Repertory Theatre, and the Jesse Peter Native American Museum.
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant schools impact if it would:
5. Result in substantial adverse physical impacts associated with the provision of new or physically altered school facilities, need for new or physically altered school facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
6. In combination with past, present, and reasonably foreseeable projects, result in a cumulative schools impact.
4.14.3.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-35
IMPACT DISCUSSION
PS-5 Implementation of the proposed project would not result in substantial adverse physical impacts associated with the provision of new or physically altered school facilities, need for new or physically altered school facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
A significant impact would result if, in order for the school districts in Santa Rosa to adequately serve residents in the EIR Study Area, increased school enrollment would require the construction of new facilities or the expansion of existing schools, the construction or operation of which would cause significant environmental impacts.
Increased growth over the buildout horizon of the proposed project would cause an increase in the student population over the next approximately 25 years. The projected increase in students across the EIR Study Area would likely be gradual for the duration of the proposed project as more housing units are incrementally added to the EIR Study Area. The school districts that serve the EIR Study Area would continue to collect the development impact fees, which each district has adopted, throughout implementation of the proposed project. Therefore, potential future development would incrementally pay for any needed facility upgrades and expansions, which, pursuant to SB 50, has been deemed sufficient to provide full and complete school facilities mitigation for the impacts from the proposed project, regardless of whether the fees are adequate to fully fund the expansion or construction of needed facilities. Additionally, in the case of proposed subdivisions, which tend to generate families with school-aged children, SRCC Chapter 19-72 requires the subdivider to offer a school site or the payment of fees, or a combination of both, for classroom and related facilities for elementary, intermediate, or high school purposes. Any future construction of new schools would be subject to separate project-level environmental review pursuant to CEQA, as required, to identify potential environmental impacts and mitigation measures as needed, and would also be subject to the mitigation measures contained throughout this Draft EIR to reduce potential environmental impacts.
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider and mitigate impacts that potential future development could have on school service facilities.
The following goal, policy, and actions would serve to reduce impacts to schools and education services in the EIR Study Area:
Goal 5-10: Help provide superior and lifelong educational opportunities for all community members. Policy 5-10.1: Continue City/school partnerships to support a safe learning environment and high- quality educational opportunities for all members of the community, especially children, youth, and seniors.
4.14.3.3 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-36 OCTOBER 2024
Action 5-10.1: Work with schools to locate sites and facilities to serve all neighborhoods and the educational needs of all sectors of the population, including:
Safe pedestrian and bicycle access and traffic-management planning and traffic-calming measures in the vicinity
Attractive design that contributes to neighborhood identity and pride Greening to mitigate extreme heat and provide shaded, vegetated areas that facilitate healthy living, learning, and play
Action 5-10.2: Continue cooperation with providers of higher education to improve accessibility and quality of services.
Action 5-10.3: Partner with schools to use school spaces for community uses, such as local sports activities.
Action 5-10.4: Engage school administrators in conversations regarding new development that could substantially impact student enrollment and the need for additional infrastructure. Action 5-10.5: Work with school administrators to increase and better coordinate school transit options and ensure that all students have access to high-speed internet.
In addition to the mandatory payment of developer impact fees for new development pursuant to SB 50, the proposed General Plan goal, policy, and action listed work to ensure there are adequate school facilities during the buildout horizon of the proposed General Plan 2050. Future construction of new schools would also be subject to separate project-level environmental review pursuant to CEQA, as required, to identify potential environmental impacts and mitigation measures as needed and would also be subject to the mitigation measures contained throughout this EIR to reduce potential environmental impacts. Accordingly, impacts to the public-school districts that serve the EIR Study Area would be less than significant.
Significance without Mitigation: Less than significant.
PS-6 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative schools impact.
As discussed in Chapter 4.0, Environmental Analysis, of this Draft EIR, this cumulative analysis takes into account growth from development in the service area of the school districts in the EIR Study Area. As described under impact discussion PS-5, the proposed project would contribute to an increased population that is served by various school districts. Through the proposed General Plan goal, policy, and actions listed under impact discussion PS-5, the payment of school impact fees, and standard environmental review procedures for future school improvement projects, the proposed project would not result in a significant impact to schools. Payment of school fees and project-level review of school projects to identify potential environmental impacts and mitigation measures as needed would similarly SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-37
reduce potential impacts from cumulative development. Therefore, cumulative impacts related to school facilities would be less than significant.
Significance without Mitigation: Less than significant.
4.14.4 LIBRARIES
ENVIRONMENTAL SETTING
Regulatory Framework
State Regulations
Mello-Roos Community F acilities Act of 1982
The Mello-Roos Community Facilities Act, Government Code Section 53311 et seq., provides an alternative method of financing certain public capital facilities and services through special taxes. This State law empowers local agencies to establish CFDs to levy special taxes for facilities such as libraries.
California Business and Professions Code, Sections 6300–6363 The California Business and Professions Code, Section 6300 et seq. requires each county have a law library, governed by a board of trustees, to provide free access to legal materials to all persons interested in the law. The collection, services, and operation of county law libraries varies by county. Given the general requirement that county libraries provide the public with access to legal materials, interested persons do not need to be a resident of the county to access the library’s services. Sonoma County’s law library is in Santa Rosa.
Local Regulations
Santa Rosa City Code
The SRCC includes various directives to minimize adverse impacts to library facilities. The SRCC is organized by title, chapter, and section, and in some cases, articles. Provisions related to community services are in Title 19, Subdivisions, as follows:
Chapter 19-60, Reservations of Land. This chapter states as a condition of tentative map approval, the subdivider shall reserve sites, appropriate in area and location, for parks, recreational facilities, fire stations, libraries, or other public uses according to the standards and formula contained in Section 19-60.020, Standards and formula for reservation.
The reserved area must be of such size and shape
as to permit the balance of the property within which the reservation is located to develop in an orderly and efficient manner .
City Charter, Section 33, Public Library. This section establishes the City’s right to provide a free public library through a joint-powers agreement with other public entities.
4.14.4.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-38 OCTOBER 2024
Existing Conditions
Sonoma County Library
The Sonoma County Library (SCL) consists of the Central Library, which includes 10 branches, 2 rural stations, and 1 temporary site to serve the population of Sonoma County. It also encompasses three special collections: the Sonoma County Wine Library, the History and Genealogy Annex, and the Petaluma History Room. Of these locations, four are in the EIR Study Area: Central Library, Northwest Santa Rosa Library, Rincon Valley Library, and Roseland Community Library. In 2015, SCL served almost two million visitors; circulated more than 3.5 million books, audiobooks, DVDs, and electronic resources; and answered over 250,000 reference questions.
SCL facilities are critical to supporting public education, supplementing local school library resources, and providing access to a digital branch that provides 24-hour access to resources and information with chat, text, and email reference services. SCL provides access to the internet for members of the public, including those who may lack those resources at home. SCL completed a Facilities Master Plan in 2016 that recommends specific projects for each library, prioritizing projects based on the number of improvements needed per facility. Northwest Santa Rosa Library and Roseland Library are both ranked as high-priority locations. Northwest Santa Rosa Library needs to be brought into compliance with current building code and ADA requirements, in addition to needing an interior and exterior library refresh and building system replacements. Roseland Library, which has been operating on a temporary site, is set to be relocated to a permanent space in the same neighborhood in 2021 and will require a renovation to provide adequate services in its new location. Central Library has improvements ranked at a medium priority, but its improvements will require replacing or relocating the existing facility. Rincon Valley Library improvements are identified as a low priority.
The 2015 to 2020 Strategic Plan guides the vision of the SCL system. The five goals of the current Strategic Plan focus on outstanding customer experience, education and discovery, innovation, community engagement, and financial sustainability. SCL’s top priority is to meet the needs of all residents with an outstanding, personalized service in a welcoming space.
SCL employs approximately 200 people in public service and support functions across all branches.
Staffing levels support current demands for library services. SCL reports that hiring and recruiting new staff is challenging due to the high cost of living and specialized skills required, and they anticipate future hiring and staffing challenges due to demographic shifts in response to the COVID-19 pandemic.
SCL is funded primarily through property taxes, using a formula set in 1978 through Proposition 13 implementation. SCL does not assess developer impact fees. In 2016, a super majority of Sonoma County voters passed Measure Y to provide SCL with an additional funding source by increasing sales taxes by an eighth of a cent. Due to economic impacts from COVID-19, library funding will likely be diminished in the coming years, regardless of consistent operations and maintenance cost increases. Overall, SCL anticipates a 10 to 15 percent reduction in revenue for at least two fiscal years with full recovery long-term. SCL will continue to follow sound financial practices, improve work processes for greater efficiency, and grow community-based fundraising to support ongoing viability – with a goal of addressing the need to restore lost hours and services and prevent further funding cuts.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-39
Santa Rosa Junior College Library
SRJC offers library services at the Frank P . Doyle Library on its Santa Rosa campus. The four-story facility has amenities including a Media Service, Tutorial Center, the Robert F. Agrella Art Gallery, Research Desk, and Tech Gear Desk. Completed in 2006, the library offers over 99,000 square feet of space with 1,045 seats for students, wireless technology, 280 computer workstations, a laptop checkout program, and other features. While these services are reserved primarily for students, SRJC has a prominent role and impact in the Santa Rosa community, and relatively low barriers to entry to become an SRJC student suggest that many community members can access these resources if so desired.
Sonoma County Law Library
The Sonoma County Law Library (SCLL) is a State government agency, separate from Sonoma County government. Sonoma County is required by statute to provide the law library space, utilities, and maintenance. SCLL is a public library and is mandated to provide public access to legal materials. Under the current 2018 to 2023 Strategic Plan, it is governed by a Board of Trustees, and committed to broadening their staffing, services, and collections to better meet the needs of ethnic minorities, seniors, low-income households, homeless individuals, and other special populations of the community in the coming years.
SCLL estimates that approximately half of library users are not attorneys, as SCLL provides vital resources for county residents seeking legal information. The library offers a collection of over 26,000 books, CDs, and other material with one full-time director and one part-time library technician. Public use of the library currently averages 43 patrons per week, and legal professional use averages 51 patrons per week.
Public use of the library has increased since the late 1990s in response to the cost and complexity of legal representation. The library intends to increase visibility in the Santa Rosa community with strategies including hosting a Lawyers in the Library program, partnering with local legal advocacy organizations, expanding outreach to community groups and schools, and providing law library information to SCL, county agencies, local courts, and more.
SCLL is funded mainly through civil filing fees, and it does not receive General Fund revenue from the City or County. The long-term viability of the library is uncertain due to financial constraints. Filing fee revenue is declining statewide due to legal trends, and the State is currently exploring alternative funding sources, such as revenue from criminal cases, small-claims court filings, or property tax revenue.
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant impact to libraries if it would:
7. Result in substantial adverse physical impacts associated with the provision of new or physically altered library facilities, need for new or physically altered library facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
8. In combination with past, present, and reasonably foreseeable projects, result in a cumulative libraries impact.
4.14.4.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-40 OCTOBER 2024
IMPACT DISCUSSION
PS-7 Implementation of the proposed project would not result in substantial adverse physical impacts associated with the provision of new or physically altered library facilities, need for new or physically altered library facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
A significant impact would result if, in order for the library system to adequately serve the city, increased demand in the EIR Study Area would require the construction of new facilities or the expansion of existing library facilities, the construction or operation of which would cause significant environmental impacts. It is projected that by 2050, the horizon year of the proposed project, 24,090 new housing units would be developed, and the population would increase by 65,760 new residents. New residents would utilize library services, which could impact library facilities.
Chapter 5, Safety, Climate Resilience, Noise, and Public Services and Facilities, of proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider and mitigate impacts that potential future development could have on library facilities. The following goal, policy, and actions would serve to reduce impacts to library facilities and services in the EIR Study Area:
Goal 5-10: Help provide superior and lifelong educational opportunities for all community members. Policy 5-10.2: Support the ability of physical library facilities and online platforms to meet the needs of the community.
Action 5-10.6: Continue to work with County library officials to provide a wide range of library services through a strong central facility plus local branches that equitably serve a growing and diverse population.
Action 5-10.7: Support the development of additional library facilities, especially where needed to serve Equity Priority Populations, and assist the library administration in attempts to secure State and federal funds for facilities and services.
Based on the increased projected buildout and population growth of Santa Rosa by 2050, SCL branches located within the EIR Study Area would likely need to expand to accommodate potential new users. As discussed in Section 4.14.4.1, Environmental Setting, both Northwest Santa Rosa Library and Roseland Library are ranked as high-priority locations for improvement. Future construction of new libraries would be subject to separate project-level environmental review pursuant to CEQA, as required, to identify potential environmental impacts and mitigation measures as needed and would also be subject to the mitigation measures contained throughout this EIR to reduce potential environmental impacts.
It is expected that new growth under the proposed project would most likely occur incrementally over the next approximately 25 years and not all at once. The potential need for future library facility expansions would be assessed as development occurs. Adherence to the proposed General Plan 2050 goal, policy,
4.14.4.3 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-41
and actions listed, as well as mitigation measures for potential future development under the proposed project included throughout this EIR, would ensure that there is a less-than-significant impact relating to the provision of new or physically altered library facilities.
Significance without Mitigation: Less than significant.
PS-8 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative libraries impact.
As discussed in Chapter 4.0, Environmental Analysis, of this Draft EIR, this EIR takes into account growth from potential future development under the proposed project in the city combined with the estimated growth in the service areas of each service provider . As described in Section 4.14.4.1, Environmental Setting, SCL has branches throughout Sonoma County, including four branches in the EIR Study Area. New development in the EIR Study Area would be served by SCL from the existing library services throughout Sonoma County and in Santa Rosa, including online services. Similar to development in Santa Rosa, the Sonoma County General Plan has a number of policies and programs that would help limit potential impacts related to the construction of needed County Library facilities. Similar growth in incorporated cities throughout the county would also be subject to their own local policies for ensuring a reduction of impacts to library facilities. For potential future development in Santa Rosa, compliance with the proposed General Plan 2050 goal, policy, and actions listed under impact discussion PS-7 would ensure that library services are adequate to serve the EIR Study Area. With adequate planning in place in both the city and the unincorporated Sonoma County service area, the proposed project would not result in a cumulatively considerable impact to library services and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
4.14.5 PARKS AND RECREATION
ENVIRONMENTAL SETTING
Regulatory Framework
State Regulations
The Quimby Act
The Quimby Act of 1975 authorizes cities and counties to pass ordinances requiring developers of residential projects to set aside land, donate conservation easements, or pay fees for park improvements.
The Quimby Act sets a standard park space to population ratio of up to 3 acres of park space per 1,000 persons. Cities with a ratio of higher than 3 acres per 1,000 persons can set a standard of up to 5 acres per 1,000 persons for new development. The calculation of a city’s park space to population ratio is based on a comparison of the population count of the last federal census to the amount of City-owned parkland.
A 1982 amendment (AB 1600) requires agencies to clearly show a reasonable relationship between the
4.14.5.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-42 OCTOBER 2024
public need for a recreation facility or park land, and the type of development project upon which the fee is imposed.8
Public Resources Code
The State Public Park Preservation Act (Public Resources Code, Sections 5400 to 5409) is the primary instrument for protecting and preserving parkland in California. Under the act, cities and counties may not acquire any real property that is in use as a public park for any nonpark use unless compensation or land or both are provided to replace the parkland. This ensures no net loss of parkland and facilities.
Public Resources Code Section 5076 requires counties and cities to consider trail-oriented recreational use demands in developing specific open space programs during the development of a general plan. Cities are also required to consider the feasibility of integrating their trail routes with appropriate segments of the state system.
Local Regulations
Santa Rosa City Cod
e
The SRCC includes various directives to minimize adverse impacts to parks and recreational facilities. The SRCC is organized by title, chapter, and section, and in some cases, articles. Most provisions of the SRCC related to park and recreational facilities are in Title 11, Vehicles and Traffic; Title 13, Streets, Sidewalks and Public Places; and Title 19, Subdivisions, as follows:
Chapter 11-46, City Parks. This chapter outlines park user fees, metered parking, and unlawful meter practices. Section 11-46.030, Park user fees, requires City Council to establish park user fees by resolution. Section 11-46.050, Park user fees and permits, allows the Director of Recreation and Parks to establish rules and regulations for use of park permits and collect park fees in accordance with the fee schedule established by City Council.
Chapter 13-24, Parks. This chapter goes over the regulations that are associated with recreational activities in parks as well as specific motor vehicle regulations and collecting money for Doyle Park.
Article I outlines regulations such as using bodies of water in parks, camping, and equestrian uses.
Article II goes into depth about the types of motor vehicles allowed into parks. Article III describes how money received by the City from the trustee of the late Frank P . Doyle will only be used for park improvements associated with Doyle Park.
Chapter 19-60, Reservations of Land. This chapter states as a condition of tentative map approval, the subdivider shall reserve sites, appropriate in area and location, for parks, recreational facilities, fire stations, libraries, or other public uses according to the standards and formula contained in Section 19-60.020, Standards and formula for reservation.
The reserved area must be of such size and shape
as to permit the balance of the property within which the reservation is located to develop in an orderly and efficient manner .
8 State of California, 2022. California Legislative Information, Assembly Bill No. 1191. https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB1191, accessed March 15, 2022.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-43
Chapter 19-70, Park and Recreation Land and Fees. This chapter outlines the requirements for the dedication of land or payment of fees for park and recreational services and land for public right-of- access. Under Section 19-70.030, Park acreage standard, the standard of 6.0 acres of property per 1,000 people was set and accounts for park land and park development, usable open space, and school recreational land. Under Section 19-70.090, Requirement, formula for park impact fees, a fee shall be paid for park development by the developer of each new dwelling unit irrespective of whether the developer is required to dedicate land or pay fees in lieu of land dedication. This fee shall be used to pay for improvements, including landscaping and installation of recreational facilities. The fee shall be determined by the residential formula listed under Section 19-70.040, Formula for dedication of land, which is based on the goal of 6 acres per 1,000 persons. When a fee is to be paid in lieu of land dedication, the amount of the fee shall be based on the fair-market value of the amount of land which would otherwise be required by dedication pursuant to Section 19-70.040, plus 20 percent toward costs of off-site improvements, such as extension of utility lines. The formula is the number of dwelling units multiplied by the population per dwelling units plus 20 percent.
Santa Rosa Recreation and Parks Business and Strategic Action Plan The 2008 Santa Rosa Recreation and Parks Business and Strategic Action Plan was adopted to identify and assess current and anticipated parks and recreation needs. The plan establishes parkland needs and priorities, provides practical and strategic direction for meeting these needs, and prepares a financial plan for the financing and funding of parks and recreation. This plan outlines several goals that are relevant to the proposed project:
Goal 1 - Park Development Standards
Strategy 1.2: Pursuant to the General Plan, apply the standard of six acres of parkland per 1,000 residents to all development projects and ensure the following allocation is met:
3.5 acres of parkland designated as city parks,
1.4 acres of parkland as accessible school recreational land, and 1.1 acres of public-serving open space.
Strategy 1.3: Redefine access to park and public spaces for all residents to meet the following:
Within 0.25 mile to public plazas and gathering spaces, Within 0.50 mile to neighborhood parks, and
Within 1 mile to community parks.
Goal 4 - Facilities
Strategy 4.2: Continue ongoing efforts to locate new facilities throughout the community and not concentrated in one planning area.
Strategy 4.3: Provide a balance of new facility types in all recreation and park planning areas. Goal 5 - Connectivity
Strategy 5.1: Add trails and pathways to connect destinations throughout the city, such as schools, libraries, and parks.
Strategy 5.3: Integrate corridors and pathways into overall community design, planning, and development decisions.
Strategy 5.4: Encourage new development to include a system of internal trails and pathways within developments and identify opportunities to connect with established trails and pathways.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-44 OCTOBER 2024
Citywide Creek Master Plan
The Santa Rosa Citywide Creek Master Plan is a blueprint for the restoration, preservation, and improved accessibility for the entirety of the creek trail network. The creek plan includes a set of policies, recommendations, and strategies for site-specific improvements for over 100 miles of creeks. The plan’s goals are not only to protect and restore the waterways and riparian habitats along the creeks, but to also develop a network of trails alongside the creeks. The trails are proposed as both an option for active transportation commuting and as a recreational resource.
Measure M
Measure M, approved by Sonoma County voters in 2018, collects a one-eighth-cent sales tax on all sales in Sonoma County. Measure M, commonly known as “Parks for All,” provides dedicated funding to regional and city parks until its sunset in 2028. Funds are dedicated to the maintenance, protection, and operation of parks. The City of Santa Rosa will receive an estimated $1.9 million per year through 2028.
Measure O
Measure O, approved by Santa Rosa voters in 2004, imposed a special transaction and use tax to generate revenue for police, fire, and gang prevention and intervention. Measure O funds are presided over by a Citizens Oversight Committee. A portion of these funds are used for year-round special recreational programming that supports the mission of the gang prevention and intervention program.
Existing Conditions
Parkland
Parkland in Santa Rosa that contribute to the City’s parkland standard of 6 acres per 1,000 residents are categorized as neighborhood parks, community parks, trail parks, and open space parks. Neighborhood parks serve the daily recreational and social needs of people within one-half mile, or a 10-minute walk, and provide a mix of amenities, such as picnic areas, community gardens, exercise equipment, and children’s play areas. Neighborhood parks generally support stays of one hour or less, do not typically have restrooms, limit lighting to security lights, and there is no off-street to promote walkable communities.
Community parks are intended to offer a variety of passive and active recreational opportunities that attract users of all ages, especially within one-mile, or a 20-minute walk uninterrupted by barriers to access. They often include fields and courts for organized sports, support programming with community-wide participation, and are venues for cultural and social gatherings including farmer’s markets and concerts. These parks are at least 10 acres, but 20-acres or more is preferred, and can accommodate stays of four or more hours, within amenities including parking, restrooms, and lighting for recreation areas, parking areas, and paths. Community parks must also consider bicycle and pedestrian access for nearby neighbors, and public transit access and links to local and regional trail systems for community members living farther away.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-45
Trail parks vary in scale and acreage but are typically linear parklands used for both active and passive recreation and provide multipurpose, paved paths and minimal amenities generally limited to benches, waste receptacles, wayfinding and interpretive signage, and lighting to support walking, biking, hiking, jogging, and wildlife viewing. They can also be used as a safe, active transportation network that connects people and places locally and regionally and may provide a variety of other benefits, including visual enjoyment, natural resource conservation, water quality protection, flood control, fire management, and transportation corridors. Open space parks are areas of land that are essentially unimproved and support passive outdoor recreation such as viewing and experiencing natural areas that are always open to the public. While paved trails are not expected, amenities may include benches, trails, shared use paths, waste receptacles, and interpretive signage.
Other parkland offered that do not contribute to the City’s parkland standard include recreational center sites, special purpose parks, and civic spaces:
Recreation center sites are buildings and related amenities that provide space for community programs, classes, services, events, and sports. They may include gymnasiums, aquatic centers, community centers, senior centers, or similar facilities. Special purpose parks are park buildings and associated lands that typically serve a single purpose or specific user group (e.g., golf courses; historic sites; cultural sites; or social sites such as museums, botanical gardens, amphitheaters, performing arts centers, and cemeteries). They include golf courses, historic sites, cultural sites, or socials sites such as botanical gardens, museums, amphitheaters, performing arts centers, and cemeteries. Because of their uniqueness, special purpose parks do not share any general characteristics, instead they vary in size and area served, types of amenities, and typical length of stay.
Civic spaces are urban parks, generally less than two acres, that provide flexible, publicly accessible space for a range of cultural and recreational activities to residents living within one-quarter mile.
They include multipurpose plazas for community gathering, events, or recreation; rooftop green spaces; and pocket parks.
The Santa Rosa Recreation and Parks Department (SRRPD) manages a total of 1,032.93 acres of parkland. 9 Of these, approximately 689.93 acres consist of recreation center sites, community parks, and neighborhood parks. The remaining 148 acres belong to open space parks, trail parks, and civic spaces.
Within the EIR Study Area, there are 52 neighborhood parks totaling approximately 157 acres and 12 community parks totaling approximately 488 acres. Table 4.14-11, Existing Neighborhood and Community Parks and Acreages, lists each neighborhood and community park and its acreage.
9 This parkland total includes proposed parks that are undeveloped but are in the planning process or have been approved.
The total represents all acreage that is owned and maintained by SRRPD.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-46 OCTOBER 2024
TABLE 4.14-11 EXISTING NEIGHBORHOOD AND COMMUNITY PARKS AND ACREAGES Park Name Acres Park Name Acres Park Name Acres
A Place to Play Park 77.16 DeMeo Park 0.96 Olive Park 0.87 Doyle Community Park 21.76 DeTurk Park 0.96 Pearblossom Park 3.05 Finley Community Park 12.21 Dutch Flohr Park 2.38 Peter Springs Park 1.24 Franklin Community Park 13.36 Eastside Park 0.40 Peterson Lane Park 3.99 Galvin Community Park 23.37 Finali Park 2.76 Pioneer Park 4.53 Howarth Memorial Park 137.39 Fir Ridge Park 1.06 Prince Gateway Park 0.50 Nagasawa Community Park 33.23 Flat Rock Park 5.42 Rae Street Park 0.83 Northwest Community Park 35.07 Frances Nielsen Ranch Park 6.04 Railroad Depot Park 0.26 Rincon Valley Community
Park 18.87 Fremont Park 1.71 Red Hawk Park 0.44
Skyhawk Community Park 20.78 Harvest Park 3.34 Rincon Ridge Park 1.83 Southwest Community Park 19.75 Haydn Village Park 0.11 Rinconada Park 2.17 Youth Community Park 73.80 Hidden Valley Park 8.23 Sonoma Ave Park 1.75 Airfield Park 3.10 Humboldt Park 0.53 South Davis Park 1.34 Bayer Park and Gardens 5.95 Jacobs Park 6.94 Steele Lane Park 2.43 Bellevue Ranch Park 3.51 Jennings Park 6.56 Strawberry Park 5.80 Bicentennial Park 5.34 Juilliard Park 9.09 Tanglewood Park 7.80 Brendon Park 1.40 Live Oak Park 4.86 Trailhead Park 4.21 Brush Creek Park 2.20 Martin Luther King Jr. Park 5.38 Triangle Park 0.11 Coffey Park 5.85 Matanzas Park 1.10 Village Green Park 1.96 Colgan Creek Park 2.77 Mesquite Park 3.96 Westgate Park 2.40 Cook School Park 0.85 North Park 0.96
Dauenhauer Park 2.52 Oaklake Green Park 3.73
Total Neighborhood and Community Parks 644.23 Acres
An additional 6.7 acres are in the planning process to become neighborhood parks, owned and maintained by SRRPD. An additional six neighborhood parks are proposed and in varying stages of the Santa Rosa development review process. These six parks are Jack London Park, Kawana Tokay Park (part of the proposed Kawana Springs Community Park discussed below), Lower Colgan Creek Park, Meadows Park, Piedra Park, and Tenth Street Park.
An additional 39 acres of community parkland are owned and maintained by SRRPD and are in the development review process to become new community parks. The 39 acres are split between two proposed community parks:
The proposed Kawana Springs Community Park would introduce 19.2 acres of parkland in southeast Santa Rosa, featuring a community garden, multiuse turf area, children’s play area, pump track for biking, dog park, and areas of riparian oak woodland along Kawana Springs Creek. The proposed Roseland Creek Community Park would introduce 19.5 acres of parkland in southwest Santa Rosa with a nature center, outdoor classroom, community garden, picnic areas, shade structure, multiuse turf area, play area, sports court, and network of trails.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-47
Additional parkland in the EIR Study Area includes:
Nine recreation center sites totaling approximately 15 acres. Four special purpose parks totaling approximately 171 acres. Thirteen open space parks totaling approximately 115 acres. Five civic spaces totaling approximately 9 acres.
Six trail parks totaling approximately 33 acres.
Using Santa Rosa’s existing population of 197,980 residents and approximately 833 acres of existing parkland, the City currently provides 4.2 acres of parkland per 1,000 residents.10 Factoring in the proposed parks that are undeveloped but are in the planning process or have been approved, the City would provide 5.2 acres of parkland per 1,000 residents.11 Regional Open Space and Trails
Open space areas of various sizes are integrated into many of the city’s parks and contribute to the overall preservation of recreational land in the EIR Study Area. Open space parks purposely have minimal improvements to preserve the natural setting. The limited improvements include benches, picnic tables, and garbage cans.
Larger open space areas in the EIR Study Area are generally developed in association with the Sonoma County Agricultural Preservation and Open Space District and the Sonoma County Water Agency under joint acquisition and maintenance agreements. These spaces allow some public access for hiking and wildlife viewing.
Spring Lake Regional Park, in northeast Santa Rosa, is operated by Sonoma County Regional Parks. It has 320 acres for walking, hiking, bicycling, horseback riding, swimming, boating, fishing, camping, access to picnic areas, and access to the Environmental Discovery Center . Trione-Annadel State Park is operated by the California Department of Parks and Recreation. It has 5,000 acres of open space and offers bike trails, hiking trails, horseback riding, fishing, interpretive exhibits, vista points, nature and wildlife viewing, picnic areas, and an environmental learning and visitor center . The park is adjacent to Spring Lake Regional Park and provides connections to the Sonoma County Regional Park system. A third open space area, Taylor Mountain Regional Park and Open Space Preserve, is in the southeast portion of the EIR Study Area and is operated by Sonoma County Regional Parks. The Taylor Mountain Park offers 1,100 acres of grassy hillsides, oak woodlands, and creeks. The park has 5.5 miles of trails for hiking, biking, and horseback riding as well as an 18-hole disc golf course.
The EIR Study Area has numerous trails. Hiking and walking trails are provided in all regional open space and in many of the community parks. Urban trails consist of separated bike paths or trails that parallel creeks. Two popular paths in central Santa Rosa are the Santa Rosa Creek and the Prince Memorial Greenway trails, which connect to several additional trails on each end. The Santa Rosa Creek trail begins
10 197,980 residents/1,000 residents = 197.98; 833.23 acres of parkland / 197.98 = 4.2 acres per 1,000 residents 11 197,980 residents/1,000 residents = 197.98; 1032.93 acres of parkland (in the proposed parks that are undeveloped but are in the planning process or have been approved) / 197.98 = 5.2 acres per 1,000 residents SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-48 OCTOBER 2024
to the west of downtown Santa Rosa and travels west along the Santa Rosa Creek and joins the Prince Memorial Greenway Trail in the downtown. Both trails feature artwork, tree-shaded corridors, and views of Santa Rosa Creek. The Brush Creek Trail in northeast Santa Rosa is a 2.2-mile paved trail that borders Brush Creek and is owned by Sonoma Water . The southern end of the Brush Creek Trail meets Flat Rock Neighborhood Park and extends east along Santa Rosa Creek as Hampton Woods Trail Park. A separated bike path along Fountaingrove Parkway in northeastern Santa Rosa extends from Nagasawa Park to Parker Hill Open Space Park. The Joe Rodota Regional Trail, operated by Sonoma County Regional Parks, is an 8.5- mile, paved, off-road trail that links Sebastopol to downtown Santa Rosa. Trail access is available at several points along the length of the trail. The Joe Rodota Trail terminates at the intersection of the Santa Rosa Creek and the Prince Memorial Greenway trails.
Recreational Programming
The SRRPD manages programming for all ages and hosts special events year-round. Such programming and events include:
Active adults programming is meant for seniors in the community and includes fitness classes, ukulele lessons, crafting, educational courses, language learning classes, photography, games, and book clubs.
Activities and classes are offered at two facilities: the Person Senior Wing at the Finley Recreation Complex and the Steele Lane Community Center . A membership program is available for seniors and includes reduced class prices, free legal clinics, free guest speaker series, a newsletter, and free coffee and tea.
Aquatic sports are offered at two year-round swim facilities: the Ridgway Swim Center and Finley Aquatic Center . In addition to recreational swimming, SRRPD offers swim lessons, water fitness classes, safety training, therapeutic classes, a master swim training program, and water polo. Santa Rosa residents are also able to rent the pool for birthday parties and other events. Youth camps are offered in the winter, spring, and summer and include day camps, specialty camps, art camps, and sports camps for children ages 3.5 to 14. Neighborhood Services is a division of the SRRPD that provides innovative youth development programming to serve at-risk, low-income, and homeless youth and families. The programs provide safe spaces for young people to participate in recreational, social, and athletic activities without the fear of gangs, drugs, or negative influences. Neighborhood Services additionally assists families in high-need neighborhoods with improving their quality of life by connecting them to available services and fostering a stronger community.
Special events in Santa Rosa include the FairyTale Ball, St. Patrick’s Day lunch for seniors, a 5k run, Arbor Day Tree Planting, a Senior Expo, Kids to Parks Day Scavenger Hunt at Howarth Park, Kids Fishing days, Movies in the Park on Friday evenings in the summer, Oktoberfest for seniors, a Bingo Party for seniors, a Floating Pumpkin Patch, Halloween, a Handmade Holiday Crafts Fair, and a Holiday Choral Concert.
Recreation programs and events for special populations are offered year-round to meet the needs of children, teens, adults, and seniors with disabilities. Programs include the Differently Abled Adults Dances and Youth Summer Camps.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-49
Sports programs serve youth and adults in Santa Rosa. Youth sports include tennis, basketball, soccer, and softball. Adult programs include tennis and softball. Sports courts and fields are also offered for solo use or can be rented for birthday parties or larger events. General adult programs are offered in arts and crafts, business and technologies, dance, education, fitness and wellness, and gardening.
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant impact to parks and recreation facilities if it would:
9. Result in substantial adverse physical impacts associated with the provision of new or physically altered parks facilities, need for new or physically altered parks facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
10. Increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated.
11. In combination with past, present, and reasonably foreseeable projects, result in a cumulative impact.
IMPACT DISCUSSION
PS-9 Implementation of the proposed project would not result in substantial adverse physical impacts associated with the provision of new or physically altered parks facilities, need for new or physically altered parks facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives.
As discussed in Section 4.14.5.1, Environmental Setting, the City currently provides 4.2 acres of parkland per 1,000 residents, which is below the adopted standard of providing 6.0 acres of parkland per 1,000 residents. However, if including the proposed parks that are undeveloped but are in the planning process or have been approved, the park acreage standard would be 5.2 acres of parkland per 1,000 residents, which is closer to the City’s adopted standard. Implementation of the proposed project could introduce up to 65,760 new residents, which would increase the demand for parks and recreational facilities. To meet the standard of 6.0 acres of parkland per 1,000 residents, the City would need a total of 1,582 acres of parkland to serve the projected buildout population of 263,740 total residents by 2050.12 The City currently has approximately 833 acres of developed parkland which means approximately 749 net new acres needed.13 The City would need to provide approximately 550 acres in addition to the approximately 200 acres that are undeveloped but are in the planning process or have been approved.
12 263,740 residents/1,000 = 263.74; 6 x 263.74 = 1,582.44 acres 13 1,582.44 acres – 833.23 acres = 749.21 acres
4.14.5.2 4.14.5.3
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-50 OCTOBER 2024
Chapter 3, Circulation, Open Space, Conservation, and Greenhouse Gas Reduction, and Chapter 6, Health, Equity, Environmental Justice, and Parks, of the proposed General Plan 2050 contain goals, policies, and actions that require local planning and development decisions to consider and mitigate impacts that potential future development could have on available parkland and the quality of facilities. The following goals, policies, and actions would reduce impacts to parks, recreation, and open space in the EIR Study Area:
Goal 3-5: Protect, expand, maintain, and restore natural resources, open space, and the limited remaining agricultural land.
Policy 3-5.1: Maximize the benefits of open space, including by supporting passive recreation and conservation.
Action 3-5.1: Give priority to multi-benefit recreational projects that maximize pollution reduction and adaptation, carbon sequestration, heat-island reduction, stormwater capture that increases infiltration, habitat protection and biodiversity, and/or community health improvements.
Action 3-5.2: Coordinate with public and private entities to locate new shared use paths and public access paths to parks, open spaces, and drainage ways in and near the city Action 3-5.3: Coordinate with regional partners to connect the city’s open space system with Sonoma Water access roads and the Bay Area Ridge Trail. Policy 3-5.8: Encourage multiple uses of waterways, including:
Flood mitigation and storage;
Groundwater recharge;
Opportunities for restoration and
stewardship;
Climate adaptation;
Wildlife habitats;
Passive recreational open space uses;
Nature study;
Pedestrian and bicycle circulation;
and
Other compatible outdoor uses.
Goal 6-7: Create a safe, accessible, equitable Recreation and Parks System for all users. Policy 6-7.1: Ensure adequate funding to keep parks safe, attractive, and responsive to community needs, including funding for park acquisition, planning, capital improvements, lifecycle replacement of amenities, recreation programming, recreation centers, and maintenance operations.
Action 6-7.1: Seek ongoing operating funding for recreation and maintenance that keeps pace with population growth.
Action 6-7.2: Evaluate park development impact fees annually to address projects that that meet the Quimby Act guidelines, as well as those for projects that do not meet Quimby Act guidelines, to ensure sufficient funds for park acquisition, development, and maintenance from developers.
Action 6-7.3: Use the Parks Condition Assessment and Prioritization Report’s data-driven evaluation of park assets to develop a replacement schedule for park amenities and plan for future budgetary needs.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-51
Action 6-7.4: Explore funding strategies that go beyond park development impact fees, grants, and tax measures, to support replacement of park amenities and achieve the General Plan Park Standard of 6 acres of parkland per 1,000 residents, such as public-private partnerships, tax districts, and general obligation bonds. Action 6-7.5: Adopt protocols to ensure that recreation programming is financially sustainable.
Policy 6-7.2: Provide equitable access to park resources across the city. Action 6-7.6: Develop and maintain a five-year capital improvement plan for acquisition, development, and replacement that considers equity by providing opportunities for public input and prioritizing investment in the parks and recreation center sites in areas of the city where need is greatest.
Action 6-7.7: Invest in recreation centers and provide access to recreational services to all Santa Rosa residents, especially those in Equity Priority Areas and Areas of Change. Policy 6-7.3: Preserve the basic function of City-owned parks as public open spaces and prevent parkland conversion to other land uses.
Action 6-7.8: When diversion or disposal of parkland is determined to be in the public interest, acquire additional parklands to replace those lands, preferably within the same quadrant of the city.
Policy 6-7.4: Plan for and provide an equitable supply and variety of parkland to serve the city’s current and future residents.
Action 6-7.9: Develop a Recreation and Parks System Master Plan, to be updated every 10 years, that studies existing parks and recreation assets, resources, and operations and provides a framework to strategically and equitably improve, protect, and expand the City’s Recreation and Parks System (to replace the Recreation & Parks Business and Strategic Action Plan).
Action 6-7.10: Use the Recreation and Parks System Master Plan as the basis for updating the Capital Improvement Program.
Action 6-7.11: Generate master plans and management plans for parks that lack them, which reflect user group needs, development priorities, development and maintenance costs, program opportunities, financing strategies, and community input. Action 6-7.12: Improve parks and recreation center sites in accordance with adopted master plans.
Action 6-7.13: Continue to implement the general recommendations for each type of park, as defined by the Recreation and Parks System Master Plan. Action 6-7.14: Acquire and develop new parkland, and expand existing parks, to achieve the citywide standard of 6 acres of parkland per 1,000 residents. Action 6-7.15: Achieve an equitable distribution of quality parks across the city by prioritizing new park acquisition and development in:
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-52 OCTOBER 2024
More densely populated neighborhoods with limited parkland; Areas that are more than a half mile from a neighborhood or community park; Areas where substantial new housing growth is expected, based on the forecasts of the General Plan; and
Areas where social and economic conditions compel a greater investment in parks to improve health, public safety, and community well-being. Action 6-7.16: Update the City Code to require dedication of new parkland or recreation center sites when redevelopment of a developed site results in increased residential densities that create a need for such facilities.
Action 6-7.17: Facilitate equitable, authentic community engagement in recreation and parks planning to identify the needs and priorities of all segments of the community, including individuals in Equity Priority Areas and those unable to attend public meetings.
Furthermore, SRCC Section 19-70.090 would continue to require residential subdivisions to either provide parkland or pay in-lieu fees for the City to dedicate parkland elsewhere. This would result in the incremental addition of parkland if a residential subdivision is proposed in the city. Additionally, as described in Section 4.14.5.1, Environmental Setting, there are three regional open spaces near the EIR Study Area that contribute to the overall preservation of recreational land.
As indicated above, new residents from potential future development in the EIR Study Area would increase the demand for recreational facilities, and recreational facility standards would require the construction of new or expanded recreation facilities. The estimated timing or location of such facilities or the exact nature of these facilities are not known, so project-specific environmental impacts that would occur from their construction and operation cannot be determined at this time. However, depending on the type, size, and location of new parks, the construction of new parks would be subject to environmental review and the mitigating policies and mitigation measures described in this EIR to ensure impacts from construction would be less than significant. The construction of project-specific parks would require permitting and review in accordance with City standards, which would ensure that any environmental impacts are disclosed and mitigated to the extent possible. Therefore, the impact is considered less than significant.
Significance without Mitigation: Less than significant.
PS-10 Implementation of the proposed project would not increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated.
Future development in Santa Rosa would result in increased population, which would increase demands for parks and recreational facilities in the EIR Study Area and regional parks in the larger Sonoma County Area, and could cause physical deterioration of park facilities. The proposed General Plan 2050 goals, policies, and actions identified under impact discussion PS-9 would support parkland goals, and SRCC Section 19-70.090 would continue to require residential subdivisions to either provide parkland or pay in- SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
PLACEWORKS 4.14-53
lieu fees for the City to dedicate parkland elsewhere, helping to ensure that individual park and recreation facilities are not overburdened by use. While potential future development under implementation of the proposed project would result in an increased population with an increased demand for parks and recreational facilities, buildout would occur incrementally throughout the next approximately 25 years, and future development would be subject to the proposed General Plan 2050 goals, policies, and actions listed under impact discussion PS-9, as well as SRCC Section 19-70.090; therefore, impacts would be less than significant.
Significance without Mitigation: Less than significant.
PS-11 Implementation of the proposed project would not, in combination with past, present, and reasonably foreseeable projects, result in a cumulative parks and recreation impact.
As discussed in Chapter 4.0, Environmental Analysis, of this Draft EIR, this EIR takes into account growth from potential future development under the proposed project combined with the estimated growth in the service areas of each service provider . Parks and recreation services in the EIR Study Area are provided by the City, and regional parks are provided by the Sonoma County Regional Parks, California Department of Parks and Recreation, and the Sonoma County Agricultural Preservation and Open Space District and the Sonoma County Water Agency under joint acquisition and maintenance agreements. Future growth in the EIR Study Area would result in increased demand for park and recreational facilities throughout the city and region. As a result, and as described under impact discussions PS-9 and PS-10, the City would need to expand and construct additional parks and other recreational facilities to meet the increased demand and maintain existing service levels. State law allows jurisdictions to require additional development to fund park improvements, and the City requires new residential development to pay development impact fees to help fund parks and recreation. Proper implementation of the proposed General Plan 2050 goals, policies, and actions listed under impact discussion PS-9 would also help ensure the provision of adequate parklands along with new development. The final location and size of additional facilities would be determined as part of future development activity, and as specific parkland expansion or improvement projects are identified, additional project-specific environmental analysis would be completed. As a result, the proposed project would not result in a cumulatively considerable impact to park and recreational facilities and cumulative impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
PUBLIC SERVICES, PARKS, AND RECREATION
4.14-54 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-1
4.15 TRANSPORTATION
This chapter of the Draft Environmental Impact Report (EIR) describes the potential transportation impacts associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential transportation impacts, and identifies proposed General Plan 2050 goals, policies, and actions, as well as feasible mitigation measures, that would minimize any
potentially significant impacts.
ENVIRONMENTAL SETTING
TERMINOLOGY
Following are definitions for select terms used in this chapter . Vehicle Miles Traveled (VMT). A measure of circulation network use or efficiency that accounts for the number of daily vehicle trips generated, multiplied by the length or distance of those trips. VMT represents a number of daily miles driven and can be expressed in different ways including total VMT, which is an aggregate value measured in miles, and VMT per capita or VMT per employee, both of which are performance metrics measured in the number of miles driven per person. Greenhouse gases (GHG). Gases in the atmosphere that absorb infrared light, thereby retaining heat in the atmosphere and contributing to a greenhouse effect. As shown in Table 4.8-5, Existing Greenhouse Gas Emissions Inventory in the EIR Study Area, in Chapter 4.8, Greenhouse Gas Emissions, of this Draft EIR, the transportation sector is the largest emitter of GHG emissions.
REGULATORY FRAMEWORK
Federal Regulations
Applicable federal regulations pertaining to transportation are addressed in other chapters of this Draft EIR, including Chapter 4.3, Air Quality; Chapter 4.8, Greenhouse Gas Emissions; and Chapter 4.9, Hazards and Hazardous Materials. The federal Clean Air Act, the Fixing America’s Surface Transportation Act, and the Americans with Disabilities Act may have some relevance or influence for individual projects or actions as part of potential future projects in the EIR Study Area. Additionally, the Federal Highway Administration is the agency of the United States Department of Transportation responsible for the federally funded roadway system, including the interstate highway network and portions of the primary state highway network.
State Regulations
Senate Bill 743
Senate Bill (SB) 743, signed into law in 2013, required California Environmental Quality Act (CEQA) lead agencies to shift away from using traditional level of service standards and automobile delay to determine significant traffic impacts. As a result of SB 743, the State Office of Planning and Research (OPR) updated
4.15.1 4.15.1.1
4.15.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-2 OCTOBER 2024
CEQA guidelines and criteria to use VMT as the metric for evaluating the significance of traffic impacts.
Pursuant to Public Resources Code Section 21099(b)(2), “automobile delay, as described solely by level of service or similar measures of vehicular capacity or traffic congestion, shall not be considered a significant impact on the environment.” OPR’s Technical Advisory on Evaluating Transportation Impacts in CEQA (Technical Advisory), published in December 2018, provides guidance on VMT assessment, methodologies, and suggested metrics.
1 A key environmental aspect of VMT is its relationship to GHG emissions, and the recommended VMT significance thresholds included in the Technical Advisory are based on mandated GHG emissions reduction targets established by the State.
California Complete Streets Act of 2008
The Complete Streets Act (Assembly Bill [AB] 1358) requires city and county general plans to include policies that support the development of facilities for a multimodal transportation network. Complete Streets principles should be incorporated into street design to meet the needs of all users—drivers, bicyclists, pedestrians, and transit riders—regardless of age or physical ability. Jurisdictions that undertake updates of their general plan must plan for a balanced multimodal transportation network that meets the needs of all users, incorporating appropriate goals, policies, and actions into the mandatory circulation element.
2 California Department of Transportation
The California Department of Transportation (Caltrans), as a responsible agency under CEQA, reviews topics in environmental documents pertaining to State highway facilities including State Route (SR) 12 and SR 116, and the associated interchanges for these facilities in the EIR Study Area. The following Caltrans procedures and directives are relevant to the proposed General Plan 2050, particularly to state roadway facilities:
Vehicle Miles Traveled–Focused Transportation Impact Study Guide. The Caltrans Vehicle Miles Traveled–Focused Transportation Impact Study Guide (TISG), dated May 20, 2020, addresses Caltrans’s review of VMT impact analysis for land use projects and land use plans. Caltrans seeks to reduce single-occupancy vehicle trips, provide a safe transportation system, reduce per capita VMT, increase accessibility to destinations via cycling, walking, carpooling, and transit, and reduce GHG emissions.
The TISG reiterates that automobile delay is no longer considered a significant impact on the environment within CEQA transportation analysis and that Caltrans has shifted focus from level of service to VMT. With respect to VMT significance thresholds, Caltrans refers to guidance provided in the OPR Technical Advisory.
Deputy Directive 64-R1: Complete Streets: Integrating the Transportation System. In 2001, Caltrans adopted Deputy Directive 64, a policy directive related to nonmotorized travel throughout the state, and in October 2008, Deputy Directive 64 was strengthened to reflect changing priorities and challenges. DD 64-R1 states, “The Department views all transportation improvements as opportunities to improve safety, access, and mobility for all travelers in California and recognizes bicycle, pedestrian, and transit modes as integral elements of the transportation system. Providing
1 Governor’s Office of Planning and Research, April 2018, Technical Advisory on Evaluating Transportation Impacts in CEQA. 2 California Government Code Section 65302(b)(2).
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-3
safe mobility for all users, including motorists, bicyclists, pedestrians and transit riders, contributes to the Department's mission/vision: ‘Improving Mobility across California.’” Director’s Policy 22. Director’s Policy 22, a policy regarding the use of “Context Sensitive Solutions” on all state highways, was adopted by Caltrans in November of 2001. The policy recognizes that “in towns and cities across California, the State highway may be the only through street or may function as a local street,” that “these communities desire that their main street be an economic, social, and cultural asset as well as provide for the safe and efficient movement of people and goods,” and that “communities want transportation projects to provide opportunities for enhanced nonmotorized travel and visual quality.” The policy acknowledges that addressing these needs will ensure that transportation solutions meet more than just traffic and operational objectives.
Caltrans District 4 Bike Plan
Caltrans District 4, which covers the nine-county Bay Area, was the state’s first Caltrans District to develop a bike plan. The plan’s focus is on identifying and addressing the need for improved access and safety along and across the 1,400 miles of state highways in the region.
Caltrans recognizes four classifications of bicycle facilities. Class I. Commonly referred to as a bike path or bikeway, Class I facilities are separated from automobile traffic for the exclusive use of bicyclists. Class II. Commonly referred to as bike lanes, Class II facilities are dedicated for bicyclists immediately adjacent to automobile traffic.
Class III. Commonly referred to as bike routes, Class III facilities are on-street routes where bicyclists and automobiles share the road.
C lass I V. Commonly referred to as cycle tracks or protected bike lanes, Class IV facilities combine elements of Class I and Class II facilities to offer an exclusive bicycle route immediately adjacent to a roadway, similar to a Class II facility, but include a physical separation from traffic with raised curbs, plastic delineators, or parked automobiles.
High priority projects identified in the plan include grade-separated crossings of highways, which are often barriers to pedestrian and bicycle mobility. Key projects in Santa Rosa include a pedestrian bicycle bridge over US Highway 101 near Santa Rosa Junior College and the reconstruction of the US Highway 101 interchange at Hearn Avenue.
Caltrans State Route 12 Concept Report
The Caltrans 2014 State Route 12 (West) Transportation Concept Report provides an evaluation of the existing and projected conditions along SR 12 and a vision for future development along the corridor . The Transportation Concept Report was developed with goals of increasing safety, improving mobility, providing stewardship, and meeting community and environmental needs along the corridor. The report adopted a multimodal perspective and considered the context of the land uses present along the corridor, which includes the segments of freeway and highway traversing Santa Rosa.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-4 OCTOBER 2024
Regional Regulations
Metropolitan Transportation Commission / Association of Bay Area Governments The Metropolitan Transportation Commission (MTC) is the transportation planning, coordinating, and financing agency for the nine-county Bay Area, including Sonoma County. It also functions as the federally mandated metropolitan planning organization (MPO) for the region. It is responsible for regularly updating the Regional Transportation Plan (RTP), a comprehensive blueprint for the development of mass transit, highway, airport, seaport, railroad, bicycle, and pedestrian facilities.
The passage of AB 32 and the associated State commitment to reducing statewide GHG emissions has placed a new emphasis on accommodating new housing production as a condition of securing transportation grant funding. Subsequent to adoption of AB 32, the State adopted the Sustainable Communities and Climate Protection Act (SB 375) as the means for achieving regional transportation- related GHG targets. Among the requirements of the Sustainable Communities and Climate Protection Act (SB 375) is the creation of a Sustainable Communities Strategy (SCS) that provides a plan for meeting regional targets. The SCS and the RTP must be consistent with one other, including action items and financing decisions. MPOs must use transportation and air emissions modeling techniques consistent with guidelines prepared by the California Transportation Commission.
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, MTC and ABAG adopted Plan Bay Area 2050 on October 21, 2021.
3 Plan Bay Area 2050 is the Bay Area’s Regional Transportation Plan/Sustainable Community Strategy (RTP/SCS). Plan Bay Area provides transportation and environmental strategies to continue to meet the regional transportation-related GHG reduction goals of the Sustainable Communities and Climate Protection Act (SB 375). Strategies to reduce GHG emissions include focusing housing and commercial construction in walkable, transit-accessible places; investing in transit and active transportation; and shifting the location of jobs to encourage shorter commutes. To achieve Plan Bay Area’s sustainable vision for the Bay Area, the Plan Bay Area land use concept plan for the region concentrates the majority of new population and employment growth in the region in Priority Development Areas (PDA)
4 and Transit Priority Areas (TPA).5 PDAs are areas along transportation corridors which are served by public transit that allow opportunities for development of transit-oriented, infill development within existing communities that are expected to host the majority of future development.
TPAs are similar in that they are formed within 0.5 miles around a major transit stop such as a transit center or rail line. As shown on Figure 4-1, Priority Development Areas and Transit Priority Areas, in Chapter 4.0 of this Draft EIR, the EIR Study Area has six PDAs and three TPAs—the Mendocino Avenue/Santa Rosa Avenue Corridor PDA, North Santa Rosa Station PDA and TPA, Downtown Station Area PDA and TPA, Sebastopol Road Corridor PDA, Roseland PDA, Santa Rosa Avenue PDA, and Santa Rosa Transit Mall TPA. Development in PDAs and TPAs leverage existing infrastructure and therefore can minimize development in greenfield (undeveloped) areas and maximize growth in transit-rich communities to help lower VMT and consequently reduce GHG emissions.
3 Association of Bay Area Governments and Metropolitan Transportation Commission, October 2021, Plan Bay Area 2050, accessed July 21, 2023, https://www.planbayarea.org/sites/default/files/documents/Plan_Bay_Area_2050_October_2021.pdf. 4 PDAs are transit-oriented, infill development opportunity areas within existing communities. 5 TPAs are half-mile buffers surrounding major transit stops or terminals.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-5
The MTC has established its policy on Complete Streets in the Bay Area. The policy states that projects funded all, or in part, with regional funds (e.g., federal, State Transportation Improvement Program, and bridge tolls) must consider the accommodation of bicycle and pedestrian facilities, as described in Caltrans Deputy Directive 64. These recommendations do not replace locally adopted policies regarding transportation planning, design, and construction. Instead, these recommendations facilitate the accommodation of pedestrians, including wheelchair users, and bicyclists into all projects where bicycle and pedestrian travel is consistent with current adopted regional and local plans.
In 2021, the MTC the Blue Ribbon Task Force established 27 specific near-term actions to re-shape the region’s transit system into a more connected, more efficient, and more user-focused mobility network across the entire Bay Area. This set of actions forms the cornerstone of a formal Bay Area Transit Transformation Action Plan, adopted by the Commission in fall 2021.
Sonoma County Transportation Authority
The Sonoma County Transportation Authority (SCTA), created in 1990, is governed by a 12-member Board of Directors representing the nine Sonoma County cities and the County. The SCTA serves as the entity responsible for coordinating planning and prioritization of transportation improvement projects at a county-wide level. SCTA is also responsible for managing the voter-approved Measure M, which is a quarter cent sales tax used to maintain local streets for all modes of transportation. In 2020, voters approved Go Sonoma which extends the Measure M sales tax through March of 2045 to continue to provide funding for local transportation projects. Measure M (soon to be Go Sonoma funding) is used in Santa Rosa for projects such as the Hearn Avenue Regional Multimodal Interchange, the Santa Rosa Avenue Corridor Improvement project, the Fulton Road Widening project, transit service expansion, free/reduced transit fare programs, first/last mile connection to transit, among others.
As the regional transportation authority, the SCTA prepares the Comprehensive Transportation Plan (CTP) for Sonoma County. Moving Forward 2050, September 2021, is the most recent CTP approved by the SCTA, and establishes goals and objectives for improving mobility on Sonoma County’s streets, highways, transit systems and bicycle/pedestrian facilities. Projects in the CTP are included in the RTP adopted by MTC. SCTA also maintains the Sonoma County Travel Model (SCTM) that is used to forecast future travel patterns and demand based on changes to the transportation system, land use, and demographics, using and updating the model during development of the CTP .
SCTA has a role in coordinating and planning alongside local transit agencies and elevated its work on transit integration with the development of the Transit Integration and Efficiency Study (TIES) in 2019. The Future of Transit Ad Hoc, established in fall 2020, continued to lead implementation of TIES for the three local bus operators—Santa Rosa CityBus, Sonoma County Transit, and Petaluma Transit—and became a venue to coordinate locally on regional work led by MTC’s Blue Ribbon Transit Recovery Task Force.
Building off the 2019 TIES study, SCTA led a Service Planning Study with the overarching goal to increase the efficiency of delivering high-quality transit service.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-6 OCTOBER 2024
Local Regulations
Santa Rosa City Code
The Santa Rosa City Code (SRCC) includes various directives pertaining to transportation. The SRCC is organized by title, chapter, and section, and in some cases, articles. Most provisions related to transportation impacts are in Title 11, Vehicles and Traffic, Title 18, Buildings and Construction, and Title 20, Zoning, as follows:
Title 11, Vehicles and Traffic. This title sets forth the laws and policies governing the regulation and enforcement of specific vehicles and traffic-related matters within the city. Chapter 11-20, Stopping, Standing and Parking. This chapter outlines what is prohibited in terms of stopping, standing, or parking.
Chapter 11-24, Parking: Metered and Unmetered Locations. This chapter sets forth laws about different parking facilities and describes the City’s powers in regard to parking meters. Chapter 11-28, Commercial Vehicles and Truck Routes. This chapter outlines laws regarding commercial vehicles and trucks including weight limits, parking restrictions, and truck routes. Chapter 11-44, Residential Parking Permits. This chapter was enacted to create parking regulations restricting unlimited parking by non-residents and to provide the opportunity for residents to park near their homes and the increased use of public mass transit facilities available now and in the future.
Chapter 18-44, California Fire Code. This chapter adopts prescriptions regulating governing conditions hazardous to life and property from fire or explosion. This includes the 2019 Fire Code, which consists of portions of the 2018 International Fire Code as amended by the California Building Standards Commission. This title includes building regulations related to the fire resistance of buildings with amendments to the 2019 Fire Code, enforcing greater restrictions than those required by the State.
This chapter requires roads be maintained to provide adequate space for emergency vehicle access.
Future development in designated Wildland Urban Interface areas is subject to additional requirements and review.
Title 20, Zoning. Section 20-10.020, Purposes of Zoning Code, describes that zoning code implements the goals and policies of the Santa Rosa General Plan by classifying and regulating the uses of land and structures within the City of Santa Rosa. As such, the zoning code includes several zoning districts that support the reduction of VMT and therefore the reduction of GHG emissions by locating commercial and residential land uses in close proximity to one another and high-quality transit and other non- automobile forms of transportation. These zoning districts are listed in Section 20-22.020, Purposes of the Residential Zoning Districts, and Section 20-23.020, Purposes of Commercial Zoning Districts, as follows:
TV-R (Transit Village-Residential) District. The TV-R zoning district is applied to areas within approximately one-half mile of a transit facility that is appropriate for mixed use development.
Development should transition from less intense uses at the outlying edges to higher intensity uses near the transit facility. Residential uses are required, and ground floor neighborhood serving retail and live-work uses are encouraged. The maximum allowable density ranges from 25 to 40 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-7
dwellings per acre. The TV-R zoning district is consistent with and implements the Transit Village Medium land use classification of the General Plan.
CMU (Core Mixed Use) District. The CMU zoning district is applied to areas within downtown Santa Rosa to foster a mix of residential and nonresidential uses to activate the greater Old Courthouse Square area and key transit corridors. The principal objectives of the CMU designation are to strengthen the role of this area as a business, governmental, retail, tourism, entertainment, and cultural hub for the region, and to accommodate significant new residential development. New residential development will serve as a catalyst for increased activity and create a built-in market for retail, service, and entertainment uses. High-rise development in all residential or mixed-use buildings is envisioned in a walkable, bikeable environment with public gathering places such as plazas, courtyards, or parks and easy access to public transit. The CMU zoning district implements and is consistent with the Core Mixed Use land use classification of the General Plan.
TV-M (Transit Village-Mixed) District. The TV-M zoning district is applied to areas within approximately one-quarter mile of a transit facility outside of the Downtown Station Area that are appropriate for a mix of higher density residential, office and commercial uses. Development is designed and oriented to create a central node of activity at or near the transit facility. The minimum allowable density is 40 dwellings per acre; there is no maximum density. The TV-M zoning district is consistent with and implements the Transit Village Mixed Use land use classification of the General Plan.
Chapter 20-31, Density Bonus and other Development Incentives, outlines the eligibility requirements for Supplemental Density Bonuses in excess of the State Density Bonus (i.e., California Government Code Section 65915). An eligible project may qualify for a Supplemental Density Bonus of up to, but not greater than, 100 percent above the maximum residential density permitted in the applicable Land Use Designation pursuant to the provisions in this section. Some Density Bonus’ are awarded based on proximity to a major transit stop. As defined in Section 20-31.020, Definitions, “located within one-half mile of a Major Transit Stop” means that any point on a proposed development, for which an applicant seeks a Density Bonus, other incentives or concessions, waivers or reductions of development standards, or a vehicular parking ratio pursuant to this chapter, is within one-half mile of any point on the property on which a major transit stop is located, including any parking lot owned by the transit authority or other local agency operating a major transit stop. A different definition of "located within one-half mile of a major transit stop," found in SRCC Section 20-70.020, Definitions of Specialized Terms and Phrase, may apply if the project falls under certain provisions of Government Code Section 65915, subdivision (p), paragraph (2) pertaining to moderate income projects. In addition, a Major Transit Stop, also defined in SRCC Section 20-70.020, however, for the purposes of this chapter, a major transit stop also includes major transit stops that are included in the applicable regional transportation plan.
Santa Rosa CityBus Short Range Transit Plan 2016-2025
The Santa Rosa CityBus Short Range Transit Plan 2016-2025 includes near-term goals, objectives, and standards for the transit system. Key performance standards include ensuring that 90 percent of transit- supportive areas are within one-quarter mile of a bus stop and providing weekday service headways of 15 to 30 minutes on trunk routes and 30 to 60 minutes on local routes. In 2017, CityBus implemented a 15- SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-8 OCTOBER 2024
minute service on high-ridership corridor, more direct routes, more two-way service to help reduce travel time and a bus system more convenient and useful for riders following the Phase I recommendations contained in Reimagining CityBus, September 2016. Phase I established 15-minute frequencies from Downtown Santa Rosa for Route 1 and 2/2B along Mendocino Ave and Sebastopol Road including segments of Bicentennial Way, Range Avenue, West Third Street, and Santa Rosa Avenue. Phase II focuses on increasing service levels, including improving Mendocino Avenue to 10-minute frequency and potentially upgrading infrastructure on this route to implement a Rapid Bus corridor . Phase II details either service expansion or increased frequencies to Santa Rosa Avenue south, the Roseland area, Cleveland Avenue to Coddingtown Mall, Sonoma Avenue, and Rincon Valley. Phase II also includes transit signal priority corridors, improved late night and weekend service.
Bicycle and Pedestrian Master Plan Update 2018
The policies included in the 2018 Bicycle and Pedestrian Master Plan (BPMP) focus on improving access, user comfort, and safety for bicycling and walking. Goals of the plan include increasing the share of people walking and bicycling to work to five percent and reducing the number of severe injury and fatal collisions to zero by 2030. The BPMP’s recommendations would more than double the number of miles of bikeways in the city, including over 40 miles of multi-use paths which offer users greater levels of protection from vehicle traffic. Other key themes in the BPMP include using the plan as a tool to promote public health and ensuring that the benefits of the BPMP are distributed equitably to target all of Santa Rosa’s neighborhoods. The BPMP is updated approximately every 5 to 8 years. The City of Santa Rosa began an update, to be renamed the Active Transportation Plan, in 2023. Anticipated adoption is March 2025.
Street Design Standards
Adopted in January 2004, the Street Design and Construction Standards establishes standards to be used for the design and construction of all private and public streets and for flat-land streets and hillside streets.
6 Standards and requirements are provided for street design, alignment, grades, intersections, pavement design, transit infrastructure and emergency access during construction. These standards are considered minimum and deviations from these standards may be granted by approval of the City Engineer .
EXISTING CONDITIONS
Roadway Network
The city’s roadway network serves as the primary channel for all modes of travel. Roadways are organized using a hierarchical system, whereby individual roadways are classified by their intended function within the overall roadway network. These classifications—freeways, highways, arterials, collectors, and local streets—define the desired functional and operational characteristics of a roadway, such as traffic volume capacity and level of service. Figure 4.15-1, Roadway Network, depicts the roadway network in Santa Rosa.
6 City of Santa Rosa, January 13, 2004, Street Design and Construction Standards, https://www.srcity.org/DocumentCenter/View/9812/Street-Design-and-Construction-Standards, accessed April 7, 2023.
4.15.1.3 Hoen Ave
Olivet Rd
Mendoci
no A
ve
Gran
ge Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
N
Dutto
nAve
College Ave
Fulton Rd
Crane Canyo
n Rd
Stony Point Rd
Mark WestSpringsRd
W
atertro
ughRd
Millbrae Ave
Petaluma
HillRd
OldRed
wood Hwy
Brush Cr
eek Rd
Su
mmerfield R
d
Fountain G
rovePky
Bodega Hwy
Coff
ey Ln
River Rd
Piner Rd
4th
St
Todd Rd
Marlo
wRd
Calistoga R
d
Dutton Ave
Pleas
antHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgom
ery Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Bl oomf ield R
d
(/101
12 12
116
Figure 4.15-1
Roadway Network
Source: ESRI, 2022; City of Santa Rosa, 2023; PlaceWorks, 2023. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Parks and Open Space
Road Classification
US Highway
State Highway
Arterial/State Highway
Arterial
Collector
Local Road
On/Off Ramps
TRANSPORTATION
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
---
/ ~ _......._.. .J.-----
•·. ,,
r 1 ~
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-10 OCTOBER 2024
Highways
Highways supplement the local roadway system by carrying long-distance traffic to and through Santa Rosa. US Highway 101 is the primary transportation spine running through Sonoma County as well as Marin County to the south and Mendocino County to the north. It is access-controlled within Santa Rosa, with interchanges at Mendocino Avenue/Old Redwood Highway, Bicentennial Way, Hopper Avenue, Steele Lane/Guerneville Road, College Avenue, Downtown, SR 12, Baker Avenue/Colgan Avenue, and Hearn Avenue/Yolanda Avenue. SR 12 is a major east-west route through the city and has four travel lanes, except for the far eastern portion of Santa Rosa where the highway narrows to two lanes at Melita Road. It is access-controlled between Fulton Road and Farmer’s Lane, with interchanges at Stony Point Road, Dutton Avenue, US Highway 101, and South E Street. A portion of SR 12 runs on Farmers Lane, and the segment between Farmers Lane and the eastern city limits is sometimes referred to as Sonoma Highway.
US Highway 101 and SR 12 are the responsibility of Caltrans, not the City of Santa Rosa, though the City operates the traffic signals along Farmers Lane and at many of the US Highway 101 interchanges.
Arterials
Boulevards and parkways connect town centers to the greater region. Boulevards and parkways are essential for combining motorized and nonmotorized traffic in safe, efficient, welcoming environments.
Since the success of commerce and traffic circulation depends on effective street design, attention must be paid to the balanced movement of all transportation modes on boulevards and parkways. On these streets passenger vehicles, delivery trucks, emergency responders, and transit must operate with high levels of efficiency. Pedestrians and bicyclists must also be welcomed and are in greater need of support, due to higher vehicle speeds and volumes of traffic. The Regional Streets category includes the following street types:
Boulevards provide multi-lane access to commercial and mixed-use buildings and also carry regional traffic. Boulevards have medians, bike lanes, and may have sections with parking to support adjacent commerce, parks, schools, and other attractions.
Parkways provide connections between outlying areas to more developed parts of the city or carry traffic through natural areas. Parkways are not designed to accommodate adjoining development.
Roadway speeds may be higher, but when Parkways enter denser parts of the city, speeds are reduced. Bike lanes are typically included in Parkways although bike facilities may also be separated.
Collectors
Collector streets connect residential neighborhoods to commercial centers and service commercial districts. Avenues and main streets are collector roadways. In addition to providing access, they carry larger and more diverse types of traffic. Avenues and main streets host deliveries and facilitate efficient emergency responses. They anchor neighborhood commerce, serve bicyclists and pedestrians, and accommodate transit operations. Collector streets must operate at low to moderate speeds since many people live, work, shop, and play within these street environments. Parking is found on many, but not all avenues and main streets. The Collector Streets category includes the following street types:
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-11
Avenues. Avenues connect neighborhoods to town centers, commercial centers, and other neighborhoods. A raised center median is preferred, allowing for a triple canopy of street trees.
Avenues are richly landscaped since they are civic spaces that serve as gateways to town centers.
Since avenues serve as the transitions between neighborhoods and commercial districts, speeds should be kept low. Avenues may also serve as major transit routes. Main Streets. Main streets provide access to neighborhood commercial and mixed-use buildings and districts. On-street parking is in demand and typically provided. Low speeds are desirable to protect pedestrians and enhance commercial activity.
Local Streets
Local streets, which form the heart of neighborhoods, function primarily to provide access to neighborhood destinations and make connections within neighborhoods. All local streets provide vehicle, pedestrian, and utility access. Traffic speeds of not more than 25 mph are appropriate for such streets. A measure of how successful a local street is performing its intended function is how well it adds to the quality of the neighborhood by offering access, parking, tranquility, and safety. Local streets should provide indirect connection between Collector or Arterial Streets, since long and straight local street connections may encourage “shortcut” traffic through neighborhoods. The Local Streets category includes the following street types:
Neighborhood Streets. Neighborhood streets are the most common type of access road in healthy neighborhoods. This is the preferred street to service residential areas when the street does not exceed 100 homes or 1,000 average daily trips. Streets are short, terminating in two to six blocks. Lanes. These narrow roads (typically 16 to 20 feet wide) are useful in accessing small numbers of homes (up to approximately 12). Parking, when needed, can be on one side or in parking bays. One- way lanes can operate around parks or nature preserves. They also work well as two-way facilities in many other contexts. Landscaping and sidewalks fill the remainder of the available public right-of-way.
Vehicle Miles Traveled
Many factors affect VMT, including the average distance people commute to work, school, and shopping, as well as the proportion of trips that are made by nonautomobile modes. Areas that have a diverse land use mix and ample facilities for non-automobile modes of travel, including transit, tend to generate lower VMT than auto-oriented suburban areas. VMT is typically an output from travel demand models, such as the SCTM19 model maintained and operated by the SCTA.
For the Santa Rosa General Plan update transportation analysis, the following three VMT metrics were assessed:
Household VMT per capita. VMT per capita is analyzed for residential uses and measures all home- based automobile VMT, including travel to work, school, or shopping, divided by the number of residents.
Employment VMT per employee. VMT per employee is analyzed for employment-based uses such as offices and includes all home-based commute VMT made by motor vehicles between homes and workplaces, divided by the number of workers.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-12 OCTOBER 2024
Total VMT per service population. VMT per service population includes the total VMT generated by all uses (including uses other than residential and employment such as retail, hospitality, and recreation).
This total VMT is divided by the sum of residents and workers that comprise the “service population.” This performance metric is sometimes used in land use plan assessments since it broadly captures the total VMT effects created by all land uses and their interactions.
The SCTA’s Travel Demand Model (SCTM19, revised December 2021) was used to estimate the VMT associated with the proposed General Plan update. Custom runs of the model were used to produce project-specific VMT data. The model estimates the VMT associated with the aggregate land uses in each of the model’s traffic analysis zones (TAZ) in consideration of countywide land use patterns and transportation infrastructure, and accounts for travel occurring beyond the county’s boundary. The area analyzed in “project” scenarios corresponds to the EIR Study Area and is encompassed by 319 different TAZs in the SCTA model. Table 4.15-1, Existing VMT Performance Metrics, presents a summary of the existing VMT characteristics in the City of Santa Rosa and County of Sonoma, as projected by the SCTM19 travel demand model.
TABLE 4.15-1 EXISTING VMT PERFORMANCE METRICS
Jurisdictional Area
Residential
VMT per Capita
Employment
VMT per Employee
Total VMT per
Service Population
City of Santa Rosa 13.4 9.2 23.9
County of Sonoma 16.4 12.3 29.9
Source: SCTM19 Travel Demand Model, W-Trans, 2023.
Transit
Santa Rosa is served by several bus transit providers (Santa Rosa CityBus, Sonoma County Transit, Golden Gate Transit and Mendocino Transit, Amtrak) and Sonoma-Marin Area Rail Transit (SMART) offering local transportation within the city, as well as connections throughout Sonoma County and regional connections to other cities in Sonoma County, Marin County, Mendocino County, San Francisco and Contra Costa County. As the City has placed a growing emphasis on providing multimodal mobility options, the network continues to be refined through local and regional coordination efforts with an eye toward creating a network that serves the broadest possible range of users. The Santa Rosa Transit Mall is the busiest Transit Hub in the North Bay served by five operators and provides an affordable, accessible and sustainable connection to jobs, education, shopping and recreation for the region. A map showing existing transit routes and providers in Santa Rosa is shown in Figure 4.15-2, Existing Transit Providers and Routes.
Rail Service
Sonoma-Marin Area Rail Transit (SMART) operates seven days a week, with a weekday focus on peak hour commute service. There are two stations in Santa Rosa: Downtown and North Santa Rosa. Schedules generally favor commuters originating in Sonoma County and traveling southbound during the morning peak hour and northbound in the evening peak hour . San Rafael is a primary destination, along with Larkspur, which provides a connection via the Larkspur Ferry to San Francisco.
Hoen Ave
Olivet Rd
Mendoci
no A
ve
Gran
ge Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
N
Dutto
nAve
College Ave
Fulton Rd
Crane Canyo
n Rd
Stony Point Rd
Mark WestSpringsRd
W
atertro
ughRd
Millbrae Ave
Petaluma
HillRd
OldRed
wood Hwy
Brush Cr
eek Rd
Su
mmerfield R
d
Fountain G
rovePky
Bodega Hwy
Coff
ey Ln
River Rd
Piner Rd
4th
St
Todd Rd
Marlo
wRd
Calistoga R
d
Dutton Ave
Pleas
antHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgom
ery Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Bl oomf ield R
d
(/101
12 12
116
Figure 4.15-2
Existing Transit Providers and Routes
Source: ESRI, 2022; W-Trans, 2023; PlaceWorks, 2024.
0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Parks and Open Space
Transit
Santa Rosa CityBus
GoldenGate
Sonoma County Transit
Sonoma-Marin Area Rail
Tr
ansit (SMART)
SMART Stations
TRANSPORTATION
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-14 OCTOBER 2024
Connectivity to the Amtrak national rail network is provided via a bus (Route 7) connection at the Coddingtown Transit Hub in Santa Rosa that travels between Arcata and the Martinez rail station in northern Contra Costa County.
Regional Bus Service
The following transit services provide regional bus service in the EIR Study Area. Golden Gate Transit (GGT) operates two routes in Santa Rosa. US Highway 101 connects Santa Rosa and other communities in Sonoma County to Marin County and San Francisco, operating seven days a week, with buses departing every 60 minutes from 4 a.m. to 10 p.m. Route 172 serves cities in Sonoma County along the US Highway 101 corridor, operating only during peak commute hours on weekdays. Golden Gate Transit provides paratransit service to people who are unable to use the fixed route transit system due to a disability or health-related condition. Service is available for locations within three-quarters of a mile of fixed route transit service.
Sonoma County Transit (SCT) operates eleven local routes within and between towns in Sonoma County plus eight routes that serve Santa Rosa, with stops within the city limits as well as connections to cities, towns, and unincorporated areas throughout the County. SCT’s local stops include major destinations such as the Transit Mall, SMART stations, and Santa Rosa Junior College. Routes along lower activity corridors generally operate hourly or less frequently. Routes 20 (to Sebastopol and west to Villa Grande) and 60 (to Cloverdale and Healdsburg) operate at greater frequencies during peak times. Most routes operate seven days a week. Sonoma County Transit provides paratransit service to people who are unable to use the fixed route transit system due to a disability or health-related condition. Service is available for locations within three-quarters of a mile of fixed route transit service.
Mendocino County Transit (MTA) provides service along two routes between Santa Rosa and destinations in Mendocino County. Route 65 serves Ukiah, Hopland, Willits, and Fort Bragg, while Route 95 operates along Highway 1 to communities including Gualala and Point Arena.
Santa Rosa CityBus
Local bus service in Santa Rosa is provided by CityBus, which operates 16 routes throughout the city.
Ridership on CityBus is within the top ten transit providers in the Bay Area. The system is oriented around five main transfer centers, with nearly all routes stopping at the downtown transit mall, radiating out to the city's neighborhoods and residential areas. This system provides affordable, accessible, and sustainable connections to jobs, education, shopping, and recreation for the region. While the majority of CityBus routes currently operate at 30- to 60-minute headways, two routes serving core areas provide high-frequency service, as follows:
Route 1 operates along the Mendocino Avenue corridor at 15-minute intervals on weekdays and 30- minute headways on weekends, serving major stops at the downtown transit mall, Mendocino Avenue/ Pacific Avenue, Bicentennial Way/Ventura Avenue, and Coddingtown Mall. Route 2/2B operates along the Sebastopol Road corridor at 15-minute intervals on weekdays, 30- minute intervals on Saturdays, and 45-minute intervals on Sundays. The route includes major stops at the downtown transit mall, Sebastopol Road/West Avenue, Stony Point Road/Sebastopol Road, Corporate Center Parkway/Mercury Way, and Finley Road/Wright Road.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-15
The City of Santa Rosa provides paratransit service to people who are unable to use the fixed route transit system due to a disability or health-related condition. Service is available for locations within three- quarters of a mile of fixed route transit service.
Bicycle Facilities
Santa Rosa has over 100 miles of designated bike lanes, including multi-use paths as well as on-street facilities where bicyclists mix with vehicle traffic. The network was designed with the intent of providing coverage citywide to enable residents to use bicycles throughout the city. As the City has placed a growing emphasis on providing multimodal mobility options, the network has expanded, and the 2018 Bicycle and Pedestrian Master Plan provides a framework to continue developing new facilities, with an eye toward creating a network that serves the broadest possible range of users. The existing bicycle facilities network is shown on Figure 4.15-3, Existing Bicycle Facilities.
Bicycle Facilities Network
Santa Rosa expanded its bike lane mileage by over 40 percent between 2010 and 2018. This growth has been primarily through the increase in miles of trails and new bike lanes, some of which represented an upgrade of existing bike lanes to make them less stressful for riders. Since limited rights of-way are available for trails, most of the bicycle network is located along the City’s street network as Class II facilities with Class IV lanes gaining in popularity.
Santa Rosa’s Class I trails include routes that serve as major spines to the regional trail system. The SMART Trail, which is partially complete, is planned to ultimately extend from Larkspur to Cloverdale, a distance of 70 miles, of which over 54 miles is planned to be a Class I facility. The Joe Rodota Trail runs parallel to SR 12, connecting the SMART Trail to Sebastopol. Creek corridors also provide opportunities to develop trails, such as the existing Santa Rosa Creek Trail, which connects neighborhoods in west Santa Rosa to Downtown via the Prince Memorial Greenway.
Bike lanes are generally located along major transportation corridors with moderate to heavy traffic because these streets tend to provide access to desirable destinations such as commercial corridors. Bike routes are typically located along low-volume streets but provide connectivity within the network.
While designated bicycle facilities provide a framework for navigating the city, bicycles are also permitted on the rest of the City’s streets, which include the majority of the street network. Based on street and traffic characteristics, the BPMP conducted a citywide “Level of Traffic Stress” analysis and determined that 74 percent of streets are considered comfortable for an average adult rider . Streets rated as low- stress tend to have low traffic volumes and slow speeds. Arterial streets, which are the major travel routes and provide access to most of the major destinations in the city, carry more traffic at higher speeds and can be intimidating for many bicyclists.
Hoen Ave
Olivet Rd
Mendoci
no A
ve
Gran
ge Rd
Ben
net t Valley Rd
W Steele Ln
W College Ave Sonoma Ave
Sebastopol Rd
Guerneville Rd
N
Dutto
nAve
College Ave
Fulton Rd
Crane Canyo
n Rd
Stony Point Rd
Mark WestSpringsRd
W
atertro
ughRd
Millbrae Ave
Petaluma
HillRd
OldRed
wood Hwy
Brush Cr
eek Rd
Su
mmerfield R
d
Fountain G
rovePky
Bodega Hwy
Coff
ey Ln
River Rd
Piner Rd
4th
St
Todd Rd
Marlo
wRd
Calistoga R
d
Dutton Ave
Pleas
antHill Rd
Llano Rd
S Wright Rd
Hearn Ave
Montgom
ery Dr
Santa Rosa Ave
Occidental Rd
Slusser Rd
Bl oomf ield R
d
(/101
12 12
116
Figure 4.15-3
Existing Bicycle Facilities
Source: ESRI, 2022; City of Santa Rosa, 2024; PlaceWorks, 2024. 0 1 20.5
Miles
Planning Area
Urban Growth Boundary
Sphere of Influence
City Limit
Creeks and Waterways
Parks and Open Space
Bicycle Routes
Class I Shared-Use Path
Class II Bicycle Lane
Class IIB Buffered Bicycle Lane
Class III Bicycle Route
Class IIIB Bicycle Boulevard
Class IV Protected Bicycle Lane
TRANSPORTATION
S A N T A R O S A G E N E R A L P L A N 2 0 5 0 D R A F T E I R
C I T Y O F S A N T A R O S A
D
D
-
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-17
Pedestrian Facilities
Santa Rosa has a wide range of land uses, including a downtown business district, older residential neighborhoods, lower density suburbs, and rural areas. The infrastructure provided for pedestrians varies based on the proximity to transit, density, redevelopment projects, character of the neighborhood and the historical development of each area. The pedestrian network is critical to the local and regional transit and rail network, providing both the first mile/last mile pedestrian connection as well as the bus stop infrastructure. Pedestrian traffic is typically highest in and around areas that feature a dense concentration and mix of land use types – such as Downtown or neighborhood business districts – where people can live and meet basic needs such as employment, grocery shopping, and entertainment in proximity to one another . High volumes of pedestrians can also be found near large single-use locations such as schools, major employment sites, regional trails, and rail stations or major bus transfer points.
Downtown and in other centrally located neighborhoods the sidewalk network is generally complete on both sides of streets. There are also locations that are not required to provide sidewalks in more rural parts of the city, as well as areas including much of Roseland that have been annexed from unincorporated Sonoma County and currently have limited existing sidewalks. In many cases, discontinuities in the sidewalk network can be eliminated through redevelopment, as incoming projects are required to provide facilities to meet contemporary standards and provide access for pedestrians.
These gaps in the sidewalk network can be especially challenging to navigate for people with disabilities.
At a citywide scale, there are also several barriers that affect pedestrian circulation and mobility, including US Highway 101, SR 12, the SMART railroad tracks, and creeks.
The city’s multiuse paths serve as spines for the local network for all nonmotorized users, particularly the Joe Rodota Trail, SMART Trail, and creek paths such as the Santa Rosa Creek Trail and Prince Memorial Greenway.
STANDARDS OF SIGNIFICANCE
Implementation of the proposed project would result in a significant impact related to transportation if it would:
1. Conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities.
2. Conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b), relating to VMT.
Further information on the application of VMT significance standards in Santa Rosa follows below.
3. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).
4. Result in inadequate emergency access.
5. In combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to transportation.
4.15.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-18 OCTOBER 2024
SANTA ROSA VMT STANDARDS OF SIGNIFICANCE
VMT standards of significance for this analysis were established based on guidance provided in the Vehicle Miles Traveled (VMT) Guidelines Final Draft, prepared by the City of Santa Rosa in June 2020.7 These guidelines are generally consistent with those provided by the California Office of Planning and Research (OPR) in the publication Technical Advisory on Evaluating Transportation Impacts in CEQA and those used by Caltrans.8 The City of Santa Rosa specifies that VMT performance criteria, including VMT per capita and VMT per employee, shall be compared to baseline levels corresponding to the County of Sonoma average.
In addition to applying standards of significance for residential VMT per capita and employment VMT per employee, the analysis also includes a standard based on total VMT per service population. This third performance metric was chosen to ensure that the VMT effects of all land use changes envisioned in the proposed General Plan 2050 (not just residential and employment) are considered. The applied VMT significance standards are as follows.
A significant VMT impact would occur if the proposed project would result in:
Residential VMT per capita exceeding 13.9 miles, which corresponds to 15 percent below the existing Countywide average VMT per capita; or
Employment VMT per employee exceeding 10.5 miles, which corresponds to 15 percent below the existing Countywide average VMT per employee; or
Total VMT per service population exceeding 25.4 miles, which corresponds to 15 percent below the existing Countywide average VMT per service population.
TRAVEL DEMAND MODELING
Land Use Assumptions
The transportation demand modeling performed in the SCTM19 model reflects implementation of the proposed project, including land use growth consistent with the proposed General Plan land use designations as well as modifications to vehicular and multimodal transportation networks.
Circulation Network Assumptions
The proposed project also includes new and improved circulation infrastructure. Many of the circulation modifications reflected in the proposed General Plan 2050 are also identified in the recent Moving Forward 2050 Sonoma County Comprehensive Transportation Plan.9 A summary of the improvements reflected in the modeling and analysis is shown in Table 3-4, Major Planned Roadway Circulation Improvements, and Table 3-5, Major Planned Multimodal Circulation Improvements, in Chapter 3, Project Description, of this Draft EIR.
7 City of Santa Rosa, June 2020, Vehicle Miles Traveled (VMT) Guidelines Final Draft. See Appendix C, 2020 VMT Guidelines, of this Draft EIR.
8 California Office of Planning and Research, December 2018, Technical Advisory on Evaluating Transportation Impacts in CEQA.
9 Sonoma County Transit Authority, 2021, Moving Forward 2050 Sonoma County Comprehensive Transportation Plan.
4.15.2.1 4.15.2.2
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-19
IMPACT DISCUSSION
As described in Chapter 4.0, Environmental Analysis, of this Draft EIR, some proposed General Plan 2050 policies and actions are required as a means to mitigate environmental impacts under CEQA. These policies and actions are fully enforceable at the discretion of the decision maker through permit conditions, agreements, or other legally binding instruments. These mitigating policies and actions use the imperative “shall,” include performance criteria and are marked with an asterisk (*). Note that all actions are required to be implemented by the City and therefore the imperative “shall,” if not explicitly stated, is implied.
TRAN-1 Implementation of the proposed project would not conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities.
Potential future development occurring in Santa Rosa over the buildout horizon of the proposed project would increase the number of persons walking, bicycling, and using transit on the citywide transportation network. The proposed General Plan 2050 calls for the City to implement the Santa Rosa 2018 Bicycle and Pedestrian Master Plan (currently being updated and renamed the Active Transportation Plan (ATP), Reimagining CityBus, and the Short-Range Transit Plan (as well as future updates to these plans), all of which identify prioritized lists of projects for the City to implement.
Chapter 3, Circulation, Open Space, Conservation, and Greenhouse Gas Reduction, of the proposed General Plan 2050, contains goals, policies, and actions intended to improve and expand upon facilities for non-auto users, providing safe and convenient options to driving and playing an important role in reducing regional VMT. The following goals, policies, and actions would directly and indirectly result in improving non-auto networks in Santa Rosa, consistent with adopted plans:
Goal 3-1: Provide an integrated land use and transportation system with safe and efficient movement of people and goods for all modes of travel that prioritizes reduction of VMT and transportation- related GHG emissions.
Policy 3-1.1: Work with partner agencies to reduce VMT using existing techniques and explore feasibility of new techniques as they arise.
Action 3-1.4: Coordinate transportation plans with those of Sonoma County, MTC, and the State of California, to support interregional travel improvements, particularly connections to public and active transportation modes.
Policy 3-1.2: Promote a citywide mode shift away from single-occupancy vehicles to support ambitious VMT and GHG reduction goals.
4.15.3 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-20 OCTOBER 2024
Action 3-1.5: Develop a process that invests in and prioritizes non-automobile modes of transportation in capital improvement projects to reduce VMT and GHGs, prioritizing, in order:
1. Active transportation modes, including walking, bicycling, and rolling.
2. Public transportation, including inter-city and regional systems.
3. Other shared vehicles such as carpool, vanpool, and rideshare/transportation network companies.
Action 3-1.7: Prioritize transportation alternatives such as active and public transportation, that reduce demand on existing facilities in lieu of widening roadways and further impacting the natural environment.
Action 3-1.8: Work with regional partners to develop mobility hubs as locations for multi- modal transportation, specifically accommodating active and public transportation modes. Policy 3-1.3: Promote land use, development, and transportation demand management (TDM) strategies that reduce VMT and dependence on single- occupancy vehicle trips. Action 3-1.11: Update the Zoning Code to discourage cul-de-sac design and require any new developments with cul-de-sacs or other limited street connectivity layouts to provide enhanced connectivity for pedestrians and bicyclists to sites adjacent to or behind the new developments.
Action 3-1.12: Work with developers to ensure new development improves multimodal transportation infrastructure in front of, and adjacent to the development, with effective connections to existing infrastructure or the means to accommodate future connections. Action 3-1.13: Work with developers in the beginning phases of project conception to install Class I and Class IV bicycle lanes, wherever feasible.
Action 3-1.14: Provide information on funding opportunities and other incentives designed to encourage developers of sites in Transit Priority Areas and Priority Development Areas to integrate transit-supportive components, such as unlimited pass programs, transit-serving pedestrian infrastructure, and/or transit subsidies, as appropriate. Action 3-1.15: Continue to implement State guidelines to reduce or eliminate vehicle parking requirements, specifically in the downtown and in Transit Priority Areas. Action 3-1.16: Periodically update City impact fees to require that development projects pay a fair share of costs for multimodal transportation systems improvements. Goal 3-2: Provide a safe and accessible active and public transportation network that emphasizes active transportation connections and service to Equity Priority Areas and Areas of Change. Policy 3-2.1: Ensure that the active transportation network remains in good condition by maintaining facilities, tracking the state of infrastructure, and managing the network in a way that serves all users.
Action 3-2.2: Use mapping to identify gaps in the active transportation network, and complete those gaps, except where it may be infeasible due to lack of City right-of way.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-21
Action 3-2.3: Update the City Code to include sidewalk standards for all applicable zoning districts.
Action 3-2.4: Improve connections in the active transportation network to ensure that all who choose to walk, roll, or ride have adequate access to public transportation amenities, especially in Equity Priority Areas and Areas of Change. Action 3-2.5: Provide street lighting that is energy-efficient, attractive, and appropriate to the character and scale of the neighborhood or district, and that contributes to pedestrian, bicycle, and vehicular safety.
Action 3-2.6: Ensure that major arterials have active transportation infrastructure that accommodates all road users and does not present a barrier to regional travel for any mode. Action 3-2.7: Improve active transportation crossings of major transportation barriers, such as the SMART rail lines, Highway 101, and Highway 12.
Action 3-2.8: Support efforts to acquire local, regional, State, and federal funding for transportation improvements.
Policy 3-2.2: Continue to expand and improve the active transportation network toward completing a safe, continuous, convenient, and attractive network of designated routes that connect all neighborhoods and that is equitably accessible for all ages and abilities. Action 3-2.9: Implement and update the City’s Active Transportation Plan, as appropriate, recognizing that:
The Active Transportation Plan will create a blueprint for the City to construct a low-stress active transportation network for all ages and abilities. The Active Transportation Plan will prioritize separating network users in time and space to increase user safety and comfort.
Each update of the Active Transportation Plan will result in a General Plan Amendment and will therefore become policy and action incorporated into the General Plan. Action 3-2.10: Use the Urban Streets Design Guide and the Urban Bikeways Design Guide created by the National Association of City Transportation Officials (NACTO) as guides to update City Street Design and construction standards and implement a low-stress network for all ages and abilities, specifically through protected and separated bicycle lanes. Action 3-2.11: Support pedestrians and bicyclists by incorporating their needs and interests into regular planning activities for all City projects, including, at a minimum, any project on the Capital Improvements Project list.
Action 3-2.12: Identify and analyze arterial corridors and improve them by preparing and implementing corridor plans to address all transportation modes, specifically active transportation, focusing on separated or protected facilities for all ages and abilities.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-22 OCTOBER 2024
Action 3-2.13: Ensure that there are no physical barriers to bicyclists or pedestrians as they cross high traffic roadways at intersections of Class I or Class IV facilities through improvements such as crosswalks and beacon lights.
Action 3-2.14: Ensure that improvements to the active transportation network include amenities that enhance the user experience, such as lighting, trashcans, benches, and traffic- calming enhancements.
Action 3-2.15: Ensure that the needs of seniors, children, people with disabilities, and those using strollers are addressed through sufficient and continuous sidewalks, crosswalks, and reasonable crossing distances.
Action 3-2.16: Continue to upgrade curb ramps and other pedestrian infrastructure in compliance with the Americans with Disabilities Act.
Action 3-2.17: Support Safe Routes to Schools programs to ensure all students can safely travel to and from school using any mode of transportation, with emphasis on active modes. Action 3-2.18: Prioritize addressing active transportation deficiencies in Equity Priority Areas. Action 3-2.19: Continue to look for opportunities to install High-Intensity Activated Crosswalks and Rectangular Rapid Flashing Beacons to increase pedestrian safety. Policy 3-2.3: Encourage local and interregional active transportation travel. Action 3-2.21: Prioritize bicycle and pedestrian pathways in areas that connect to, or enhance, regional active transportation facilities such as the Joe Rodota Trail and Santa Rosa Creek Trail. Action 3-2.22: Integrate shared use paths along creek corridors, railroad rights-of-way, and include them in park master planning and design.
Action 3-2.23: Work with the County of Sonoma and Caltrans on the development of the planned Class I shared use path along Highway 12 to provide a regional connection to the City of Sonoma.
Action 3-2.24: Work with the County of Sonoma, SMART, and other stakeholders to ensure all Class I shared use paths are regularly maintained and kept open for active transportation uses.
Goal 3-3: Transition away from single-occupancy vehicles. Policy 3-3.1: Continue to offer and improve TDM programs that incentivize a shift away from single-occupancy vehicles.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-23
Action 3-3.1: Work with local employers and existing residential and commercial development to expand TDM and related efforts to help meet employee transportation needs through modes that reduce VMT from single-occupancy automobile trips less than five miles, such as:
Unlimited free access to transit service (CityBus, Sonoma County Transit, and SMART). Funding for increased transit frequency.
Paid incentives to active transportation and micromobility users, including a transportation allowance and secure on-site bicycle parking, lockers, showers, and other facilities that support bicycling commuting to and from work. Programs and incentives to expand carpooling, vanpooling, and car sharing. Staggered work shifts, flex time (e.g., 9/80 work schedule), and telecommuting. Paid-parking disincentives for single-occupant vehicles and/or parking cash-out incentives.
Action 3-3.2: Implement a TDM program for City employees—potentially in partnership with other local governments, public agencies, and transit providers—and promote the program as a model for larger local employers.
Action 3-3.3: Provide or require additional bicycle parking at key destinations and in plain sight to support a car-free environment in high-density areas. Action 3-3.4: Work with developers to ensure bicycle-friendly design, such as visible and secure bicycle parking and shower and changing facilities. Action 3-3.5: Plan for e-bicycles, including publicly available charging and secure parking locations.
Policy 3-3.2: Bolster outreach, marketing, and education about non-automobile modes of transportation, especially. Outreach should pay for Equity Priority Areas and Priority Development Areas.
Action 3-3.6: Provide educational materials to increase driver awareness and understanding of bicyclist and pedestrian needs.
Action 3-3.7: Continue to promote events, such as Bike to Work Day, and look for new opportunities to engage with the public.
Action 3-3.9: Encourage ridership on public transit systems through marketing and promotional efforts and incentives.
Policy 3-3.3: Encourage transit ridership to reduce GHG emissions and provide convenient and efficient public transportation to workplaces, shopping, and other destinations. Action 3-3.10: Identify first-/last-mile challenges citywide and work with transit and rideshare companies to provide solutions.
Action 3-3.11: Explore expanding paratransit to include on-demand services. Action 3-3.12: Continue to require transit-supportive TDM measures for new development, including CityBus/Sonoma County Transit/SMART pass products.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-24 OCTOBER 2024
Policy 3-3.4: Provide convenient, efficient transit routes to major employment, education, recreation, community, and shopping centers throughout the city, SMART stations, and shopping centers.
Action 3-3.13: Continue to implement and periodically update Transit Master Plans, such as Reimagining CityBus and the Short-Range Transit Plan, and work with MTC and other agencies on regional transit-supporting initiatives.
Action 3-3.14: Require new development to provide transit improvements, including:
Direct, paved pedestrian access to transit stops.
Bus turnouts and weather-protected shelters.
Bus-ready travel lanes.
Action 3-3.15: Improve the reliability, efficiency, frequency, and travel time of transit service to meet or exceed performance standards of the most recent Santa Rosa CityBus Short Range Transit Plan and improve transit service along corridors where increased densities are planned.
Action 3-3.16: Work with local and regional transportation agencies to coordinate multimodal connections throughout the city, including timed transfers connecting different transit routes and future rail service, bicycle parking and lockers at transit centers, and transit stops at park- and-ride lots.
Action 3-3.17: Identify opportunities to improve pedestrian, bicycle, micromobility (such as bicycle or scooter share), and bus transit connections between existing transit stations, to SMART stations, and to future mobility hubs.
Action 3-3.18: Coordinate plans for transit system changes and expansions with local land use planning to ensure consistency.
Action 3-3.20: Expand the hours of transit service, including during nights and weekends. Policy 3-3.5: Work with SCTA and MTC to promote Safe Routes to Transit projects and programs and submit applications for funding of local Safe Routes to Transit projects and programs. Action 3-3.21: Explore ways to ensure that transit hubs in the city, especially the Transit Mall, Downtown SMART Station, and North SMART Station, are active, safe, and efficiently accessed by local transit.
Action 3-3.22: Integrate the provision of passenger information, real-time arrival, fare structures, and service planning.
Policy 3-3.6: Ensure that the transit system serves all members of the community equitably, especially in Equity Priority Areas.
Action 3-3.23: Evaluate local transit services to identify and address accessibility barriers. Action 3-3.24: Reduce the cost of transit, especially for low-income individuals, by expanding the unlimited Pass Program that serves students through grade 12, Santa Rosa Junior College students, City employees, paratransit users, and veterans.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-25
Action 3-3.25: Develop an accumulator transit pass that reduces the cost burden for frequent riders.
Action 3-3.26: Work with SCTA and local transit operators to explore financial incentives, reduced fares for public transportation, and a subregional or countywide universal basic mobility program.
Action 3-3.27: Identify strategies to increase residents’ access, especially in low-income areas, to transit hubs, jobs, and areas with goods and services, such as by enhancing existing transit hubs, constructing new transit hubs, and/or providing new first-/last-mile services. Action 3-3.28: Preserve options for future SMART rail stations by zoning land in proximity to the potential station sites for higher residential densities and/or mixed-use development. Action 3-3.29: Support efforts to promote SMART for commuting and tourism and to provide and maintain convenient and accessible routes to transit, including shared use paths. Goal 3-4: Mitigate the traffic-related impacts of new land uses. Policy 3-4.1: Ensure that new development does not impede efficient, safe, and free-flowing circulation for all traffic modes.
Action 3-4.1: Require traffic studies for development projects that may have a substantial impact on the circulation system and use traffic study findings to define improvements that would also support active and public transportation.
The proposed General Plan 2050 integrates planned non-auto facilities identified in the City’s 2018 Bicycle and Pedestrian Master Plan (currently being updated and renamed the Active Transportation Plan (ATP)), and transit plans and contains an extensive list of goals, policies, and actions intended to ensure that multimodal networks in Santa Rosa are improved and extended to support non-auto travel. The proposed General Plan 2050 therefore does not conflict with programs, policies, or plans addressing the transit, roadway, bicycle, and pedestrian facilities. Impacts would be less than significant.
Significance without Mitigation: Less than significant.
TRAN-2 Implementation of the proposed project could conflict or be inconsistent with CEQA Guidelines Section 15064.3, subdivision (b).
Land Use VMT
The VMT modeling results produced by the SCTM19 travel demand model indicate that residential uses in Santa Rosa would on average generate 13.6 VMT per capita under Existing plus Project conditions and
15.0 VMT per capita under Future plus Project conditions. While the Existing plus Project residential metric of 13.6 VMT per capita would be below the 13.9 standard of significance, the Future plus Project metric of 15.0 VMT per capita would exceed it.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-26 OCTOBER 2024
Employment VMT modeling results indicate that employment-based uses in Santa Rosa would on average generate 8.6 home-based commute VMT per employee under Existing plus Project conditions and 8.0 VMT per employee under Future plus Project conditions. Both of these employment-based VMT performance metrics fall below the 10.5 home-based VMT per employee standard of significance.
The total VMT per service population performance metric captures both work and non-work-related trips, as well as visitor and non-home-based trips, including those associated with retail/commercial, community-serving, lodging, and recreational uses. The total VMT per service population in Santa Rosa is forecast to average 22.4 under Existing plus Project conditions and 23.5 under Future plus Project conditions. These levels are a decrease from the existing average of 23.9 VMT per service population and fall below the applied significance standard of 25.4 VMT per service population.
Table 4.15-2, Daily VMT Performance Metrics for the EIR Study Area, summarizes the VMT assessment discussed above, including comparison of the VMT efficiency metrics to countywide averages and standards of significance.
TABLE 4.15-2 DAILY VMT PERFORMANCE METRICS FOR THE EIR STUDY AREA Residential
VMT per Capita
Employment
VMT per Employee
Total VMT per
Service Population
Geographic Averages and Standards of Significance
City of Santa Rosa Existing Average 13.4 9.2 23.9
County of Sonoma Existing Average 16.4 12.3 29.9
Standard of Significance a 13.9 10.5 25.4
Proposed Project
Existing plus Proposed General Plan 2050 13.6 8.6 22.4
Future with Proposed General Plan 2050 15.0 8.0 23.5
Significant Impact? Yes No No
Source: SCTM19 Travel Demand Model, W-Trans, 2023.
Notes: a. Standard of Significance is set at 15 percent below the existing Sonoma countywide average; Bold values exceed standard of significance With implementation of the proposed project, total VMT per service population would decrease from the City’s current levels both under Existing plus Project and Future plus Project conditions and would be more than 20 percent below the current countywide average for Sonoma County. The reduction in citywide total VMT per service population below existing levels is a positive indicator that the land use and circulation changes associated with the proposed project will, overall, reduce the amount of VMT generated by each person living or working in Santa Rosa. A similar trend can be seen in the partial VMT performance metric associated with employment-based uses, with home-based commute VMT per employee in Santa Rosa decreasing from current levels with implementation of the proposed project.
The partial VMT performance metric of residential home-based VMT per capita is projected to increase over current levels with implementation of the proposed project. While residential VMT would remain below the Sonoma countywide average, it would not achieve the applicable standard of significance under Future plus Project conditions, resulting in a significant impact. While VMT is influenced by a highly complex set of interacting factors, one that may be particularly influential is that the proposed General Plan 2050 maintains current residential land use designations on the periphery of the City where trip SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-27
lengths and per capita VMT levels are high. Increased development in these outer areas causes the citywide average VMT per capita to increase. The land use changes contained in the proposed General Plan 2050 counter these effects by emphasizing residential growth in the downtown and core activity areas where trip lengths are lower and many trips can be made by non-auto modes; without this fundamental principal incorporated by the proposed General Plan 2050, residential VMT per capita would have been higher.
As required by CEQA and consistent with the City of Santa Rosa’s VMT Guidelines (see Appendix C, 2020 VMT Guidelines, of this Draft EIR), individual residential development projects that are subject to VMT analysis shall be required to achieve a standard of 15 percent below the countywide average residential VMT per capita. For individual residential development projects that do not achieve this standard, applicants shall be required to contribute to a VMT mitigation bank as referenced in proposed General Plan 2050 Action 3-1.2, or contribute to offsite improvements intended to reduce VMT, such as those referenced in proposed Action 3-3.12 and Action 3-3.14.
Residential project VMT reduction techniques would vary depending on the location and context of each development site, though utilization of TDM strategies would play an important role in most cases.
Following are examples of TDM and other strategies that may be applied:
Subsidize resident transit passes;
Provide or participate in established ride-matching program(s); Provide information, educational, and marketing resources for residents and visitors managed by a TDM Coordinator;
Complete bus stop improvements or implement on-site mobility hubs; Construct off-site pedestrian and/or bicycle network improvements, particularly those that fill gaps and/or connect the project and surrounding neighborhood to transit; Reduce parking supply at projects;
Unbundle parking costs (sell or lease parking separately from the housing unit); Provide or participate in car-sharing, bike sharing, or scooter sharing program(s).
Chapter 3, Circulation, Open Space, Conservation, and Greenhouse Gas Reduction, of the proposed General Plan 2050 contains goals, policies, and actions that require local planning and development decisions to consider VMT impacts. In addition to the proposed General Plan 2050 goals, policies, and actions identified under impact discussion TRAN-1 to promote non-auto modes of transportation, the following goal, policy, and actions directly relate to VMT reduction strategies that would help to reduce potential VMT impacts:
Goal 3-1: Provide an integrated land use and transportation system with safe and efficient movement of people and goods for all modes of travel that prioritizes reduction of VMT and transportation- related GHG emissions.
Policy 3-1.1: Work with partner agencies to reduce VMT using existing techniques and explore feasibility of new techniques as they arise.
*Action 3-1.1: Require an analysis of projected VMT and mitigation, as necessary, as part of the project review process for projects with the potential to increase VMT.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-28 OCTOBER 2024
Action 3-1.2: Work with SCTA and other local and regional partners to explore developing a VMT mitigation bank alternative for eligible projects to fund VMT reduction efforts. Action 3-1.3: Continue to participate in discussions addressing regional through-traffic with SCTA, the County of Sonoma, MTC, and other municipalities, prioritizing investments that will reduce VMT and GHG emissions.
Action 3-1.4: Coordinate transportation plans with those of Sonoma County, MTC, and the State of California, to support interregional travel improvements, particularly connections to public and active transportation modes.
Implementation of these proposed General Plan 2050 goals, policies, and actions would reduce the VMT impacts associated with potential future development projects, as well as the overall VMT generated in Santa Rosa. However, because the Future plus Project residential metric of 15.0 VMT per capita would exceed the 13.9 standard of significance, impacts would be potentially significant.
Impact TRAN-2a: Implementation of the proposed project could result in a significant vehicle miles traveled (VMT) impact for residential VMT per capita.
Significance with Mitigation: Significant and unavoidable. Implementation of the proposed General Plan 2050 goals, policies, and actions would reduce the VMT generated by all development including residential uses. In support of proposed General Plan 2050 Policy 3-1.1 to reduce VMT, proposed *Action 3-1.1 requires an analysis of project VMT and mitigation as part of the project review process.
Proposed Action 3-1.2 requires the City to work with other local and regional partners to explore developing a VMT mitigation bank. Proposed Action 3-1.3 and Action 3-1.5 supports prioritizing investments that will reduce VMT and GHG emissions.
If all individual development projects achieve the required residential VMT per capita through mitigation, use of a bank, or implementation of offsite measures, impacts would be reduced to a less- than-significant level. There are, however, two important aspects that introduce uncertainty as to whether these reductions can consistently be achieved. First, the proposed General Plan 2050 is a programmatic plan. Specific development plans defining the size, configuration, and characteristics of residential projects affect VMT projections, but site-specific information about future development projects is not available at this time. Because VMT performance is sensitive to these factors, it is not currently possible to conclusively determine VMT performance metrics and the effectiveness of VMT reduction strategies for individual sites. Second, there is uncertainty about the ability of all residential development projects to achieve the required VMT reductions—particularly projects in suburban locations in the outer areas of Santa Rosa where it may be infeasible to provide new or more frequent transit service and very few VMT reduction strategies are viable. Programs such as VMT mitigation exchanges or banks may provide a viable mitigation mechanism for developments, but the timing of when such programs may become available is unknown.
Given the programmatic nature of the proposed project, uncertainties as to whether individual development projects will be able to successfully meet VMT standards even with mitigation, and uncertainties as to the availability of other mitigation strategies such as VMT exchanges or banks, the impact is considered significant and unavoidable. Note that this impact conclusion does not preclude SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-29
the finding of less than significant at the project level for future projects over the 2050 buildout horizon.
Roadway Network VMT
The VMT associated with transportation projects must be considered in CEQA evaluations. Roadway projects that substantially increase vehicular capacity, particularly on arterial roadways, highways, and freeways, have been shown to increase VMT through induced demand and should be analyzed quantitatively pursuant to guidance contained in the OPR Technical Advisory. A transportation project that results in an increase in VMT is considered to have a significant impact. The OPR Technical Advisory provides a list of transportation project types that would not likely lead to a substantial or measurable increase in vehicle travel, indicating that such improvements would not require induced travel analyses and may be presumed to result in less-than-significant VMT impacts. The types of transportation projects that may result from implementation of the proposed project include (but are not limited to):
Safety projects that do not add motor vehicle capacity; Installation, removal, or reconfiguration of traffic lanes that are not for through traffic; Addition of roadway capacity on local or collector streets; Conversion of existing general-purpose lanes to managed lanes or transit lanes; Installation, removal, or reconfiguration of traffic control devices; Timing of signals to optimize vehicle, bicycle, or pedestrian flow; Installation of roundabouts;
Installation or reconfiguration of traffic calming devices; Initiation of new transit service;
Removal or relocation of off-street or on-street parking spaces; Rehabilitation and maintenance projects that do not add motor vehicle capacity; Addition of new or enhanced bike or pedestrian facilities; Installation of publicly available alternative fuel/charging infrastructure.
The phenomenon of induced VMT is influenced by behavioral variables that are not typically addressed by travel demand models including SCTM19. For this reason, the induced VMT was calculated using a tool developed by the National Center for Sustainable Transportation, 10 which is based on substantial research
that analyzed the elasticities of VMT in relation to vehicle lane miles.
The proposed General Plan 2050 identifies several arterial streets on which vehicle lanes would be added or removed. While reductions in vehicle lanes (typically associated with “road diet” projects) would have no adverse VMT impacts, roadway projects that add new lanes and capacity on arterial and highway streets may result in long-term induced vehicle travel. Accordingly, an induced demand assessment was completed. The net increase in vehicle lane miles associated with the proposed project was assessed considering the list of arterial segments on which vehicle lanes would be added or removed, as shown in Table 4.15-3, Changes in Arterial Lane Miles.
10 National Center for Sustainable Transportation, California Induced Travel Calculator, University of California, Davis, https://travelcalculator.ncst.ucdavis.edu/, accessed March 28, 2022.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-30 OCTOBER 2024
TABLE 4.15-3 CHANGES IN ARTERIAL LANE MILES
Arterial Roadway Segment Change in Lane Miles
Segments with Increased Lane Miles
Baker Avenue freeway overcrossing 0.4
Bellevue Avenue freeway overcrossing 0.4
College Avenue (west of Stony Point Rd) 0.2
Dutton Avenue Extension 0.8
Dutton Meadow Extension 0.6
Farmers Lane Extension 7.2
Fulton Road (Piner Rd to Guerneville Rd) 1.2
Hearn Avenue (east of Dutton Ave) 0.6
SR 12 (Melita Rd to Pythian Rd) 6.3
Mendocino Avenue overcrossing 0.4
Northpoint Parkway Extension 0.8
Piner Road (Marlow Rd to Fulton Rd) 1.5
Sebastopol Road (Lombard Ln to Fulton Rd) 1.1
Stony Point Road (Hearn Ave to Bellevue Ave) 1.4
Yolanda Avenue (Petaluma Hill Rd to Santa Rosa Ave) 0.5 Total Increased Arterial Lane Miles 23.4
Segments with Decreased Lane Miles
B Street/Healdsburg Avenue (Tenth St to Seventh St) -0.1 Cleveland Avenue (Piner Rd to Guerneville Rd) -1.6
College Avenue (Fulton Rd to Halyard Dr) -0.6
Dutton Avenue (College Ave to W Third St) -1.4
Fourth Street (Brookwood Ave to Bryden Ln) -1.2
Mendocino Avenue (College Ave to Fourth St) -0.3
Santa Rosa Avenue (Third St to Maple Ave) -0.9
Total Decreased Arterial Lane Miles -6.1
Total Change in Arterial Lane Miles 17.3
Source: W-Trans, 2023.
The proposed project would increase arterial lane miles in Santa Rosa by 17.3 miles. Applying the criteria used in the National Center for Sustainable Transportation calculator, the associated induced VMT is estimated to be 57.9 million additional VMT per year, or approximately 158,630 daily VMT.
Caltrans’ publication Transportation Analysis under CEQA addresses the topic of induced VMT associated with roadway capacity-increasing projects.11 Caltrans acknowledges that the measures resulting in the largest VMT decreases are generally off-system (in other words, not directly tied to the roadway facility itself), including authority of land uses and TDM strategies. The proposed General Plan 2050 has
11 California Department of Transportation, 2020, Transportation Analysis Under CEQA, first edition.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-31
incorporated land use strategies by focusing development intensification in the downtown core area and in focused activity areas that have non-auto travel options and a diversity of land uses, as well as TDM strategies aimed at reducing VMT. Caltrans also acknowledges the need for cost-effective, feasible, and proportional VMT mitigation measures such as those possible with a VMT credit or banking and exchange system operated by Caltrans, an MPO, RTP agency, or another entity. The proposed project also emphasizes this approach, with proposed General Plan 2050 Action 3-1.2 calling for the City to work with SCTA and other partners to develop a VMT mitigation bank to fund VMT reduction efforts. The proposed General Plan 2050 includes additional goals, policies, and actions that have been structured to reduce VMT, as previously discussed above.
The largest capacity-increasing projects included in the proposed project would also incorporate facilities for non-auto travel or complement planned non-auto project improvements. These include the Farmers Lane extension, which includes new sidewalks, bike lanes, and accommodations for future transit service, as well as widening along SR 12, which is adjacent to the planned Sonoma Valley Trail running between Santa Rosa and the Springs communities in unincorporated Sonoma County. Also important to note is the approximately 6.1-mile reduction in lane miles associated with future roadway projects included in the proposed project; in all cases these lane reductions would entail reallocating roadway width in order to provide more robust non-auto facilities, including bike lanes, thereby facilitating reductions in VMT.
However, because the proposed project would induce approximately 158,630 daily VMT associated with the proposed increase in arterial lane miles, impacts would be potentially significant.
Impact TRAN-2b: Implementation of the proposed project could result in a significant roadway network vehicle miles traveled (VMT) impact associated with increasing the capacity of the arterial street network.
Significance with Mitigation: Significant and unavoidable. Implementation of the proposed General Plan 2050 goals, policies, and actions listed under impact discussions TRAN-1 and TRAN-2 would improve the active transportation network, work with partner agencies to reduce VMT, encourage development in TPAs and PDA, amongst other to reduce VMT generated by all development.
Specifically, proposed *Action 3-1.1 requires an analysis of project VMT and mitigation as part of the project review process. Even with implementation of the proposed General Plan 2050 goals, policies, and actions related to VMT reduction, the effectiveness of VMT-reduction strategies and availability of alternative mitigation strategies such as VMT exchanges or banks is not certain. As such, the impact on roadway network VMT is considered significant and unavoidable.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-32 OCTOBER 2024
TRAN-3 Implementation of the proposed project would not substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).
Any potential new transportation facilities built over the buildout horizon of the proposed project, whether constructed as part of private developments or by agencies, including the City of Santa Rosa, to improve circulation, would be designed and constructed to local, regional, and federal standards. These include, but are not limited to, the California Manual on Uniform Traffic Control Devices, the Caltrans Highway Design Manual, and the City of Santa Rosa’s Street Design and Construction Standards, all of which have been developed to minimize the potential for safety conflicts and hazards. As such, construction of new transportation facilities in Santa Rosa would not be expected to introduce any hazardous design features.
While the designs of individual development projects that would be potentially built following adoption of the proposed project are not known at this time, for many projects vehicular access is anticipated to take place via the existing public street network. Where new roads or access points are required, specific access schemes would be determined during project design and would undergo review for compliance with safety and design standards by the City of Santa Rosa. During such reviews, routine assessments include consideration of the potential need for traffic control or turn lane improvements to maintain safety, the potential for queueing conditions that could lead to safety concerns, and safety related to site accessibility for non-auto modes.
Some potential development areas are located on or adjacent to SR 12, which is a Caltrans facility. The memorandum Traffic Safety Bulleting 20-02-R1: Interim Local Development Intergovernmental Review Safety Review Practitioner’s Guidance provides guidance on how jurisdictions and practitioners may assess transportation safety topics associated with local development projects. 12 The memorandum states that
the interim guidance is “intended to apply to proposed land use projects and plans affecting the State Highway System. Specific effects may include but are not limited to adding new automobile, bicycle, or pedestrian trips to state roadways; modifying access to state roadways; or affecting the safety of connections to or travel on state roadways.” The memorandum further explains that the guidance “does not establish thresholds of significance for determining safety impacts,” and reiterates that “Automobile congestion or delay itself does not constitute a significant environmental impact (Public Resources Code, Section 21099(b)(2)), and traffic safety should not be used as a proxy for road capacity.” As noted above, development proposals would be reviewed by the City of Santa Rosa, which, as part of standard procedures, would also refer projects located on the State Highway System to Caltrans for review. Site- specific safety assessments and required improvement measures would be established during such reviews, ensuring that project design features do not create safety hazards.
12 California Department of Transportation, 2020, Traffic Safety Bulleting 20-02-R1: Interim Local Development Intergovernmental Review Safety Review Practitioner’s Guidance.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-33
In summary, development projects in the City of Santa Rosa would be reviewed during standard entitlement processes for conformance with applicable design standards and regulations, ensuring that developments will not substantially increase transportation hazards. Similarly, new transportation facilities constructed by new development or by jurisdictions including the City of Santa Rosa would be designed to be compliant with applicable design standards. Accordingly, implementation of the proposed project would not substantially increase hazards due to a design feature or incompatible uses that may have a significant impact on the environment, and impacts would be less than significant.
Significance without Mitigation: Less than significant.
TRAN-4 Implementation of the proposed project would not result in inadequate emergency access.
As a programmatic plan, the proposed General Plan 2050 does not contain detailed information pertaining to how individual properties within the EIR Study Area would be developed over time (such as site and access configurations). Potential future development over the buildout horizon of the proposed project would be subject to the requirements contained in the City’s Design and Construction Standards, which include requirements for emergency access, and would be reviewed by public safety officials as part of the City’s entitlement process. In addition, SRCC Chapter 18-44 requires that roads be maintained to provide adequate space for emergency vehicle access. Future development in areas designated Wildland- Urban Interface Fire Area is subject to additional requirements and review. See impact discussion HAZ-6 in Chapter 4.9, Hazards and Hazardous Materials, and impact discussion WF-1 in Chapter 4.18, Wildfire, of this Draft EIR for further discussions related to emergency evacuation.
Chapter 3, Circulation, Open Space, Conservation, and Greenhouse Gas Reduction, of proposed General Plan 2050 contains goals, policies, and actions intended to balance the mobility needs of all users. The following goal, policy, and actions would serve to minimize impacts related to emergency access:
Goal 3-2: Provide a safe and accessible active and public transportation network that emphasizes active transportation connections and service to Equity Priority Areas and Areas of Change. Policy 3-2.5: Address traffic volumes and speeds in neighborhoods to reduce cut-through traffic and promote use of existing low-stress streets for active transportation travel. Action 3-2.29: Reduce neighborhood traffic in all areas of the city by ensuring arterial and collector streets can accommodate all modes of transportation. Action 3-2.30: Improve the safety and efficiency of arterial and collector streets by revising the Street Design and Construction Standards to:
Reduce the number of driveways and intersections to limit conflict points. Avoid unnecessary residential access.
Install and facilitate timing of traffic signals.
Ensure continuous sidewalks and bicycle lanes where feasible. Implement design best management practices from guidelines such as NACTO’s Urban Streets Design Guide and the Urban Bikeway Design Guide, to ensure facilities are as low stress as possible.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-34 OCTOBER 2024
Action 3-2.31: Implement traffic-calming measures, where appropriate, to improve neighborhood livability and preserve low-stress active transportation routes, such as:
Narrowing street widths.
Adding curb extensions to reduce crossing distances for pedestrians. Adding or removing on-street parking, depending on feasibility and right-of-way. Adding chicanes, chokers, or diverters to slow traffic. Creating rough-paved crosswalks to increase visibility and encourage slow vehicle movement.
Adding rumble strips or speed tables with bicycle cutouts to slow vehicles but allow for seamless bicycle passage.
Adding planted islands.
Action 3-2.32: Include active transportation network improvements and traffic calming in regular paving and maintenance projects unless infeasible due to engineering or conflict with emergency access.
Action 3-2.33: Construct or require roundabouts in lieu of stop/signal-controlled intersections, where appropriate, to improve safety, reduce delay and idling time, and lower vehicle emissions.
Additionally, the proposed General Plan 2050 circulation network includes strategic roadway widenings on key arterials and highways, including SR 12, Fulton Road, and Stony Point Road, that will facilitate access by emergency responders, providing additional space for drivers to slow or pull over to allow emergency vehicles to pass. The extension of Farmers Lane identified in the proposed General Plan 2050 will also improve emergency access by allowing responders to travel between the southern and eastern areas of Santa Rosa more quickly and efficiently. The proposed circulation network also includes modifications to existing roadways related to adding bicycle and pedestrian facilities and improving roadway safety.
Roadway modifications will be designed consistent with applicable regulations to accommodate emergency vehicles, including turns at intersections. All modifications to roadways are subject to review by various City divisions, including the Santa Rosa Fire Department, who will ensure that improvements will effectively accommodate circulation and access by emergency responders. The proposed General Plan 2050 is a program-level plan that does not directly address project-level components that will be required to provide adequate emergency access. Considering the proposed project’s accommodation of emergency vehicles in existing and future streets, and the established procedures for reviewing project- level emergency access needs and compliance with State and local law as part of the entitlement process, impacts would be less than significant.
Significance without Mitigation: Less than significant.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
PLACEWORKS 4.15-35
TRAN-5 Implementation of the proposed project could, in combination with past, present, and reasonably foreseeable projects, result in a cumulative impact with respect to transportation.
The context of the impact evaluation described under impact discussions TRAN-1 through TRAN-4 are described in the cumulative context of the region and no further discussion of cumulative impacts is required. As described, impacts related to bus transit, bicycle and pedestrian facilities, and roadways in the EIR Study Area would be less than significant, as would those associated with emergency access and roadway hazards. As described under impact discussion TRAN-2, potential development over the buildout horizon would have a residential VMT per capita that is above the significance standard, and roadway capacity projects identified in the proposed project would result in induced VMT. Therefore, the cumulative impact on VMT would be significant and unavoidable.
Impact TRAN-5: The proposed project, in combination with past, present, and reasonably foreseeable projects, could result in significant cumulative impact with respect to vehicle miles traveled (VMT).
Significance with Mitigation: Significant and unavoidable. Even with the proposed General Plan 2050 goals, policies, and actions described under impact discussion TRAN-2, including proposed *Action 3-
1.1, the effectiveness of VMT-reduction strategies is not certain. As such, the cumulative impact on VMT is considered significant and unavoidable.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRANSPORTATION
4.15-36 OCTOBER 2024
This page has been intentionally left blank.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
PLACEWORKS 4.16-1
4.16 TRIBAL CULTURAL RESOURCES
This chapter of the Draft Environmental Impact Report (EIR) describes the potential impacts to tribal cultural resources (TCR) associated with the adoption and implementation of the proposed project. This chapter describes the regulatory framework and existing conditions, identifies criteria used to determine impact significance, provides an analysis of the potential impacts to TCRs, and identifies proposed General Plan 2050 goals, policies, and actions that would minimize any potentially significant impacts. A general discussion of cultural resources, which includes archeological resources and human remains that could be associated with Native Americans, is included in Chapter 4.5, Cultural Resources, of this Draft EIR, which may be referenced in this chapter.
4.16.1 ENVIRONMENTAL SETTING
REGULATORY FRAMEWORK
Federal Regulations
Archaeological Resources Protection Act
The Archaeological Resources Protection Act (US Code, Title 16, Sections 470aa–mm) became law on October 31, 1979, and has been amended four times. It regulates the protection of archaeological resources and sites that are on federal and Native American lands.
American Indian Religious Freedom Act
The American Indian Religious Freedom Act (US Code, Title 15, Section 1996) recognizes that Native American religious practices, sacred sites, and sacred objects have not been properly protected under other statutes. It establishes as national policy that traditional Native American practices; beliefs; sites, including the right of access; and the use of sacred objects shall be protected and preserved. It does not include provisions for compliance.
Native American Graves Protection and Repatriation Act
The Native American Graves Protection and Repatriation Act of 1990 (US Code, Title 25, Sections 3001 et seq.) protects Native American remains, including Native American graves on federal and tribal lands, and recognizes tribal authority over the treatment of unmarked graves. This act prohibits the selling of Native American remains and provides guidelines for the return of Native American human remains and cultural objects from any collection receiving federal funding, such as museums, universities, or governments.
Noncompliance with this act can result in civil and criminal penalties.
4.16.1.1 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
4.16-2 OCTOBER 2024
State Regulations
California Environmental Quality Act
California Environmental Quality Act (CEQA) Section 21083.2 and CEQA Guidelines Section 15126.4 specify lead agency responsibilities in determining whether a project may have a significant effect on archaeological resources. If it can be demonstrated that a project will damage a unique archaeological resource, the lead agency may require reasonable efforts for the resources to be preserved in place or left in an undisturbed state. Preservation in place is the preferred approach to mitigation. The Public Resources Code (PRC) also details required mitigation if unique archaeological resources are not preserved in place. CEQA defines a unique archeological resource as an archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely adding to the current body of knowledge, there is a high probability that it meets any of the following criteria:
Contains information needed to answer important scientific research questions and there is a demonstrable public interest in that information.
Has a special and particular quality such as being the oldest of its type or the best available example of its type.
Is directly associated with a scientifically recognized important prehistoric or historic event or person.
CEQA Guidelines Section 15064.5(e) requires that excavation activities stop whenever human remains are uncovered during a project or activity, and that the county coroner be called in to assess the remains. If the county coroner determines that the remains are Native American, the Native American Heritage Commission (NAHC) must be contacted within 24 hours. At that time, the lead agency must consult with the appropriate Native American descendants, if any, as identified by the NAHC. Under certain circumstances, the lead agency (or applicant), is required to develop an agreement with the Native American descendants for the treatment and disposition of the remains. In addition to the mitigating provisions pertaining to accidental discovery of human remains, CEQA Guidelines Section 15064.5(f) also requires that a lead agency make provisions for the accidental discovery of historical or archaeological resources. These provisions should include an immediate evaluation of the find by a qualified archaeologist. If the find is determined to be a Historical Resource or Unique Archaeological Resource, avoidance measures should be implemented, or appropriate mitigation should be available.
Native American Historic Resource Protection Act
The Native American Historic Resource Protection Act, commonly referred to as it’s legislative bill number Assembly Bill (AB) 52, passed in 2014 and amended CEQA to address California Native American tribal concerns regarding how cultural resources of importance to tribes are treated under CEQA and created the new TCR category. CEQA identifies a TCR as a separate and distinct category of resource, separate from a historical resource or archaeological resource. CEQA specifies that a project that may cause a substantial adverse change in the significance of a TCR (as defined in CEQA Statute or PRC Section 21074[a]) is a project that may have a significant effect on the environment. To help determine whether a project may have such an effect, the PRC requires a lead agency to consult with any California Native American tribe that requests consultation and is traditionally and culturally affiliated with the geographic area of the proposed project. According to AB 52, tribes may have expertise in tribal history and “tribal SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
PLACEWORKS 4.16-3
knowledge about land and TCRs at issue should be included in environmental assessments for projects that may have a significant impact on those resources.” CEQA Section 21074.3(a) defines a TCR as a site, feature, place, or cultural landscape that is geographically defined in terms of size and scope, sacred place, and object with cultural value to a California Native American tribe that is either included or eligible for inclusion in the California Register of Historic Resources or included in a local register of historical resources, or if the City of Santa Rosa, acting as the lead agency, supported by substantial evidence, chooses at its discretion to treat the resource as a TCR.
Because these criteria also meet the definition of a historical resource under CEQA, a TCR may also require additional consideration as a historical resource. TCRs may or may not exhibit archaeological, cultural, or physical indicators.
CEQA Section 21080.3.2 provides that the tribal consultation process includes, but is not limited to, discussing the type of environmental review necessary, the significance of TCRs, the significance of the project impacts on TCRs, and alternatives and mitigation measures recommended by the tribe. If the California Native American tribe requests consultation to include project alternatives, mitigation measures, or significant effects, the consultation would be required to cover those topics. PRC Section 21082.3 provides that any mitigation measures agreed upon during this consultation “shall be recommended for inclusion in the environmental document and in an adopted mitigation monitoring program” if determined to avoid or lessen a significant impact on TCRs. Consultation is considered concluded when (1) the parties agree to measures to avoid or reduce a significant impact on a TCR, if such a significant impact exists, or (2) when a party concludes that mutual agreement cannot be reached. If no formal agreement on the appropriate mitigation has been established, mitigation measures that avoid or substantially lessen potential significant impacts should be implemented.
Health and Safety Code Sections 7052 and 7050.5
Health and Safety Code Section 7052 states that the disturbance of Native American cemeteries is a felony. Section 7050.5(b) of the Health and Safety Code specifies protocol when human remains are discovered during activities involving ground disturbance. If human remains are discovered or identified in any location other than a dedicated cemetery, there should be no further disturbance or excavation nearby until the county coroner has determined the area is not a crime scene that warrants further investigation into the cause of death and made recommendations to the persons responsible for the work in the manner provided in PRC Section 5097.98. This section, which applies to both State and private lands, provides guidance for proceeding when human remains associated with Native American burials and associated items are encountered. This act stipulates the procedures the descendants may follow for treating or disposing of the remains and associated grave goods.
Public Resources Code Section 5097
PRC Section 5097.5(a) specifies that a person shall not knowingly and willfully excavate upon, or remove, destroy, injure, or deface any historic or prehistoric ruins, burial grounds, or archaeological sites, which can include fossilized footprints, inscriptions made by human agency, rock art, or any other archaeological or historical feature, situated on public lands, except with the express permission of the public agency having jurisdiction over the lands. As used in this section, “public lands” means lands owned by, or under SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
4.16-4 OCTOBER 2024
the jurisdiction of, the state, or any city, county, district, authority, or public corporation, or any agency thereof. County and city lands are exempt from this provision, except for parklands larger than 100 acres.
California Code of Regulations
Archaeological resources, on lands administered by the California Department of Parks and Recreation, are addressed in California Code of Regulations Title 14, Division 3, Chapter 1. Section 4308 of this chapter addresses archaeological features and states that no person shall remove, injure, disfigure, deface, or destroy any object of archaeological or historical interest or value.
Assembly Bill 168
AB 168 was signed in 2020 and extends the responsibility of a development proponent to consult with Native American tribes to streamline ministerial approvals for affordable multifamily housing developments under Senate Bill (SB) 35. A development with streamlined ministerial approval under SB 35 is not subject to CEQA, allowing for such developments to occur without going through a CEQA review or screening process to determine if they would affect TCRs. AB 168 requires a development proponent to submit notice of its intent to apply for streamlined approval to the local government prior to the actual application submittal. The local government is then required to provide formal notice to each California Native American tribe that is culturally affiliated with the geographic area of the proposed development and to engage in a scoping consultation regarding the potential effects the proposed development could have on a potential TCR (California Government Code Section 65913.4(b)). The scoping consultation must commence within 30 days after the proponent submits a notice of intent to apply for ministerial approval and concluded before the proponent can submit the application. AB 168 deems a project ineligible for the streamlined, ministerial approval process and requires it be subject to CEQA if:
The site of the proposed development is a TCR that is on a national, state, tribal, or local historic register list;
The local government and the California Native American tribe do not agree that no potential TCR would be affected by the proposed development; or
The local government and California Native American tribe find that a potential TCR could be affected by the proposed development and the parties do not document an enforceable agreement regarding the methods, measures, and conditions for treatment of those TCRs, as provided.
EXISTING CONDITIONS
Information in this section was obtained from the California Historical Resources Information System’s Northwest Information Center in Rohnert Park and the files of the City of Santa Rosa by Tom Origer and Associates for the preparation of this Draft EIR. A complete setting, including historic resources and Native
4.16.1.2 SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
PLACEWORKS 4.16-5
American consultation pursuant to California Government Code Section 65352.3-5, is provided in Chapter
4.5, Cultural Resources, of this Draft EIR.1
Ethnographic Setting
Linguists and ethnographers tracing the evolution of languages have found that most of the indigenous languages of the California region belong to one of five widespread North American language groups (the Hokan and Penutian phyla, and the Uto-Aztecan, Algic, and Athabaskan language families). The distribution and internal diversity of four of these groups suggest that their original centers of dispersal were outside, or peripheral to, the core territory of California, that is, the Central Valley, the Sierra Nevada, the Coast Range from Cape Mendocino to Point Conception, and the Southern California coast and islands. Only languages of the Hokan phylum can plausibly be traced back to populations inhabiting parts of this core region during the Archaic period, and there are hints of connections between certain branches of Hokan, such as that between Salinan and Seri, that suggest that at least some of the Hokan languages could have been brought into California by later immigrants, primarily from the Southwest and northwestern Mexico.
2 At the time of Euroamerican settlement, people inhabiting this area spoke Southern Pomo, one of seven mutually unintelligible Pomoan languages belonging to the Hokan language stock. The Southern Pomo’s aboriginal territory falls within present-day Sonoma County. To the north, it reaches the divide between Rock Pile Creek and the Gualala River, and to the south it extends to near the town of Cotati. The eastern boundary primarily runs along the western flanks of Sonoma Mountain until it reaches Healdsburg, where it crosses to the west side of the Russian River . Within the larger area that constitutes the Southern Pomo homelands, some bands or tribelets occupied distinct areas.
The Bitagomtara were a tribelet of the Southern Pomo and they occupied the lands south of Mark West Creek, north of Cotati and the boundary of the Coast Miwok, east of the Laguna de Santa Rosa, and west of Sonoma Canyon.
3, 4 Primary village sites of the Southern Pomo were occupied continually, while temporary sites were visited to procure resources that were especially abundant or available only during certain seasons. Sites often were situated near freshwater sources and in ecotones where plant life and animal life were diverse and abundant.
1 California Government Code Section 65352.3-5, commonly known by its legislative bill number, SB 18, states that prior to the adoption or amendment of a city or county’s general plan, or specific plans, the city or county shall consult with California Native American tribes that are on the contact list maintained by the NAHC. 2 V. Golla, 2011, California Indian Languages, Berkeley and Los Angeles: University of California Press. 3 R. Milliken, 1995, A Time of Little Choice: The Disintegration of Tribal Culture in the San Francisco Bay Area, 1769-1810, Menlo Park, CA: Ballena Press.
4 O. Stewart, 1943, “Notes on Pomo Ethnogeography”, University of California Publications in American Archaeology and Ethnology 40, no. 2, pp.29–62.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
4.16-6 OCTOBER 2024
Primary village sites of the Southern Pomo were occupied continually, while temporary sites were visited to procure resources that were especially abundant or available only during certain seasons. Sites often were situated near freshwater sources and in ecotones where plant life and animal life were diverse and abundant. There are several ethnographic villages in the EIR Study Area. 5 The Southern Pomo population was decimated early in the historic period, especially in the southern part of their territory. Ethnic identity was severely impacted in the region of Santa Rosa and Sebastopol; McLendon and Oswalt reported that the few Southern Pomo speakers remaining in 1976 were from north of Healdsburg.
6 In 1992, the Southern Pomo and Coast Miwok established the Federated Indians of Graton Rancheria and were federally recognized in 2000.
Archaeological Resources
Beginning in the early twentieth century, avocational archaeologist Jesse Peter traversed the Santa Rosa area and documented over 100 Native American archaeological sites. Since the enactment of the National Historic Preservation Act of 1966 and the CEQA of 1970, hundreds of surveys have been conducted in the EIR Study Area, which has resulted in the documentation of over 1,000 cultural resources ranging from prehistoric habitation sites to mid-twentieth century developments. Remnants of Native American civilization have been discovered along Santa Rosa Creek and its tributaries, in the adjacent alluvial valleys and surrounding plains, in the hills, in the Trione-Annadel State Park area, in the Laguna de Santa Rosa, and in the Windsor area. The remains of entire settlements, including three former villages, were found in northern Santa Rosa. Given the environmental setting, the archaeologically rich nature of the Santa Rosa area, and the fact that the EIR Study Area has not been entirely surveyed, there is a high potential for finding additional Native American sites in Santa Rosa.
Tribal Cultural Resources and Consultation
Native American Resources
Santa Rosa was a site of Native American habitation beginning approximately 7,000 years ago, and Santa Rosa contains approximately 190 recorded Native American resources. 7 The Santa Rosa Basin,
encompassing the EIR Study Area, contains six major drainages: Santa Rosa, Matanzas, Piner, Rincon, Austin, and Brush Creeks. These creeks may hold prehistoric resources because Native American archaeological sites tend to be near waterways as well as along ridge tops, mid-slope terraces, alluvial flats, the base of hills, and near vegetation ecotones. 8 Trione-Annadel State Park, in the southeast corner
of the EIR Study Area, was an important obsidian source for Native American tools. Resources may include chert or obsidian flakes, projectile points, mortars, pestles, dark friable soil containing shell and bone dietary debris, heat-affected rock, or human burials.
5 S. Barrett, 1908, The Ethno-Geography of the Pomo and Neighboring Indians, University of California Publications in American Archaeology and Ethnology, vol. 6, no. 1, Berkeley, California: University of California Press. 6 S. McLendon and R. Oswalt, 1978, “Pomo,” In California, edited by R. Heizer, pp. 274–288, Handbook of North American Indians, Vol. 8, W. Sturtevant, general editor, Washington, D.C.: Smithsonian Institution. 7 Based on a 2001 review of records and literature on file with the California Historical Resources Information System. 8 Vegetation ecotones are transition areas between different plant communities.
SANTA ROSA GENERAL PLAN 2050 DRAFT EIR
CITY OF SANTA ROSA
TRIBAL CULTURAL RESOURCES
PLACEWORKS 4.16-7
Native American Consultation: Assembly Bill 52
Pursuant to AB 52, on March 14, 2023 the City provided notification of the proposed project and provided an opportunity for comments from representatives of the Federated Indians of Graton Rancheria and Lytton Rancheria as they are traditionally and culturally affiliated with the geographic area and have requested to be notified about projects in the city of Santa Rosa. The City received requests for consultation from the Federated Indians of Graton Rancheria and Lytton Rancheria. The City met with representatives of Federated Indians of Graton Rancheria and with representatives of Lytton Rancheria. In addition to the meetings, the City maintained ongoing communication with representatives from the Federated Indians of Graton Rancheria and Lytton Rancheria.
Additionally, as recommended by the NAHC, the City sent a request to the NAHC for a Tribal Contacts List in April 2019 and due to the ongoing nature of the proposed project a new request was sent in August 2024. As described in Section 4.5.1.3, Existing Conditions, under the subheading “Native American Consultation: Senate Bill 18” in Chapter 4.5, Cultural Resources, of this Draft EIR, the NAHC identified 36 local Native American representatives from 25 tribes as potentially having local knowledge of Native American places, features, and objects, as defined in PRC Section 5097.9 and PRC Section 5097.993, that are within the EIR Study Area. As of the publication of this Draft EIR, no additional requests for consultation have been received.
As a result of the consultations to date, no TCRs have been identified and as described in Chapter 4.5 of this Draft EIR, only the following requests have been made:
Work to develop a better communication system for the required AB 52 and Senate Bill 18 consultation between City staff and tribes.
Tribal acknowledgment to be added to the Housing Element and to be carried forward in the comprehensive General Plan.
Consider Phase 1 archaeological survey for all projects that involve ground disturbance: allowing potential exceptions where the ground has already been disturbed. Develop a threshold for when ministerial projects with ground disturbance can include consultation. Expand consideration of projects along waterways to include historical locations and trajectories. Ensure the plan includes adequate goals, policies, and actions related to resilience.