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HomeMy WebLinkAbout1995-02-21 - AGENDAS - ADJOURNED JOINT MEETING (2)CITY OF SANTA CLARITA ADJOURNED REGULAR CITY COUNCIL & PLANNING COMMISSION MEETING TUESDAY FEBRUARY 21, 1995 25835 SPRINGBROOK AVENUE SANTA CLARITA, CA. 4:00 p.m. AGENDA CALL TO ORDER FLAG SALUTE ROLL CALL ITEM 1 CONTINUED PUBLIC HEARING - PORTA BELLA PROJECT - The public hearing was continued from January 31, 1995, for the purpose of conducting a site tour for the City Council and Planning Commission to view the area of Springbrook Avenue and Drayton Street to evaluate the implications of a proposed extension of Magic Mountain Parkway. RECOMMENDED ACTION: Tour the area of Springbrook Avenue and Drayton Street. PUBLIC PARTICIPATION ADJOURNMENT *NOTE: MAP ON REVERSE SIDE OF THIS PAGE cnclagn.adjfeb14.95. dmg T Continued Public Hearing --Porta Bella Project Held at Divided Lite, on Springbrook Ave, Santa Clarita, at 4 p.m. on February 21, 1995 This item was continued from the Special Public Hearing of the City Council and Planning Commission held on January 31, 1995. List of Exhibits: 1, City of Santa Clarita, General Plan, Existing Network of Arterial Highways and Road System. Please note the circled area, which is referenced on the next page. 2. City of Santa Clarita, General Plan, Master Plan of Arterial Highways. Within the circled area, the General Plan, which was adopted in 1991, shows Magic Mountain Parkway. 3. Close-up of "City Center" from City of Santa Clarita, General Plan, Master Plan of Arterial Highways. 4. Vesting Tentative Tract Map 51599 for Porta Bella, approved by Planning Commission., 5&6. Civic Center Master Pian Report, pages and 18 and 19, "Site Access:Roads." 7&8. Draft EIR for Porta Bella, pages 6-257 and 6-258, "Potential Effects at Railroad Crossing" at Magic Mountain Parkway. 9. From the DEIR, showing that the Civic Center MasterPlan Report was consulted for the DEIR. 10. Potential alignment of the Magic Mountain overcrossing, dated 7/6/94. 11. Potential alignment of the Magic Mountain overcrossing, dated 9/19/94. 12. Potential alignment of the Magic Mountain overcrossing, undated, showing assessor's parcels. 13. Potential alignment of the Magic Mountain overcrossing, undated, showing assessor's parcels. Close up of previous exhibit. pb022102.kjm Exhibit C -I zg Network of Arterial nays and Road System "y toVMcr L,, Swrm KHR Assn tm iu� vs Secondary Highway- ``, ®®® Santa Clarita General Plan �� �-" City of Santa Clarita Exhibit C-3 'roposed Master Plan of Arterial Highways Source: KfiRAsswiates. ...... EXCEPTIONS AS NOTED t Santa Clarita General Plan ®®®® City of Santa Clarita • 0 3 EXHIBIT 1 Mrd PE S4 PE Access Road Alternatives As part of the Master Plan, several alternatives for Access Road locations were developed and analyzed. This study was limited to the possible configuration and grading of the road, and the points of connection to Porta Bella and other parts of the City. Evaluation of the Access Road, Santa Clarita Parkway and Rio Vista Road as appropriate East- West connector is outside the scope of this Master Plan.. Access Road Goals Affecting the design, grading and circulation of the Civic Center, the following goals for the Access Road can be evaluated for each proposed scheme: 1. Grading should be limited to avoid unsightly scarring • 1 of the existing hillsides. 2. The Access Road should utilize ravines rather than - ridges to make the transition from the valley to the plateau. 3. For citizens to "connect" with the Civic Center Complex, the Access Road should be a continuation of a major circulation artery of the City, rather than just an appendage. 4. Emergency access or egress should be uninterrupted by railroad activity. 5. The Access Road should link to the Porta Bella. 6. Create an appropriate "entrance" to the Civic Center 7. Attain an elevation of 1340 at the entrance to the Civic Center Drive. 8. Minimize the overall length of the Access Road. 9. Overall construction cost of the road should be reasonable. This is a function of the length as well any bridgeSor excessive grading that may be required. 10. The Access Road should be acceptable to different ® agencies, such as Cal Trans and the Metro Transit Agency, that must approve intersections and crossings. Because some goals are more significant than others, a comparative importance factor has been assigned to each goal for evaluation. The most important goals relate to emergency access, the overall length of the road and public agency approvals; 4, 8 and 10. The least important relate to the connection to Porta Bella and the 1340 elevation at the entrance; 5 and 7. The rest fall in between. Access Road Schemes Four Access Road Schemes have been developed using the Engineering Planning Design Criteria. Each scheme has advantages and disadvantages as well as a range of success values in accomplishing the Access Goals. I. Rio Vista Road (5,000 linear feet): Originally presented as the Access Road for the Design Competition, this scheme connects to Soledad Canyon Road and other developments to north. Although this scheme allow for a over -pass of the railroad tracks for emergency access, the topography on this side of the site is very steep, resulting in the greatest grading challenges. II. Extension of Magic Mountain Parkway (3,000 linear ft.) Using one of the valleys that opens onto San Fernando Road, this scheme would allow a gradual transition (around 5%) up to the Civic Center plateau. A grade separation is possible due to the undeveloped area on the west side of San Fernando Road. Therefore there are several options to cross the railroad tracks: a. Crossing at grade. b. Bridge over the tracks and San Fernando Road, limiting the access from different directions with a freeway - like appearance and feel. c. Tunnel under the tracks and the lower San Fernando Road, allowing a "normal' intersection to function. d. Lower the tracks to allow the extension of Magic Mountain Parkway and San Fernando Road to intersect at grade. (This option allows for a more functional redevelopment of the industrial area on the east side of the tracks and a standard signal at the intersection.) III. Expansion of at grade crossing at Drayton St (2,500 linear feet): This scheme uses an existing railroad crossing at grade and an alignment that is similar to the paper street of Beazley. Because of the close proximity to the portion of the site used for the Civic Center, the Access Road will approach the 9% maximum grade and will require major grading at the industrial area. There is no through connection to anywhere, and properties on the opposite side of San Fernando Road make it impossible for a grade separation. The "entrance" to the Civic Center is not pleasant because of the industrial nature of this area. Possible redevelopment of this area could eventually create an appropriate "entrance." IV. Access up the existing Jeep trail (4,500 linear feet): This scheme will follow the Jeep trail currently used for access to the Civic Center site. The length of the canyon allows for a gentle transition to the plateau, but the connection point at Bouquet Canyon Road has no through connection. Properties on the opposite side of San Fernando Road make it impossible for a grade separation. yLn fir, �u Access Road Engineering Criteria All Access Road Schemes are developed to meet the following Preliminary Engineering Planning Design Criteria: - Street Characteristic, 4 -lane arterial - Estimated Ultimate ADT 10-20,000 vehicles per day - Design Speed, 40 mph - Right of Way, 75-102 feet - Traffic Index, 10 - Maximum Grade, 7%-9% - Minimum Grade, 03% - Minimum Horizontal Curve Radius, 550 feet - Minimum Side Slopes, 2:1 7„ l yLn fir, �u Access Road Engineering Criteria All Access Road Schemes are developed to meet the following Preliminary Engineering Planning Design Criteria: - Street Characteristic, 4 -lane arterial - Estimated Ultimate ADT 10-20,000 vehicles per day - Design Speed, 40 mph - Right of Way, 75-102 feet - Traffic Index, 10 - Maximum Grade, 7%-9% - Minimum Grade, 03% - Minimum Horizontal Curve Radius, 550 feet - Minimum Side Slopes, 2:1 i 2a At Grade Crossing Intersection 2c Tunnel under tracks / !.ower San Fernando Road Access Road Goal Rating Each of the Access Road Schemes has been evaluated with the nine Access Goals in the following Access Road Ranking matrix. Each goal is rated on a scale of 0 to 4 with 4 being the highest achievement. Each scheme raises issues related to that goal: Goal 1: The grading is an important issue. Scheme I (Rio Vista) is the most disruptive of the natural hillsides. Scheme II requires major grading at the bottom of the hill to avoid the existing industrial plant. The remaining schemes are fairly sensitive to this goal. Goal 2: The roadways should respect the landscape and make a gradual transition that does not damage the ridge lines. Although Scheme I is not on a ridge, it is not responsive to the natural terrain. The other schemes all avoid the ridges and fit with the land. 2b Bridge over Tracks and San Fernando Road 2d Loeser Tracks to allow At Grade Intersection Goal 3: The access road should connect with major circulation roads to create a flow into the Civic Center. Both Schemes 1 and II achieve this goal. However, the overpass scheme (I10 has limited utility due to the restricted directions a citizen can go. Schemes III and IV are tee intersections off a main thoroughfare and are therefore not as successful. 1. u. Accor G..&u 1 6. 1 c I d S. Jil 41 41 41 41 41 41 4 6 o war crrtrars to Cisic Cancrara s 2 2 2 3 2 2 3 7. Anan an ckavion of 1340 a rnmnco w City 1W I 4 4 4 4 4 4 4 t. Afnindm ns.& akgffi , '- 1 3 3 3 3 4 2 Conclusions 9. Ca.IFrtea l 0 3 1 z o d z When the overall ranking is adjusted using the Comparative Weight Factors, Scheme Ilc (the tunnel under the railroad) scores the highest (97 out of 116). The bridge over the tracks (Scheme IIb) is the second highest. 2 as1 1 1 These schemes are presented as 3 1 ao alternative locations for the Access 4 73 Road. They have been studied only from an aesthetic, a cost and an on- s 69 site utilization bases. The effects 6 67 of these schemes on the overall 7 traffic system in the City of Santa Clarita need to be studied as part of Nb Environmental Impact process. L wmq of ur8 gad onoro w 4w'uh 4 burg Ore higlan dw 40.1. 7 Thowigk fa arta•... r. of I w 4 with des hW" 6Vo beg4 and beset 1. 3. Oseaa takbg rue am en a• wtd of 116 pnu a.a a Goal 6: The access to the Civic Center Area needs a sense of "entrance." Entering through an old industrial area, such as Schemes II & III, is not as pleasant as a undeveloped area, such as Scheme IV, that can be properly landscaped to provide this "entrance." Any redevelopment of the industrial areas could improve the impact. Goal 4: Emergency access/egress requires a grade Goal 7: There is a 50 feet rise from the bottom portion of separation to keep stopped or slowly moving rail traffic the Civic Center site to the commercial district of Porta from interrupting the traffic. Only Schemes I and II (b,c d) Bella at Main Street. It is important that this gradation allow a grade separation. All other schemes are at grade remain no more than 50 feet. Each scheme has been and traffic would be stopped by rail activity. designed to meet this requirement. Goal 5: All schemes are connected to one of the main thoroughfares in the proposed Porta Bella project. Goal 8: The shorter the Access Road, the more connected the Civic Center is to the community. The length is measured from either Soledad Canyon Road (Scheme 1) or from San Fernando Road in the other schemes to the Porta Bella intersection. The roadways vary from 2,500 linear feet to over 5,000. Goal 9: The cost of the roadway is a function of its length, the degree of grading, and any bridges or tunnels that may be required. Scheme III because of its short length and lack of a bridge, scores high. Schemes I, and IId would require extensive roadwork and would be the most costly. Schemes Ilb & Ile are comparable in cost with the extensive bridge or tunnel work. Goal 10: There are two agencies which will require approval of expansion of crossings, new intersections and grade crossings - the Metro Transit Agency and Cal Trans. The railroad tracks pose perhaps the strongest and most difficult constraints. The Metro Transit Agency will support and approve only a scheme that provides a grade separation which only apply to Schemes 1, Ilb and tic. Scheme IId may be possible but is difficult due to disruption to service while the tracks are being re -constructed. P1 Potential Effects at Railroad Crossing 6.10 Transportation and Circulation materially help east -west cross-town travel and will induce the need for mitigation at three major intersections. While it may lessen traffic on some streets, it will substantially increase traffic on Wiley Canyon Road in the residential area west of the river. For further details concerning this assessment of both Wiley Canyon Bridge scenarios, please refer to pages 68-70 of the Traffic Study. The Traffic Study indicates that a traffic signal at the Southern Pacific Railroad crossing at Magic Mountain Parkway/San Fernando Road is currently warranted under existing, pre -project traffic conditions. With this understanding, preliminary analysis of project -traffic effects on this crossing was performed and may be reviewed on pages 94- 96 of the Traffic Study. The purpose of this was to determine whether increased traffic volumes at the railroad crossing could eventually require a grade separation to avoid significant vehicle travel delays during a train crossing. The results are summarized below. Queue analysis was conducted for the train crossings at San Fernando Road/Bouquet Canyon Road at Magic Mountain Parkway. Queue analysis considers the capacity of the crossing to hold cars and considers the proximity to adjacent intersections. As the crossing gate drops and the queue begins to form, vehicles back up as they do at a red light. Since the gates remain closed longer than the typical traffic signal (up to nine minutes for project trains), the potential for queues to extend into intersections arises. In addition to vehicle delays at -grade crossings, extended queues take longer to dissipate. Motorists familiar with rush hour traffic at major intersections recognize that the further back in the queue a vehicle is located, the longer the delay. There is an Fr257 D&I , 6.70 Transportation and Circulation increasing lag time for vehicles to begin moving once the train has passed and the gate is raised. Long queues represent a significant traffic problem, indicating the need for restructured, or grade separated crossings. The resulting queue length at the subject crossing was analyzed for maximum queue length based on morning and evening peak hour volumes. Although these analyses do not indicate whether a grade separation is needed at San Fernando/Bouquet intersection, it does indicate that queue length significantly increased in project Phases II and III. A detailed delay analysis may be needed at this location in order to determine whether a grade separation is now warranted. I Transit Bus Service An assessment of future bus service needs as the project builds out is presented in the traffic study (pages 71-75). Several modifications to existing routes and the addition of new routes are recommended. Specific route assignments and the scheduling of bus service will be determined incrementally by the local and regional entities who provide bus transit service in the Santa Clarita Valley. Rail Service Metrolink At present, there are 5 Metrolink trains leaving the Santa Clarita Metrolink Station each weekday (see Table 3, page 19 of the Traffic Study). These trains have current stops at Burbank, Glendale and Union Station in Los Angeles. Trains from Los Angeles arrive at 8:52 AM and four times in the afternoon. Although the project will consist of more than 3,200 residential units, it is undetermined whether there will be enough increase in Metrolink ridership to, in itself, warrant an increase in the number of daily trains to or from the Santa Clarita area. Growth in population in Santa Clarita and its environs will undoubtedly warrant additional trains in the future. (-258 7. :or unwarranted Emergency Access As discussed in the analysis of project accessibility, '1 burn excessive development of the Town Center District area in Phase I will ccident potential. not include a secondary meansof vehicle access to/from the i so City's arterial system, a potentially significant safety problem iat will require should Magic Mountain Parkway be closed for some reason 11 build out and of during an emergency event_ To mitigate this potential impact: Lis 1< 6-10 Transportation and Circulation ion and Circulation - Parkway to Soledad Canyon Road, prior to the occupancy of any buildings in Phase 1. Railroad Crossing at ii: II Transportation Demand Magic Mountain Parkway/ Management (TDM) Il. Implement Transportation Demand Management (TDM) V No San Fernando Road 4- As discussed earlier in this section, existing traffic s- throughout the life of the project. A discussion of desired conditions warrant signalization of the railroad crossing at Study, detailed I No Magic Mountain Parkway/San Fernando Road. Since the Ta for a variety 11 Porta Bella Project would increase congestion at this f affic signals, that Lnecessary intersection, as well as contribute to longer delays during pans on a phase -by- train crossings, this project will be required to participate ridard professional Yes in the costs of a future grade separation, if deemed until signal nstalled �,, 'No Yes by the Public Utilities Commission. renrnearfuture need Yes residential, offices, commercial, institutional, and :or unwarranted Emergency Access As discussed in the analysis of project accessibility, '1 burn excessive development of the Town Center District area in Phase I will ccident potential. not include a secondary meansof vehicle access to/from the i so City's arterial system, a potentially significant safety problem iat will require should Magic Mountain Parkway be closed for some reason 11 build out and of during an emergency event_ To mitigate this potential impact: 10. Provide a vehicular connection from Magic Mountain Parkway to Soledad Canyon Road, prior to the occupancy of any buildings in Phase 1. ii: II Transportation Demand si Yes Management (TDM) Il. Implement Transportation Demand Management (TDM) V No programs as approved by the City and the SCAQMD, No throughout the life of the project. A discussion of desired No No elements of a TDM plan is provided below. No The goal of a Transportation Demand Management (TDM) plan Yes is to develop strategies, incentives, or techniques to manage the Yes number of trips to/from this project in an effort to reduce the Yes anticipated trip generation estimated by the traffic study. The Yes Porta Bella project contains a mixture of land uses including Yes Yes residential, offices, commercial, institutional, and recreational - 6 -271 13.0 References Vestin Tentative Tract 51599. Cypress, California, June 18, 1993. Pavlik, Bruce M., Pamela C. Muick, Sharon G. Johnson, and Marjorie Popper. Oaks of California. Cachuma Press, California, 1991. Plescia, Santo. Southern California Gas Company, Tujunga, California. Correspondence to Impact Sciences, Inc., 26 January 1993.. Reily, Tom. County of Los Angeles Department of Parks and Recreation. Correspondence to Impact Sciences, Inc., No Date. Remsen, J.V., Jr. Bird Species of Special Concern in California. California Department of Fish & Game, Nongame Wildlife Rep. 78-1. Sacramento, California, 1978. Rippens, Paul H. County of Los Angeles Fire Department. Correspondence to Impact Sciences, Inc., 10 February 1993. eneral Plan. Santa Clarita, California: 25 June 1991. Santa Clarita, City of. Ci of Santa Clarita G Ci r of Santa Clarita 1991 Five Year Ca ital Im rovement Program. Santa Clarita, California: 28 May 1991. General Plan Final Back round Report. Santa Clarita, California: December 1990. Ordinance No. 9146. Santa Clarita, California: Santa Clarita, California: Adopted 22 October 1991. Ordinance No. 91-47. Adopted 8 October 1991. Ordinance No. 91-154. Santa Clarita, California: Adopted 8 October 1991. Ordinance No. 91-155. Santa Clarita, California: Adopted 8 October 1991. Ordinance No. 92-15. Santa Clarita, California: Adopted 25 August 1992. Ordinanc�2=3. Santa Clarita, California: Adopted 24 March 1992. Ordinance e�=- Santa Clarita, California: Amended 9 March 1993.. Resolution No. 92-225. Santa Clarita, California: Adopted 24 November 1992. Subdivision Code• Santa Clarita, California: 24 November 1992. Po ulation and Housin Characteristics (From the 1990 Census). Santa Clarita, California: April 1992- Silverman, Sto mwate Runoff." The Env ronmental P ofessionalfor 8 (1986): 351-36 Otl aand Grease in Urban Simonis, A.A- Southern California Edison Company, Santa Monica, California. Correspondence to Impact Sciences, Inc-, 16 February 1993. Smith, J.P. Jr. and K. Berg. invento of Rare and Endan ered Vascular Plants of California. Special Publication No 1 (4th Edition). California Native Plant Society, Sacramento, Califomia,1988. 13-4 Lyr 13.0 References Solan Press. Guide to the California Environmental Ouality Act (CEOA). Third Edition. Point Arena, California: Solan Press, 1989. Soule', M.E., D.T. Bolger, A.C. Alberts, J. Wright, M. Sorice, and S. Hill. Reconstructed Dynamics of Rapid Extinctions of Chaparral -requiring Birds in Urban Habitat Islands. Conservation Biology 2:75-92, 1988. South Coast Air Quality Management District, Office of Planning and Technology Advancement. CEOA Air Quality Handbook. Diamond Bar, California: South Coast Air Quality Management District, April 1993. . 1990 Air Quality_Data. Diamond Bar, California: South Coast Air Quality Management District, 1991. 1991 Air Qualify Data. Diamond Bar, California: South Coast Air Quality Management District, 1992.. 1992 Air Ouality Data. Diamond Bar, California: South Coast Air Quality Management { District, 1993. South Coast Air Quality Management District and Southern California Association of Governments. Final 1991 Air Ouality Management Plan. Diamond Bar, California: South Coast Air Quality Management District, 12 July 1991. Southern California Association of Governments. Regional Growth Management Plan. Los Angeles, California: Southern California Association of Governments, Adopted by Resolution #89-272-2,2 February 1989. Southern California Association of Governments. Regional Mobility Plan. Los Angeles, California: Southern Califomia Association of Governments, February 1989. Southern California Association of Governments. Revised RWonal Housing Needs Assessment. Los Angeles, California: Southern California Association of Governments, December 1988. Spierer, Robert J. County of Los Angeles Office of the Sheriff. Correspondence to City of Santa Clarita, 12 November 1991. Stebbins, R.C. A Field Guide to Western Reptiles and Amphibians. Houghton Mifflin Company, Boston,1985. The SWA Group, Crosby Mead & Benton, SGPA, The Jerde Partnership, Laura Simonck/ESCO, Tom Dodson Associates, Delta Environmental, Biological Assessment Services, Lilburn Corporation, Barton Aschman Associates, Pacific Soils, Acton Michelson Van Dam, and Alfred Gobar Associates. Porta Bella Draft Specific Plan. Laguna Beach, California: The SWA Group, October 1991. Tidemanson, T.A. Los Angeles County Solid Waste Management, Los Angeles, California. Correspondence to California Integrated Waste Management Board, 28 March 1991. C.SUrq.uietaZecchetto Architects, Hill Architects. Civic Center Master Plan Report. San Francisco, California: Urquieta Zecchetto Architects and Hill Architects, January 15,1993. Environmental Protection Agency, Office of Noise Abatement and Control. information on Leve s of Safety: Washington D.C.: Environmental Protection Agency, March 1974, 550/9-74-004. 13-5 ��ti f� � ,� Tr. - � j - G 4 +1,-Y�ii y` n - SLP f ff� ��b 1.4,,-,•y'it .. 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