5.8 transportation and traffic 5.8.1 setting transportation and traffic.pdfuniversity of california,...

San Joaquin Apartments and Precinct Improvements Project EIR Transportation and Traffic

University of California, Santa Barbara

5.8-1

5.8 TRANSPORTATION AND TRAFFIC

This section provides an analysis of the transportation-related impacts of the San Joaquin Apartments project. This section also provides information relative to existing and future transportation conditions within the project area with and without the proposed project, and addresses site access and parking.

5.8.1 Setting Project Study Area

The San Joaquin Apartments would be located at the northeast corner of the intersection of El Colegio Road and Storke Road. A new parking lot that would serve the project and the Santa Catalina Residence Hall would be located adjacent to the project site on the west side of Storke Road. Parking for the residents of the project site would also be provided at existing Parking Structure No. 50, which is located on the northwest corner of El Colegio Road and Stadium Road. Figure 5.8-1 illustrates the location of the proposed project, including the parking areas. Street Network

The UCSB Main Campus is served by three “gateways” that connect the campus to the surrounding areas of Santa Barbara County, the City of Goleta, and Isla Vista. The eastern campus gateway provides direct access to Highway 217, which connects to U.S. Route 101 northeast of UCSB. The western campus gateway at El Colegio Road and northern gateway at Mesa Road provide access to Isla Vista, Santa Barbara County, and the City of Goleta and serve UCSB faculty, staff, and students residing north and west of campus. The proposed project is located west of the Main Campus and is served by local City and County roadways. Descriptions of the local and regional roadway system are provided below, and the locations of the facilities in the study area are shown in Figure 5.8-1.

Regional Roadways. UCSB is served by two regional roadways, U.S. 101 and Hwy. 217.

U.S. 101. U.S. 101 is a four to six-lane major highway and the primary regional roadway within Santa Barbara County. U.S. 101 provides regional access to Ventura and Los Angeles to the southeast and San Luis Obispo and San Francisco to the north. The primary interchanges serving the UCSB campus are located at Storke Road/Glenn Annie Road and Los Carneros Road.

Hwy. 217. Hwy. 217 is a four-lane highway that provides access between the UCSB campus

and U.S. 101. A partial interchange is provided at the junction of Hwy. 217 and U.S. 101. Vehicles



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Figure 5.8-1

Study Area


San Joaquin Apartments and Precinct Improvements Project

Source: Fehr & Peers, 2013

Not to Scale



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5.8-5

traveling eastbound on Hwy. 217 can continue southbound on U.S. 101 and vehicles traveling northbound on U.S. 101 can exit onto Hwy. 217 westbound. Hwy. 217 terminates at the UCSB east gate and serves as the eastern campus gateway.

Local Roadways. The UCSB Main Campus is served by three campus gateways, an internal roadway network, and adjacent roadways within Santa Barbara County and the City of Goleta. The campus gateways and primary local roadways serving the campus are described below.

El Colegio Road. El Colegio Road is a four-lane roadway serving as the western campus

gateway. El Colegio Road also provides access to the UCSB West Campus at its intersection with Storke Road and Devereux Road. Several roadways connect to El Colegio road to provide access and to/from the north for UCSB campus housing complexes and to/from the south for the Isla Vista Community.

Storke Road. Storke Road is a two to four-lane north-south roadway providing access

between El Colegio Road and the City of Goleta to the north with a full-access interchange at U.S. 101.

Los Carneros Road. Los Carneros Road is a two to four-lane roadway connecting El Colegio Road to the City of Goleta and U.S. 101 to the north.

Mesa Road. Mesa Road is a two to four-lane east-west roadway serving as the northern

campus gateway and serves as the northern border of campus. Mesa Road connects the Storke Campus Apartments to Los Carneros Road and continues through campus to ultimately connect to the east gate where it provides access to Hwy. 217. East of Ocean Road, Mesa Road widens from two to four lanes.

Ocean Road. Ocean Road is an internal campus roadway connecting El Colegio Road to

Mesa Road. The primary bus terminal serving the campus is located on Ocean Road at the UCSB Bus Loop.

Stadium Road. Stadium Road is a two-lane north-south campus roadway that connects El

Colegio Road to Mesa Road. Vehicle access to athletic facilities and parking, including Parking Lot 50, is provided along Stadium Road.

Study Intersections and Roadways

The 14 study intersections are displayed in Figure 5.8-1 and listed below. These study locations were identified as locations that could be potentially impacted by the proposed project with the anticipated daily and peak hour trip generation.



5.8-6

City of Goleta Intersections 1. Storke Rd & Hollister Ave 2. Storke Rd & Marketplace Dr 3. Storke Rd & Phelps Rd 4. Los Carneros Rd & Hollister Ave

Santa Barbara County Intersections

5. Los Carneros Rd & Mesa Rd 6. Storke Rd & El Colegio Rd 7. Camino Corto & El Colegio Rd 8. Camino del Sur & El Colegio Rd 9. Los Carneros Rd & El Colegio Rd 10. Camino Pescadero & El Colegio Rd 11. Embarcadero del Mar & El Colegio Rd 12. Embarcadero del Norte & El Colegio Rd

On-Campus Intersections

13. El Colegio Rd & Stadium Rd 14. SR 217 & Lagoon Rd & Mesa Rd

Table 5.8-1 presents the study roadway segments and facility type.

Table 5.8-1 Project Area Roadway Segments

Roadway Segment Number of Lanes & Classification

Hollister Avenue: Storke Rd to Los Carneros Rd 4 - Major Arterial

Storke Rd: Phelps Rd to Hollister Ave 4 - Major Arterial

Storke Rd: El Colegio Rd to Phelps Rd 2 - Major Arterial

Los Carneros Rd: Mesa Rd to Hollister Ave 2 - Major Arterial

Los Carneros Road: El Colegio Rd to Mesa Rd 2 - Major Arterial

El Colegio Rd: Storke Rd to Los Carneros Rd 4 - Major Arterial

El Colegio Rd: Los Carneros Rd to Embarcadero del Norte 4 - Major Arterial

El Colegio Rd: Embarcadero del Norte to Stadium Rd 4 - Major Arterial

Camino Corto: South of El Colegio Rd 2 - Local Street

Camino del Sur: South of El Colegio Rd 2 - Local Street

Camino Pescadero: South of El Colegio Rd 2 - Local Street

Embarcadero del Mar: South of El Colegio Rd 2 - Local Street

Embarcadero del Norte: South of El Colegio Rd 2 - Local Street



5.8-7

Traffic Volumes

Traffic counts were conducted in May 2012 and April 2013. Intersection volumes were counted during the peak travel hours and daily counts were collected for study roadway segments. The May 2012 counts consisted of all study locations, whereas the April 2013 counts were collected for select roadway segments in order to validate that the counts collected the previous year were still reflective of existing conditions in the study area. Appendix G contains the traffic count data collected for the transportation study.

Table 5.8-2 shows the traffic count comparison between Spring 2012 and Spring 2013 at five selected locations. Overall, the traffic counts collected in April 2013 are within 2% of the counts collected the previous year and are reflective of typical fluctuations in daily travel patterns and traffic volumes. For locations in which both 2012 and 2013 traffic counts were available, the higher of the two counts were applied to the transportation analysis.

Table 5.8-2 2012 & 2013 Average Daily Traffic Volume Comparison

Roadway Location 2012 2013 % Change

El Colegio Rd Storke Rd to Los Carneros Rd 10,304 11,016 7%

El Colegio Rd Los Carneros Rd to Embarcadero del Norte 11,398 11,181 -2%

El Colegio Rd Embarcadero del Norte to Stadium Rd 9,008 9,871 10%

Los Carneros Rd El Colegio Rd to Mesa Rd 13,872 13,993 1%

Storke Rd El Colegio Rd to Phelps Rd 13,035 12,738 -2%

Total Average Daily Traffic Volume 57,617 58,799 2%

As part of the UCSB 2010 LRDP, extensive traffic count data was collected to determine the

peak travel period in the vicinity of the campus. Daily roadway volumes for on- and off-campus study segments were reviewed. In general, the peak travel hour occurred from 5:00 – 6:00 PM. The two charts below present typical daily traffic distributions for roadways in the study area. The daily traffic distributions along Ocean Road (on-campus) and Storke Road (off-campus) are illustrated on Figure 5.8-2.



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Figure 5.8-2 Daily Traffic Distribution for Sample On-Campus & Off-Campus Roadways

As shown in the above figure, traffic volumes are highest during the afternoon commute

period. Traffic counts collected at campus gateways also experience the highest traffic volumes during the PM peak hour. The UCSB gateway roadways carry approximately 2,500 vehicles during the AM peak hour compared to 3,800 vehicles during the PM peak hour.

To be consistent with the peak period of travel within the study area, traffic counts at the

study intersections were collected from 4:00 – 6:00 PM. Field observations were conducted to identify the lane configurations, traffic control device and signal phasing at the study intersections. Figures 5.8-3a and 5.8-3b display the PM peak hour traffic volumes and lane configurations at the study intersections under existing conditions.

The average daily roadway counts collected over a 48-hour period for the study roadway

segments are presented below in Table 5.8-3. As discussed previously, the highest traffic volume recorded during the 2012 and 2013 data collection periods were applied to the transportation analysis and are reflected below.

Storke Road (North of El Colegio)

0

200

400

600

800

1,000

1,200

5-6A

M

6-7 A

M

7-8 A

M

8-9 A

M

9-10

AM

10-1

1 AM

11-1

2 PM

12-1

PM

1-2 P

M

2-3 P

M

3-4 P

M

4-5 P

M

5-6 P

M

6-7 P

M

7-8 P

M

8-9 P

M

9-10

PM

Time

Ro

adw

ay V

olu

me

Ocean Road (East of El Colegio)

0

100

200

300

400

500

600

700

800

900

5-6A

M

6-7 A

M

7-8 A

M

8-9 A

M

9-10

AM

10-1

1 AM

11-1

2 PM

12-1

PM

1-2 P

M

2-3 P

M

3-4 P

M

4-5 P

M

5-6 P

M

6-7 P

M

7-8 P

M

8-9 P

M

9-10

PM

Time

Ro

adw

ay V

olu

me

Peak Hour: 5:00 – 6:00 p.m.



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Table 5.8-3

Project Area Roadway Segment Average Daily Traffic Volumes

Roadway Segment Number of Lanes &

Classification

Existing

ADT

Hollister Avenue: Storke Rd to Los Carneros Rd 4 - Major Arterial 17,568

Storke Rd: Phelps Rd to Hollister Ave 4 - Major Arterial 15,885

Storke Rd: El Colegio Rd to Phelps Rd 2 - Major Arterial 12,738

Los Carneros Rd: Mesa Rd to Hollister Ave 2 - Major Arterial 16,152

Los Carneros Road: El Colegio Rd to Mesa Rd 2 - Major Arterial 13,993

El Colegio Rd: Storke Rd to Los Carneros Rd 4 - Major Arterial 11,016

El Colegio Rd: Los Carneros Rd to Embarcadero del Norte 4 - Major Arterial 11,181

El Colegio Rd: Embarcadero del Norte to Stadium Rd 4 - Major Arterial 9,871

Camino Corto: South of El Colegio Rd 2 - Local Street 4,565

Camino del Sur: South of El Colegio Rd 2 - Local Street 6,227

Camino Pescadero: South of El Colegio Rd 2 - Local Street 5,617

Embarcadero del Mar: South of El Colegio Rd 2 - Local Street 4,201

Embarcadero del Norte: South of El Colegio Rd 2 - Local Street 5,614

Traffic counts collected as part of the San Joaquin Apartments project were compared to the

data collected for the LRDP to assess how traffic volumes have changed over the past several years. As shown in Table 5.8-4, the Spring 2012/2013 PM peak hour traffic volumes are approximately 10 to 35 percent lower than the traffic counts collected in Spring 2006 and Winter 2007 for the LRDP. The decrease in traffic volumes measured through this count comparison is consistent with observations of reduced campus parking demand and an increase in bicycle travel to campus.



Figure 5.8-3a

Study Intersections – Existing Conditions

Not to ScaleSource: Fehr & Peers, 2013



Figure 5.8-3b

Study Intersections – Existing Conditions




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Table 5.8-4 PM Peak Hour Traffic Count Comparison for Area Intersections

N/S Street E/W Street 2006/2007 PM

Peak Hour 2012/2013 PM

Peak Hour % Change

Los Carneros Rd Mesa Rd 1,968 1,607 -18%

Storke Rd El Colegio Rd 1,580 1,303 -18%

Camino Corto El Colegio Rd 1,606 1,231 -23%

Camino del Sur El Colegio Rd 1,750 1,407 -20%

Los Carneros Rd El Colegio Rd 2,391 1,851 -23%

Camino Pescadero El Colegio Rd 1,786 1,412 -21%

Embarcadero del Mar El Colegio Rd 1,660 1,054 -37%

Embarcadero del Norte El Colegio Rd 1,539 1,016 -34%

Stadium Rd El Colegio Rd 1,432 872 -39%

Hwy 217 Mesa / Lagoon 1,956 1,727 -12%

Existing Roadway Operations

The methodology used to analyze the study intersections and roadway segments are described below. Traffic operations are typically described in terms of level of service (LOS). LOS describes the operating conditions of intersections and roadways. LOS ranges from A through F, representing driving conditions from best to worst. The LOS grades are defined as follows.

LOS A represents free-flow travel with an excellent level of comfort and convenience and

the freedom to maneuver.

LOS B has stable operating conditions, but the presence of other road users causes a noticeable, though slight, reduction in comfort, convenience, and maneuvering freedom.

LOS C has stable operating conditions, but the operation of individual users is substantially affected by the interaction with others in the traffic stream.

LOS D represents high-density, but stable flow. Users experience severe restriction in speed and freedom to maneuver, with poor levels of comfort and convenience.

LOS E represents operating conditions at or near capacity. Speeds are reduced to a low but relatively uniform value. Freedom to maneuver is difficult with users experiencing frustration and poor comfort and convenience. Unstable operation is frequent, and minor disturbances in traffic flow can cause breakdown conditions.

LOS F represents forced or breakdown conditions. This condition exists wherever the volume of traffic exceeds the capacity of the roadway. Long queues can form behind these bottleneck points with queued traffic traveling in a stop-and-go fashion.



5.8-13

Project Area Intersections

The study intersections were analyzed using the methodologies summarized below. Signalized Intersections. For on-campus intersections, LOS was calculated based on

methodologies contained in Highway Capacity Manual (Transportation Research Board, 2000) (2000 HCM). The 2000 HCM methodology is the prevailing measurement standard used throughout the United States. The 2000 HCM provides guidance for determining the LOS at signalized intersections by comparing the average control delay per vehicle (i.e., delay resulting from initial deceleration, queue move-up time, time actually stopped, and final acceleration) to the thresholds shown in Table 5.8-5.

Table 5.8-5

UCSB Signalized Intersection LOS Definitions

Level of Service Average Control Delay (seconds/vehicle)

A < 10.0

B 10.1 – 20.0

C 20.1 – 35.0

D 35.1 – 55.0

E 55.1 – 80.0

F > 80.0

Source: Highway Capacity Manual, Transportation Research Board, 2000.

For study intersections in the City of Goleta and Santa Barbara County, the LOS was

calculated based on the “Intersection Capacity Utilization” (ICU) method. Both the City and County analyze traffic operations and potential impacts using volume-to-capacity (V/C) ratios pursuant to the ICU methodology. This methodology calculates LOS by summing the critical movements for each approach to the intersection and dividing the total volume by the saturation flow rate. The saturation flow rate is defined as 1,600 vehicles per hour per lane and a 10 percent loss time adjustment is applied to determine the V/C ratio and LOS. The V/C ratios correspond to intersection LOS based on the thresholds shown in Table 5.8-6.



5.8-14

Table 5.8-6 City of Goleta & Santa Barbara County Signalized Intersection LOS Definitions

Level of Service Volume/Capacity Ratio

A 0 - 0.60

B > 0.60 - 0.70

C > 0.70 - 0.80

D > 0.80 - 0.90

E > 0.90 - 1.0

F > 1.0

Source: Transportation Research Circular No. 212, Interim Materials on Highway Capacity, Transportation Research Board, 1980.

Project Area Roadways

Traffic operations for UCSB campus roadways are measured based on peak hour intersection delay and LOS at intersections. This level of analysis is appropriate in areas with frequent signalized intersections where the intersection serves as the constraint within the roadway network instead of the physical capacity of the roadway segment itself.

The City of Goleta and Santa Barbara County have developed daily volume thresholds

corresponding to acceptable (LOS C) and design conditions for roadways. The City and County have developed six classifications. The roadway classifications, design capacity, and LOS C thresholds for two and four-lane roadways are summarized below in Table 5.8-7.



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Table 5.8-7

City of Goleta & Santa Barbara County Roadway LOS Thresholds

Roadway Classification

Description

Design Capacity/

LOS C Threshold

Daily Volume

2 Lanes 4 Lanes

Primary 1 Roadways serving primarily non-residential development; one mile or greater spacing between signals.

19,900/ 15,900

47,760/ 38,200

Primary 2 Roadways serving primarily non-residential development with some residential lots; ½ mile or greater spacing between signals.

17,900/ 14,300

42,480/ 34,000

Primary 3 Roadways serving non-residential and residential development; ¼ to ½ mile spacing between signals.

15,700/ 12,500

37,680/ 30,100

Secondary 1 Two-lane roadways serving non-residential and large lot residential development; signals placed at intersections with primary roadways.

11,600/ 9,300

--

Secondary 2 Two-lane roadways serving non-residential and residential development with moderately spaced driveways.

9,100/ 7,300

--

Secondary 3 Two-lane roadways serving residential development with frequent driveways.

7,900/ 6,300

--

Source: City of Goleta General Plan and Santa Barbara County Public Works, Transportation Division.

Existing Operations

The existing traffic conditions for study intersections and roadways are discussed below. Technical calculations are contained in Appendix G.

Project Area Intersections. Existing traffic operations were analyzed during the PM peak

hour at each study intersection. Table 5.8-8 presents the existing peak hour traffic operations for the study intersections.



5.8-16

Table 5.8-8

Existing PM Peak Hour Intersection Operations

N/S Street Name E/W Street Name Location Existing

V/C or Delay LOS

Storke Rd Hollister Ave City 0.787 C

Storke Rd Marketplace Dr City 0.563 A

Storke Rd Phelps Rd City 0.453 A

Los Carneros Rd Hollister Ave City 0.599 A

Los Carneros Rd Mesa Rd County 0.620 B

Storke Rd El Colegio Rd County 0.489 A

Camino Corto El Colegio Rd County 0.374 A

Camino del Sur El Colegio Rd County 0.485 A

Los Carneros Rd El Colegio Rd County 0.472 A

Camino Pescadero El Colegio Rd County 0.448 A

Embarcadero del Mar El Colegio Rd County 0.343 A

Embarcadero del Norte El Colegio Rd County 0.356 A

Stadium Rd El Colegio Rd UCSB 13.4 B

Hwy 217 Mesa Lagoon Rd UCSB 3.6 A

As shown in the above table, the study intersections operate at LOS C or better during the

PM peak hour. Project Area Roadways. Daily traffic volumes on the study roadway segments were

compared to the City and County design capacity and LOS C thresholds based on the facility type to determine if the existing volume exceeded either of these capacities. Table 5.8-9 presents the existing daily traffic volumes and V/C ratios for the City and County study roadway segments.



5.8-17

Table 5.8-9 Existing Roadway Segment Operations

Roadway Segment Type Design

Capacity LOS C

Threshold

Existing Exceed Design

Capacity/ LOS C

Threshold?

Volume V/C LOS

Hollister Avenue: Storke Rd to Los Carneros Rd

4 - Major Arterial

42,480 34,000 17,568 0.41 A NO/

NO

Storke Rd: Phelps Rd to Hollister Ave

4 - Major Arterial

42,480 34,000 15,885 0.37 A NO/

NO

Storke Rd: El Colegio Rd to Phelps Rd

2 - Major Arterial

17,900 14,300 12,738 0.71 C NO/

NO

Los Carneros Rd: Mesa Rd to Hollister Ave

2 - Major Arterial

17,900 14,300 16,152 0.90 E NO/

YES

Los Carneros Road: El Colegio Rd to Mesa Rd

2 - Major Arterial

17,900 14,300 13,993 0.78 C NO/

NO

El Colegio Rd: Storke Rd to Los Carneros Rd

4 - Major Arterial

37,680 30,140 11,016 0.29 A NO/

NO

El Colegio Rd: Los Carneros Rd to Embarcadero del Norte

4 - Major Arterial

37,680 30,140 11,181 0.30 A NO/

NO

El Colegio Rd: Embarcadero del Norte to Stadium Rd

4 - Major Arterial

37,680 30,140 9,871 0.26 A NO/

NO

Camino Corto: South of El Colegio Rd

2 - Local Street

11,600 9,300 4,565 0.39 A NO/

NO

Camino del Sur: South of El Colegio Rd

2 - Local Street

11,600 9,300 6,227 0.54 A NO/

NO

Camino Pescadero: South of El Colegio Rd

2 - Local Street

11,600 9,300 5,617 0.48 A NO/

NO

Embarcadero del Mar: South of El Colegio Rd

2 - Local Street

11,600 9,300 4,201 0.36 A NO/

NO

Embarcadero del Norte: South of El Colegio Rd

2 - Local Street

11,600 9,300 5,614 0.48 A NO/

NO



5.8-18

As shown in the above table, the existing daily traffic volumes on the study roadway segments are below the City and County design capacities. Most of the daily volumes are also below the LOS C threshold except for the segment of Los Carneros Road between Mesa Road and Hollister Avenue which carries approximately 16,150 vehicles per day compared to the LOS C threshold of 14,300 vehicles per day. The northern portion of Los Carneros Road within the City of Goleta is currently under construction and is being widened to four lanes. The increased capacity provided with a four-lane roadway will accommodate the existing daily traffic volumes on Los Carneros Road. However, roadway operations along the portion of the roadway just north of Mesa Road that will remain two lanes will not meet the City and County LOS C threshold.

Mitigation Agreement. In 2010, in response to the University’s update of its LRDP, UCSB

entered into a Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County. The Mitigation Implementation and Settlement Agreement affirmed that UCSB would not increase its enrollment beyond 25,000 students without amending its LRDP, and that UCSB would provide 5,000 net new student beds to accommodate the growth envisioned by the 2010 LRDP. The Agreement also specified that UCSB would ensure that the PM peak hour trips generated by UCSB would not exceed the trip thresholds identified in the 2010 LRDP. In the event that the peak hour trip threshold is exceeded, UCSB would pay a one-time supplemental trip fee for each PM peak hour trip in excess of the trip threshold. UCS would incrementally contribute $3,119,318 to Santa Barbara County and $8,877,155 to the City of Goleta as its “fair share” contribution of the costs of improving County and City roadways and intersections that would be affected by campus growth projected in the 2010 LRDP. Bicycle & Pedestrian Facilities

UCSB provides an extensive bicycle and pedestrian network on campus. Bicycling and

walking are the two most popular modes for students traveling to campus. Figure 5.8-4 displays the bicycle circulation system in the vicinity of UCSB. The system has a number of features that are designed to serve those commuting to and from campus, and otherwise traveling within campus areas, using bicycles. These features include segregation from pedestrian paths, way finding signs, special paving, and striping. These features enable cyclists to proceed at higher speeds on more direct routes, relatively unfettered by vehicle or pedestrian traffic.

The on-campus bicycle network consists of primarily off-street bicycle paths with grade

separated crossings at campus roadways. Consequently, bicycle and motor vehicle travel occurs on separate facilities with minimal interaction on the Main Campus. Bicyclists travel on-street in the northern portion of campus along Mesa Road and Stadium Road and travel through the El Colegio Road and Stadium Road intersection to access the bicycle path to the south along Ocean Road. Bicycle travel through other intersections on campus is minimal due to the availability of grade separated crossings.

The pedestrian network on campus consists of sidewalks adjacent to campus roadways and

internal paths providing access to academic and recreational uses. Pedestrians also utilize the off-street bicycle paths and grade separated crossing to travel through campus.

Figure 5.8-4

Bicycle Network



Source: Fehr & Peers, 2013 Not to Scale



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5.8-21

Several existing bicycle facilities link the San Joaquin Apartments site to the Main Campus. A two-way bicycle path runs along the north side of El Colegio Road, connecting with the campus bicycle paths at the intersection of El Colegio and Stadium Roads at a bicycle roundabout. The bike path is grade-separated at Los Carneros Road, and crosses other streets and driveways along El Colegio Road at-grade. At the driveways serving the San Clemente Housing Complex, the bike path jogs northward to provide vehicle storage between the bike path and signalized intersections for vehicles entering San Clemente. A sidewalk is generally provided along the north side of El Colegio Road, adjacent to the road. The bicycle path is located to the north of the sidewalk, but between Camino Corto and Camino del Sur, the bicycle path and pedestrian sidewalk cross, and the bike path shifts to the south of the sidewalk, immediately adjacent to El Colegio Road as shown in Figure 5.8-5.

Figure 5.8-5 El Colegio Road Bicycle Path and Sidewalk

Location: North side of bicycle path and sidewalk along El Colegio Road between Camino Corto and Camino del Sur. (Source: Fehr & Peers, 2013)

On-street bicycle lanes are also provided in each direction on El Colegio Road between

Stadium Way and Storke Road. The bicycle lanes are generally 8 feet wide. Frequent driveway breaks along El Colegio Road, as well as frequent MTD bus stops, are located adjacent to the bicycle lane. Within the Main Campus, El Colegio Road does not have bicycle facilities, and signage restricts usage by bicycle. Traveling to the campus by bicycle requires the use of one of the adjacent bicycle paths.



5.8-22

Transit

Santa Barbara Metropolitan Transit District (SBMTD) provides local bus service for the region. Transit routes and stops in the vicinity of campus are displayed in Figure 5.8-6. The UCSB campus has a transit loop located in the central campus along Ocean Road. The transit loop is served by approximately five bus routes. Transit stops are also provided along El Colegio Road at Stadium Road, Los Carneros Road, and Storke Road to serve students, faculty, and staff residing in the Storke Campus, West Campus, and Isla Vista. SBMTD bus routes serving the campus are summarized below.

Line 11: Connects UCSB Bus Loop with Santa Barbara Airports and downtown Santa Barbara with service along Hollister Avenue approximately every half-hour.

Line 15x: Connects the campus with Isla Vista, Camino Real Marketplace and express connection to Mesa traveling on Hwy 217 and US 101. Buses run approximately every half-hour.

Line 24x: Provides service between Camino Real Marketplace, Isla Vista, campus and express connection to downtown Santa Barbara. Buses run every 20 to 30 minutes.

Line 27: Provides shuttle service between campus, Isla Vista and Camino Real Marketplace approximately every half-hour.

Based on the travel and housing survey conducted by UCSB in 2006, approximately seven

percent of all faculty and staff typically commute to campus using transit. Five percent of faculty/staff residing in Goleta or Isla Vista and 10 percent of those residing in Santa Barbara use transit to travel to the UCSB campus. The 2002 student travel survey reported that approximately six percent of all students commute to UCSB using transit. Similar to the faculty/staff results, five percent of students residing in Goleta or Isla Vista use transit to travel to/from campus on a regular basis.

Figure 5.8-6

Transit Network






5.8-24




5.8-25

Transportation System Management

UCSB offers a wide range of services to faculty and staff to promote campus travel by transportations modes other than single occupancy vehicles (SOV). The UCSB Transportation Alternatives Program (TAP) provides incentives to encourage the use of non-SOV modes to minimize parking demands, traffic congestion, and air pollution on campus. TAP provides Carpool Discount, Vanpool, Transit, Bicycle, and CarShare programs along with others to encourage alternatives modes of travel to campus.

In 2006, UCSB conducted a faculty and staff housing and transportation survey. The survey

collected data relating to travel modes, such as how faculty and staff commute and their typical travel times. The survey also collected data on modes of travel to/from campus compared to resident locations. A similar student survey was conducted in 2002. Table 5.8-10 summarizes travel modes for faculty, staff, and students based on residence location.

As shown Table 5.8-10, 59 percent of faculty and staff residing in University-owned

housing, Isla Vista, and Goleta commute to campus in a SOV. For students residing in University owned housing, Isla Vista, or Goleta, 64 percent bicycle to campus and 21 percent walk or skate. Less than 10 percent of students drive to campus in a SOV or carpool and 5 percent take transit.



5.8-26

Table 5.8-10 2006 Transportation Survey

UCSB Population Travel Mode

Residence Location

UCSB/Isla Vista/Goleta Other Total

Faculty/ Staff

Car, SOV 59% 66% 64%

Carpool 12% 14% 14%

Bicycle 18% 6% 9%

Local Bus (SBMTD) 5% 8% 7%

Vanpool 0% 4% 3%

Commuter Bus 0% 1% 1%

Motorcycle 2% 1% 1%

Walk/Skate/Scooter 4% 0% 1%

Total 100% 100% 100%

Student

Bicycle 64% 19% 50%

Walk/Skate/Scooter 21% 27% 23%

Car, SOV 8% 41% 18%

Local Bus (SBMTD) 5% 7% 6%

Carpool 2% 5% 3%

Motorcycle 0% 1% 0%

Commuter Bus 0% 0% 0%

Vanpool 0% 0% 0%

Total 100% 100% 100%

Note: Results based on 2006 faculty/staff survey and 2002 student survey.

5.8.2 Impact Identification and Significance Thresholds Initial Study Evaluation of Potential Impacts Less Than Significant Impacts. The Initial Study prepared for the San Joaquin Apartments project determined that the project would not result in significant impacts related to: changes to existing air traffic patterns; short-term, construction-related traffic safety; or emergency access to the project site. No further evaluation if these issues are required by the EIR.



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Potentially Significant Impacts. The Initial Study determined that the San Joaquin Apartments project could result in significant impacts related to the operation of roadways and intersections that are located in the project area.

Impact Evaluation Significance Thresholds

UCSB, Santa Barbara County and City of Goleta impact thresholds were used to assess the significance of the potential transportation impacts associated with the proposed projects. Impacts would be significant if the project would:

1. Cause an increase in traffic that is substantial in relation to the existing traffic load and

capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections).

The following LOS thresholds apply to the study intersections located in the City of Goleta and Santa Barbara County.

a. For City and County intersections, an impact would occur if the addition of project

traffic increases the V/C ratio or trips by the values in Table 5.8-11 below.

Table 5.8-11 City/County Significance Criteria for Intersections

Intersection Level of Service

(Including Project)

Increase in V/C or Trips

Greater Than

LOS A

LOS B

LOS C

LOS D

LOS E

LOS F

0.20 V/C

0.15 V/C

0.10 V/C

15 Trips

10 Trips

5 Trips

b. For County intersections within the Isla Vista Community, an impact would occur if

operations degraded to worse than LOS D (i.e., LOS E or F) conditions with the addition of project traffic.

c. For City and County roadways, an impact would occur if the roadway segment was

operating below LOS C based on average daily traffic volumes without the project, and the project increased the daily traffic volume by more than 1 percent.

d. For City intersections and roadways, an impact would occur if an intersection or arterial

link developed to the maximum permitted number of lanes (i.e., at “planned capacity”) operated above the applicable V/C ratio based on existing operations. As of 2005, the



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Storke Road/Hollister Avenue intersection was the only intersection in the city at “planned capacity,” and the applicable V/C standard is 0.89.

The following LOS thresholds apply to the CMP monitoring locations.

e. LOS D is the minimum acceptable LOS for intersections and freeway facilities

monitored by the Santa Barbara County CMP. An impact would occur if a project adds the following number of trips to a location operating at LOS D or worse as shown in Table 5.8-12.

Table 5.8-12

CMP Significance Criteria

Intersection Level of Service

(Including Project) Project Added Peak Hour Trips

Intersections

LOS D

LOS E

LOS F

Freeway Facilities

LOS D

LOS E

LOS F

20 Trips

10 Trips

10 Trips

100 Trips

50 Trips

50 Trips

2. Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).

3. Result in inadequate emergency access.

4. Result in inadequate parking capacity.

5. Conflict with applicable policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks).

6. Exceed LOS E for on-campus intersections while maintaining a balanced transportation system for all modes of travel per the 2010 LRDP as described below.

a. UCSB shall maintain LOS E traffic operations during morning and afternoon peak hours as measured by average vehicle delay at on-campus intersections.

b. UCSB shall provide a balanced transportation system on campus in consideration of vehicular, bicycle, pedestrian, and transit mobility. If a proposed project causes an intersection to degrade to LOS F, improvements shall be identified to restore operations to LOS E or better conditions. The proposed improvements shall not conflict with



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pedestrian or bicycle facilities or degrade mobility for pedestrians or bicyclists traveling on campus.

5.8.3 Impact Evaluation Project-Generated Traffic Volumes

Proposed Project. The San Joaquin Apartments would provide 990 bed spaces for undergraduate students and 13 residential units/bed spaces for resident assistants for a total of 1,003 student bed spaces. The project would also include eight (8) residential units to be occupied by resident directors and UCSB faculty. The project site has been previously developed with the Santa Catalina Residence Hall, which will continue to be occupied.

The UCSB 2010 LRDP was adopted by the University of California Regents in September

2010 and supersedes the land use and policy requirements of UCSB’s 1990 LRDP. The San Joaquin project would provide 403 more bed spaces and eight (8) more residential units than was estimated for the project site by the 2010 LRDP. To ensure that the project does not result in more on-campus bed spaces/residential units than the 1,874 units and 5,000 bed spaces identified by the 2010 LRDP, 403 bed spaces and 8 residential units would be transferred to the San Joaquin project site from other planned on-campus housing development sites identified by the 2010 LRDP.

Trip Generation. The vehicle-trip generation of the proposed project was based on trip rates

developed for the 2010 LRDP. For the purpose of the “existing plus project” impact analysis, the proposed uses on the project site were assumed to generate new vehicle-trips. For the cumulative impact analysis, the proposed changes to the location of housing units were analyzed in comparison to the 2010 LRDP cumulative analysis as described in Section 5.8.4.

To determine the appropriate trip generation rates for the new campus housing, traffic counts

were conducted at several existing housing complexes over a three-day period in May 2006 for use in the 2010 LRDP. To develop trip rates for undergraduate students, counts were collected at the Santa Catalina Residence Hall. The trip generation characteristics of faculty/staff housing were collected at the West Campus Faculty Housing site.

The traffic volumes were averaged over the three-day count period to determine the number

of vehicle-trips traveling to/from each complex throughout the day and during the a.m. and p.m. peak hours. Peak hours were determined based on traffic volumes on adjacent streets, rather than peak hours for traffic in and out of the complex. The number of vehicle-trips was then divided by the number of housing units or students (“beds”) within the complex to determine the vehicle-trip rate (“trips per unit” or “trips per bed”). Although the trip rate is expressed on a per bed/unit basis, the rate reflects all vehicles traveling to/from the complexes, such as resident assistants, on-site employees, visitors, delivery trucks, maintenance vehicles, etc. The Santa Catalina Residence Hall was found to generate 2.16 vehicle trips per student on a daily basis, 0.06 trips per student during the AM peak hour, and 0.15 trips per student during the PM peak hour. The West Campus Family



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Housing site was found to generate 6 vehicle trips per unit on a daily basis, 0.52 trips per unit during the AM peak hour, and 0.47 trips per unit during the PM peak hour.

As part of the San Joaquin transportation study, AM and PM peak hour trip generation

counts were collected in April 2013 at the Santa Catalina Residence Hall. Similar to trends in the decrease in traffic volumes discussed previously and summarized in Table 5.8-2, Santa Catalina was found to generate fewer vehicle-trips in April 2013 than it did in May 2006. Table 5.8-13 presents the trip rates reflective of 2006 conditions and applied to the LRDP analysis and the trip rates observed in 2013. As shown, the 2013 trip generation is between 40 and 50 percent lower than the trip generation observed in 2006.

Table 5.8-13

Santa Catalina Residence Hall Vehicle-Trip Generation Comparison

LRDP Trip Generation - Trips per Bed (Applied to San Joaquin Apartments EIR Analysis)

Daily AM PM

In Out Total In Out Total

2.16 0.01 0.05 0.06 0.11 0.04 0.15

2013 Trip Generation - Trips per Bed

Daily AM PM


-- 0.02 0.02 0.04 0.04 0.05 0.09

Note: Daily trip rates were not collected in April 2013.

In addition to collecting data on vehicle-trip generation, historical parking data for the Santa Catalina Residence Hall was also obtained. Table 5.8-14 presents the number of parking permits sold to Santa Catalina residents between 2008 and 2012. It should be noted that the number of parking permits sold does not equate to parking demand at the site since the units may be occupied by different students throughout the academic year. As shown in the table, the number of parking permits issued for the Santa Catalina Residence Hall has decreased by 24 percent since 2008.



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Table 5.8-14 Parking Permits Issued for Santa Catalina Residence Hall

Year Permits Issued % Change

2008 439 --

2009 451 3%

2010 372 -15%

2011 341 -22%

2012 335 -24%

Note: The year is reflective of the Fall quarter of the academic year (e.g., 2012 represents the 2012-2013 academic year).

For the analysis of transportation impacts of the San Joaquin Apartments project, the 2010

LRDP trip generation rates were used to forecast the increase in vehicle-trips resulting from the proposed project. Despite the lower trip generation rate determined by recent driveway counts and parking trends, the LRDP rates have been used to provide a conservative evaluation of the proposed San Joaquin Apartments project impacts. UCSB will continue to collect trip generation and parking data for use on future projects to monitor changes in campus travel patterns and travel shifts to active modes, such as biking and walking. As additional data is collected to verify that the existing trends in vehicle-trip reduction are continuing to occur, the trip rates for campus uses will be updated to reflect UCSB’s travel characteristics.

To develop trip generation estimates for the San Joaquin project, the number of proposed

student beds and faculty/staff housing units was applied to the 2010 LRDP trip rates. Table 5.8-15 displays the vehicle-trip rates applied to the proposed housing uses.

Table 5.8-15

Proposed Project Vehicle-Trip Generation Rates

Housing Daily AM Peak Hour PM Peak Hour


Students/Beds 2.16 0.01 0.05 0.06 0.11 0.04 0.15

Faculty/Staff Units 6 0.13 0.39 0.52 0.27 0.20 0.47

Table 5.8-16 presents the vehicle-trip generation of the proposed project. As shown, the San

Joaquin Apartments project would generate approximately 2,215 daily, 65 AM peak hour and 155 PM peak hour vehicle-trips.



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Table 5.8-16

Proposed Project Vehicle Trip Generation

Land Use Size Daily

Vehicle-Trips

AM Peak Hour Vehicle Trips PM Peak Hour Vehicle Trips


Students/Beds 1,003 beds 2,166 10 50 60 110 40 150

Faculty/Staff Units

8 units 48 1 3 4 2 2 4

Total Vehicle-Trip Generation

2,214 11 53 64 112 42 154

As mentioned previously, although the trip rate is expressed on a per bed/unit basis, the rate

reflects all vehicles traveling to/from the complexes, such as resident assistants, on-site employees, visitors, delivery trucks, maintenance vehicles, etc.

Trip Distribution & Assignment. The distribution and assignment of project trips to the

surrounding roadway network was based on the locations of project parking, existing travel patterns, and output from the City of Goleta travel demand forecasting model.

Approximately 700 parking spaces are currently provided on the project site to serve the

Santa Catalina Residence Hall, although less than half of the existing spaces are typically occupied. The San Joaquin Apartments project would result in the removal of the existing on-site parking areas. Parking for the Santa Catalina Residence Hall and the San Joaquin Apartments project would be provided at two locations: a new parking lot to be located adjacent to the project site on the west side of Storke Road; and Parking Lot 50, which was constructed to serve the San Clemente Graduate Student Housing facility and is located on the northwest corner of El Colegio Road and Stadium Road. In addition, 16 parking spaces would be provided on-site.

The new parking lot on the west side of Storke Road would provide 181 parking spaces for

the San Joaquin Apartments project. The parking lot would be accessed from Stroke Road at a new intersection located at the north edge of the project site. The existing driveway on the west side of Storke Road that serves the West Campus Family Apartments would be realigned to the south to provide the western leg of this intersection. To the east, the intersection would connect with the bicycle path along the perimeter of the San Joaquin project site. All vehicles accessing the San Joaquin and West Campus parking lots would travel through this intersection on Storke Road.

Parking Lot 50 is located on the Storke Campus on the west side of Stadium Road and north

of El Colegio Road approximately 0.7 miles from the San Joaquin Apartments project site. The parking structure was constructed to serve the San Clemente Graduate Student Housing Complex and provides 785 parking spaces. The parking structure has been under-utilized since it opened in 2008 and approximately 50 percent of the parking spaces are available based on surveys conducted



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by UCSB. Consequently, approximately 390 parking spaces are available to accommodate the San Joaquin Apartments project.

To determine the number of vehicle-trips that would be assigned to the on-site parking

spaces, the new parking lot on Storke Road, and Lot 50, current parking trends for the Santa Catalina Residence Hall were evaluated. Based on data collected at Santa Catalina in October and November 2012 over a three day period, the average peak daily parking demand was found to be 228 occupied spaces. Comparing the parking demand to the number of student beds (1,325 students) results in a demand of 0.17 parking spaces per bed.

The distribution of vehicle trips to the proposed parking lots was determined as follows: Existing Santa Catalina Residence Hall Parking Assignment: The existing parking

demand of 228 spaces was compared to the number of spaces provided with the redevelopment of existing site to accommodate the proposed San Joaquin Apartments project. The proposed parking on the San Joaquin site (16 spaces) and at the parking lot on the west side of Storke Road (181 spaces) would result in a total of 197 parking spaces at or adjacent to the project site. Applying the existing parking demand to the number of parking spaces that will be provided at or adjacent to the project site results in 197 existing vehicles being assigned to these nearby lots and 31 vehicles being assigned to Lot 50 as shown in Table 5.8-17.

Table 5.8-17

Parking Shifts for Santa Catalina Residence Hall

Parking Demand for Existing 1,325 Beds 228 spaces

Proposed Parking Adjacent to Project Site 197 spaces

Existing Vehicles to Park in Lot 50 31 spaces

Existing Santa Catalina Residence Hall Trip Shifts: The 31 parking spaces that would

be utilized by existing residents were accounted for as “shifted” trips in the project impact analysis. The calculated ratio of 0.17 parking spaces per bed was used to determine the trip generation of these shifted vehicle-trips from Santa Catalina to Lot 50. Table 5.8-18 summarizes the trip generation for the bed equivalency of the shifted trips.



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Table 5.8-18

Trip Generation for Shifted Santa Catalina Residence Hall Trips

Land Use Size Daily AM Peak Hour PM Peak Hour


Bed Equivalency for Shifted Vehicles

180 beds 389 2 9 11 20 7 27

Total Shifted Vehicle-Trips 389 2 9 11 20 7 27

Note: The ratio of 0.17 parking spaces per bed was applied to the 31 parking spaces that would be utilized by Santa Catalina Residence Hall to develop the bed equivalency of 180 beds.

San Joaquin Parking Assignment: The new vehicle-trips generated by the San Joaquin

Apartments project were assigned to Lot 50. As shown in Table 5.8-19, the total number of available parking spaces in Lot 50 can accommodate the increase in parking demand due to the removal of parking at the Santa Catalina site and the additional parking demand generated by the San Joaquin Apartments project. Overall, 68 percent of the parking spaces would be utilized with the implementation of the proposed project.

Table 5.8-19

Parking Distribution and Occupancy

Project Parking

Parking Demand for Existing 1,325 Beds

(Santa Catalina)

Additional Parking Demand for Proposed

Project

Total Occupied

Available %

Occupied

San Joaquin Parking1 197 0 197 197 100%

Lot 50 Parking2 31 176 207 393 53%

Total 228 176 404 590 68%

Notes:

1. San Joaquin parking includes the 16 on-site parking spaces plus the 181 spaces in the parking lot on the west side of Storke Road.

2. The available parking in Lot 50 reflects the number of parking spaces that are not currently being utilized; the parking lot contains a total of 785 parking spaces.

Based on the parking information presented above, the number of new vehicle-trips

generated by the San Joaquin Apartments project and the shifted trips were assigned to the parking facilities as summarized in Table 5.8-20.



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Table 5.8-20

Vehicle-Trip Assignment to Parking Facilities

Project Uses Proposed San Joaquin Parking Lot 50 Parking

Existing 1325 Beds (Santa Catalina) 86%

(Existing Trips)

14%

(Shifted Trips)

Additional 1003 Beds/8 Units 0% 100%

(New Trips)

It should be noted that the distribution of vehicle-trips to the various parking areas is

capturing the changes in travel patterns and the increase in vehicle-trips anticipated with the proposed San Joaquin Apartments. It does not mean that all new residents will be required to park in Lot 50; however, it reflects that new trips in the area will have an origin/destination in Lot 50 since that is where parking will be provided. Most existing trips were assigned to the parking lots closest to the project site since these vehicles are already traveling within the study area and their travel routes on City and County roadways would not be affected by the proposed project except that they would be parking on the west side of Storke Road instead of the east side. The shifted trips for the Santa Catalina Residence Hall reflect slight adjustments in travel patterns that would be expected with vehicles parking in Lot 50 instead of the project site. Finally, all new trips were assigned to Lot 50 to reflect the increased parking demand with the planned growth at the Santa Joaquin Apartments project site.

Figure 5.8-7 shows the trip distribution percentages developed for the proposed project. As

shown, the distribution of project trips accounts for new vehicle-trips parking at Lot 50 instead of at the project site. For example, more project trips are expected to travel on Los Carneros Road rather than Storke Road since Lot 50 has more direct access from Los Carneros Road. The Santa Catalina Residence Hall shifted trips were also rerouted based on the distribution patterns shown in Figure 5.8-7. While the shifted trips are not expected to change regional travel patterns, turning movements at the study intersections were adjusted to account for the shift in local travel routes.

Project Traffic Forecasts. Using the trip distribution and assignment presented above,

project vehicle-trips were assigned to the street network and shifted trips were rerouted within the study area. Figures 5.8-8a and 5.8-8b illustrates the project-only and shifted traffic volumes on the street system. Figures 5.8-9a and 5.8-9b present the existing plus project traffic forecasts.

The changes in daily roadway volumes for the study segments were also forecasted based on

the trip distribution and assignment presented above. Table 5.8-21 displays the existing plus project daily roadway forecasts.



5.8-36


Figure 5.8-7

Trip Distribution






5.8-38




Figure 5.8-8a

Project Only & Shifted Trips -Existing Plus Project Conditions




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Figure 5.8-8bProject Only & Shifted Trips –Existing Plus Project Conditions




5.8-42




Figure 5.8-9a

Project Area Intersections–Existing Plus Project Conditions




5.8-44




Figure 5.8-9bProject Area Intersections–Existing Plus Project Conditions




5.8-46

Project-Specific Impacts This section reviews potential traffic impacts that would result from the proposed San

Joaquin Apartments project. Roadway Operations. The operational characteristics of the roadway segments within the

study area were analyzed using the existing plus project daily traffic forecasts shown on Table 5.8-21. The City and County LOS C and design capacity thresholds were applied to the existing plus project traffic forecasts to determine if the study roadway segments exceeded the thresholds. As shown on Table 5.8-21, all study roadway segments operate below the City and County design capacity. Most of the study roadway segments also operate below the City and County LOS C threshold except for Los Carneros Road between Mesa Road and Hollister Avenue as described below.

Los Carneros Road. This 2-lane major arterial is forecast to carry a total of approximately 17,490 daily vehicles between Hollister Avenue and Mesa Road under existing plus project conditions. This would be under the County's roadway design capacity (17,900 daily vehicles) for 2-lane arterials; however, it would be above the LOS C threshold (14,300 daily vehicles). The proposed project would add approximately 1,330 daily vehicles to this segment, representing an increase of about 8% in daily traffic volumes. This is considered a significant project-specific impact based on City and County thresholds. The threshold used to determine roadway impacts for segments exceeding the design capacity is a minimum traffic volume increase of one percent. The northern portion of Los Carneros Road within the City of Goleta is currently under construction and is being widened to four lanes. The increased capacity provided with a four-lane roadway would accommodate the existing plus project daily traffic volumes on Los Carneros Road and operate within the City and County LOS C threshold. However, the portion of the roadway just north of Mesa Road that will remain two lanes would not meet the City and County LOS C threshold. Therefore, this would still be considered to be a significant project-specific impact based on City and County thresholds.



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Table 5.8-21 Existing Plus Project Average Daily Roadway Forecasts

Roadway Segment

Type

Design Capacity/

LOS C Threshold

Existing

Volume

Existing Plus Project Exceed Design

Capacity/ LOS C

Threshold?

Significant Project Impact? Volume V/C LOS


4 - Major Arterial

42,480/

34,000 17,568 17,688 0.42 A

NO/

NO NO


4 - Major Arterial

42,480/

34,000 15,885 15,999 0.38 A

NO/

NO NO


2 - Major Arterial

17,900/

14,300 12,738 12,852 0.72 C

NO/

NO NO

Los Carneros Rd: Mesa Rd to Hollister Ave

2 - Major Arterial

17,900/

14,300 16,152 17,486 0.98 E

NO/

YES YES


2 - Major Arterial

17,900/

14,300 13,993 14,233 0.80 C

NO/

NO NO


4 - Major Arterial

37,680/

30,140 11,016 11,294 0.30 A

NO/

NO NO


4 - Major Arterial

37,680/

30,140 11,181 11,798 0.31 A

NO/

NO NO


4 - Major Arterial

37,680/

30,140 9,871 10,518 0.28 A

NO/

NO NO


2 - Local Street

11,600/

9,300 4,565 4,575 0.39 A

NO/

NO NO


2 - Local Street

11,600/

9,300 6,227 6,249 0.54 A

NO/

NO NO


2 - Local Street

11,600/

9,300 5,617 5,639 0.49 A

NO/

NO NO



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Table 5.8-21 Existing Plus Project Average Daily Roadway Forecasts


2 - Local Street

11,600/

9,300 4,201 4,211 0.36 A

NO/

NO NO


2 - Local Street

11,600/

9,300 5,614 5,636 0.49 A

NO/

NO NO

Intersection Operations. Table 5.8-22 compares the existing and existing plus project

levels of service for the study intersections. Technical calculations are contained in EIR Appendix G.

Table 5.8-22

Existing Plus Project PM Peak Hour Study Intersection Operations

N/S Street Name

E/W Street Name

Existing Existing Plus

Project Project

Increase

Significant

Impact V/C or Delay

LOS V/C or Delay

LOS

Storke Rd Hollister Ave 0.787 C 0.787 C 0.000 NO

Storke Rd Marketplace Dr

0.563 A 0.571 A 0.008 NO

Storke Rd Phelps Rd 0.453 A 0.455 A 0.002 NO

Los Carneros Rd Hollister Ave 0.599 A 0.612 B 0.013 NO

Los Carneros Rd Mesa Rd 0.620 B 0.636 B 0.016 NO

Storke Rd El Colegio Rd

0.489 A 0.496 A 0.007 NO

Camino Corto El Colegio Rd

0.374 A 0.379 A 0.005 NO

Camino del Sur El Colegio Rd

0.485 A 0.492 A 0.007 NO

Los Carneros Rd El Colegio Rd

0.472 A 0.473 A 0.001 NO

Camino Pescadero

El Colegio Rd

0.448 A 0.459 A 0.011 NO

Embarcadero del Mar

El Colegio Rd

0.343 A 0.354 A 0.011 NO

Embarcadero del Norte

El Colegio Rd

0.356 A 0.367 A 0.011 NO



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Table 5.8-22 Existing Plus Project PM Peak Hour Study Intersection Operations

Stadium Rd El Colegio Rd

13.4 B 15.3 B 1.9 NO

Hwy 217 Mesa Lagoon Rd

3.6 A 3.6 A 0.0 NO

As shown in Table 5.8-22, the study intersections would operate at LOS C or better under existing plus project conditions, and would experience an increase in the V/C ratio below the City and County thresholds for significant impacts. Therefore, the San Joaquin Apartments project would have less than significant impact to intersections in the project area.

Site Access. Access through the San Joaquin Apartments project site would be designed

primarily to accommodate pedestrians and bicycles, however, three primary vehicle access routes through the site would be provided as described below.

The primary access through the central portion of the project site would be along an east-west “Main Street” located along the southern edge of the North Village precinct. The western end of this access would intersect with Storke Road, and eastern end would intersect with a north-south driveway on the east side of the project site. The “Main Street” circulation route would be comprised of a series of connected roadway/fire lane segments and open plaza areas. This access would be used primarily as a pedestrian/bicycle route, but would also provide access for emergency and service vehicles.

A driveway would be located along the eastern perimeter of the project site and would

intersect with El Colegio Road near the project site’s southeast corner. This driveway would provide service vehicle access to the Portola Dining Commons loading dock and to the east-west “Main Street” described above. Emergency vehicle access north of the central “Main Street” would be provided along a proposed Class I bike path. The bike path/fire lane would extend to the northern perimeter of the project site where it would turn to the west and extend along northern perimeter of the project site to Storke Road and intersect with the new signalized intersection at Sierra Madre Court. Vehicle access at the western end of the bike path/fire lane would also be controlled by removable bollards,

A north-south driveway would be located along the eastern edge of the Storke Gateway precinct and would extend between El Colegio Road and the northern perimeter of the project site. The driveway would be predominately used by bicycles and pedestrians but would provide access for service and emergency vehicles. This driveway would also provide access to the convenience store loading area on the east of the northern Storke Gateway building, and short-term parking area near the corner of Storke Road and El Colegio Road.



5.8-50

Figure 5.8-10 displays the site access along with the planned Storke Road improvements as described below.

Storke Road Improvements. Several improvements are planned along Storke Road and

have been incorporated into the transportation analysis for the proposed San Joaquin Apartments project as described below.

An 8-foot multi-use path (a combined sidewalk and bicycle path) will be provided on the west side of Storke Road south of Whittier Drive and north of the wetlands located adjacent to the west side of the roadway, and will start again just south of the wetlands and continue south to El Colegio Road.

The driveway currently serving the West Campus Family Apartments site on the west side of Storke Road will be shifted approximately 100 feet to the south. The relocated driveway/roadway will be known as Sierra Madre Court and will provide access to the West Campus Family Apartments, planned Sierra Madre Housing project, and the proposed San Joaquin Apartments project parking lot. A traffic signal is proposed at the new intersection of Storke Road & Sierra Madre Court.

Storke Road will be widened to the west to accommodate two southbound lanes

within the County of Santa Barbara. This will result in Storke Road becoming a four-lane roadway from El Colegio Road to just north of Sierra Madre Court. The widening will include on-street bicycle lanes on both sides of Storke Road.

A pedestrian crossing is proposed on the north leg of the Storke Road & El Colegio Road intersection to improve pedestrian connectivity between the West Campus Family Apartments, the proposed San Joaquin Apartments project parking lot, and the San Joaquin Apartments site. Currently, a crosswalk is only located on the south leg of the intersection for pedestrians crossing Storke Road.

Traffic operations along Storke Road with the above improvements have been

analyzed as part of the San Joaquin Apartments project and the results are provided below.

Storke Road & El Colegio Road Intersection. The Storke Road & El Colegio Road

intersection currently provides a pedestrian crossing on the southern and eastern legs of the intersection. An additional pedestrian crossing is proposed on north leg of the intersection to improve pedestrian connectivity between the West Campus Family Apartments, the proposed San Joaquin Apartments project parking lot, and the proposed apartments site. To determine traffic operations at Storke Road & El Colegio Road with the new pedestrian crossing, the intersection was analyzed based on the methodology described in the Highway Capacity Manual (HCM) 2010 (Transportation Research Board, December 2010). The ICU

Figure 5.8-10

Site Access and Storke Road Improvements






5.8-52




5.8-53

methodology adopted by the City of Goleta and County of Santa Barbara for traffic impact analysis at signalized intersections does not consider traffic signal timings, traffic signal phasing, or pedestrian movements. Therefore, applying the ICU methodology to existing plus project conditions reflects the change in PM peak hour traffic volumes with the proposed project but does not capture the changes in traffic operations with the proposed pedestrian crossing in place.

The following assumptions were applied to the Storke Road & El Colegio Road intersection impact analysis:

Pedestrians would cross the north leg of the intersection during the signal phase for the westbound left-turning movement; the amount of green time for this signal phase would be extended to approximately 35 seconds only when a pedestrian activated the push button for the northern crosswalk

The westbound right-turn movement from El Colegio Road to northbound Storke Road was analyzed with both allowing and restricting vehicles from making a right-turn on the red signal; right-turns on red are currently allowed at this location

The vehicle delay and vehicle queues during the PM peak hour under existing plus project conditions were analyzed using the Synchro software program based on the 2010 HCM; both the average vehicle queues and the 95th percentile vehicle queues were reported to reflect typical vehicle queues that would occur throughout the PM peak hour and the nearly maximum queue that may occur (longer vehicle queues may exceed the 95th percentile queue 5 percent of the time during the peak hour)

The results of the operations analysis are shown Table 5.8-23. The average and 95th

percentile vehicle queues were reported for the two highest traffic flows, which are the southbound left-turning movement for vehicles traveling from southbound Storke Road onto eastbound El Colegio Road and the westbound right-turn movement for vehicles traveling from El Colegio Road to northbound Storke Road.



5.8-54

Table 5.8-23

Storke Road & El Colegio Road PM Peak Hour Operations With San Joaquin Apartments Project & Proposed Northern Crosswalk

Scenarios Right-Turns

on Red Allowed?1

PM Peak Hour LOS PM Peak Hour Vehicle Demand &

Queues

ICU (V/C)

HCM (Delay)2

SB Left-Turn WB Right-Turn

Volume Queue Avg.

(95th %) Volume

Queue Avg.

(95th %)

Existing YES 0.489 - A 12.2 – B 460 60’

(140’) 505

20’ (40’)

Existing Plus Project YES

0.496 - A 16.1 – B

480

60’ (190)’

510

20’ (50’)

NO 16.8 – B 60’

(190’) 80’

(240’) Notes: 1. Vehicle queues were calculated with and without right-turns on red from westbound El Colegio Road to northbound Storke Road.

2. Highway Capacity Manual (HCM) 2010 delay and queuing results calculated using Synchro software program.

As shown Table 5.8-23, the Storke Road & El Colegio Road intersection would operate acceptably based on the ICU and HCM 2010 methodologies with the additional vehicle-trips generated by the San Joaquin Apartments project and the addition of the pedestrian crosswalk on the north leg of the intersection under existing plus project conditions. The signal could be operated with or without restrictions to vehicles turning right on red from westbound El Colegio Road to northbound Storke Road. The preferred signal phasing changes will be determined by the County of Santa Barbara with the implementation of the proposed northern crosswalk. Therefore, the San Joaquin Apartments project and proposed northern crosswalk would have less than significant impact to the Storke Road & El Colegio Road intersection.

Storke Road & Sierra Madre Court Intersection. As part of the San Joaquin Apartments project, a new traffic signal is proposed at the intersection of Storke Road & Sierra Madre Court. This intersection was analyzed under existing and cumulative conditions with the additional vehicle-trips generated by the proposed San Joaquin Apartments project. With the widening of Storke Road to accommodate two southbound travel lanes within the County, as described above, the following lane configurations would be provided at this location:

Northbound Storke Road: Two northbound travel lanes and a left-turn lane for vehicles

traveling to Sierra Madre Court

Southbound Storke Road: Two southbound travel lanes, including a shared through/right-turn lane for vehicles turning onto Sierra Madre Court; the existing southbound left-turn lane that serves the Santa Catalina Residence Hall would be removed and no left-turns would be allowed at this location. Left turns onto the San Joaquin Apartments by project residents



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would no longer be facilitated. In general, only emergency vehicles would access the project site from Storke Road.

Eastbound Sierra Madre Court: A left-turn lane and a right-turn lane for vehicles exiting the

Sierra Madre project, West Campus Family Apartments and the San Joaquin Apartments project parking lot

Westbound Multi-Use Path: The eastern leg of the intersection would connect to a multi-use

bicycle and pedestrian path to be provided along the northern perimeter of the San Joaquin Apartments project site

Storke Road will transition from a four-lane to a two-lane roadway just north of Sierra Madre

Court. The merge from two to one northbound travel lanes occurs just past the new signalized intersection at Sierra Madre Court. Two options for the northbound lane merge are described below:

Provide two northbound through lanes at the intersection and merge them into one lane just beyond the intersection; this is consistent with the existing roadway design in the City of Goleta for southbound Storke Road just south of Whittier Drive where the roadway narrows from two to one travel lane due to the wetland; or

Merge vehicles into one northbound travel lane prior to the intersection

Both of the options described above were analyzed for the northbound approach to the Storke Road & Sierra Madre Court intersection.

The Storke Road & Sierra Madre Court intersection is proposed to function similarly to the signalized intersection at Camino Corto & El Colegio Road. The north side of the Camino Corto & El Colegio Road intersection connects with the bicycle path on the north side of El Colegio Road at the existing Santa Catalina Residence Hall, and both bicyclists and pedestrians cross El Colegio Road to travel between Santa Catalina and the uses on the south side of El Colegio Road, including the bus stop and Isla Vista. Bicyclists, pedestrians and vehicles traveling northbound and southbound through the Camino Corto intersection utilize the same signal phase and vehicles turning onto El Colegio Road yield to bicyclists and pedestrians. At the new Storke Road & Sierra Madre Court intersection, bicyclists would travel east-west through the intersection to access the multi-use path to be located on the west side of Storke Road and the San Joaquin Apartments project site northern perimeter bicycle path. Pedestrians would also travel east-west through the intersection to access the San Joaquin Apartments project parking lot and travel between the West Campus housing projects. Vehicles exiting Sierra Madre Court would yield to bicyclists and pedestrians traveling through the intersection.



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Table 5.8-24 summarizes the traffic operations at the Storke Road & Sierra Madre Court

intersection during the PM peak hour under existing plus project conditions. The existing plus project conditions analysis assumes that the existing West Campus Housing, the approved Sierra Madre Housing, and the proposed San Joaquin Apartments project parking lot utilize Sierra Madre Court to access Storke Road.

Table 5.8-24 Storke Road & Sierra Madre Court PM Peak Hour Operations

Scenarios Northbound Approach

LOS (V/C)

Meets Signal Warrant?

Existing Plus Project 2-thru lanes 0.386 - A Yes

1-thru lane 0.519 - A Yes

The traffic signal warrant criteria applied to the intersection at Storke Road & Sierra Madre Court was based on the 2012 California Manual of Uniform Traffic Control Devices (MUTCD) as described below.

Peak Hour Volume Signal Warrant. This warrant accounts for peak hour vehicular volumes used to determine if a traffic signal should be implemented at an intersection based on the existing or forecasted traffic volumes. The peak hour volume warrant considers the width of the roadways approaching the intersection and the volume of traffic on each approach to the intersection. Under existing plus project conditions, approximately 140 vehicles are expected to exit from Sierra Madre Court onto Storke Road during the PM peak hour. With Storke Road as a two-lane roadway, the peak hour volume warrant would be met. However, 140 vehicles on the side-street approach is just under the amount of traffic required to warrant the installation of a traffic signal based purely on vehicular volumes if Storke Road is widened to four lanes in Santa Barbara County. Since one or two northbound through lanes may be provided at the Sierra Madre Court intersection based on the analysis described above, additional signal warrants were also considered as part of the analysis. The increase in pedestrian and bicycle crossings at the intersection were reviewed to further determine the need for a traffic signal at this location.

Pedestrian Volume Signal Warrant. This warrant accounts for the pedestrian volume through the intersection. The pedestrian warrant is intended for application where the traffic volume on a major street is high enough that pedestrians experience excessive delay in crossing the major street. The need for a traffic signal shall be considered if any of the following two criteria is met based on the MUTCD.

1. For each of any 4 hours, the pedestrians per hour crossing the major street with over 1,000 vehicles is above 75 pedestrians or,

2. For 1 hour (any four consecutive 15-min periods) of an average day, the pedestrians per hour crossing the major street is above 130 pedestrians



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With the proposed San Joaquin Apartments project and proposed parking lot on the west side of Storke Road, it is expected that the pedestrian volumes will exceed 75 pedestrians per hour for a minimum of four hours per day, which meets the warrant for the installation of a traffic signal.

Bicycle Volume Signal Warrant. This warrant accounts for the bicycle volume through the intersection. A traffic signal should be considered for use when the bicycle volume warrants have been met, defined as when the volume warrant (W) is greater than 50,000 and bicycle volume (B) is greater than 50 (W= B X V). B is the number of bicycles during the peak hour entering the intersection and V is the number of vehicles during the peak hour entering the intersection. The bicycle volume is expected to exceed 50 bicycles per hour and over 1,000 vehicles would be traveling through the intersection under existing plus project conditions during the PM peak hour resulting in a warrant (W) of greater than 50,000. Therefore, the signal warrant would be met due to the bicycle volume with proposed San Joaquin Apartments project under existing plus project conditions.

As shown on Table 5.8-24, the Storke Road & Sierra Madre Court intersection is expected to operate at LOS A under existing plus project conditions during the PM peak hour. Under existing plus project conditions, either one or two northbound travel lanes could be provided through the intersection while maintaining acceptable operations based on County LOS standards. In addition, the intersection meets the peak hour traffic volume warrants for the installation of a traffic signal. Therefore, the San Joaquin Apartments project and proposed traffic signal would have less than significant impact to the Storke Road & Sierra Madre Court intersection.

Transit Facilities. The San Joaquin Apartments project would include shuttle bus service

that would provide transportation for residents between the project site and the Main Campus, as well as other major destinations in the project vicinity. Shuttle stops at the project site would be located along El Colegio Road, Storke Road, and the proposed parking lot on the west side of Storke Road adjacent to the project site. A shuttle stop would also be located in close proximity to Lot 50 to accommodate those parking on the eastern portion of the Storke Campus instead of adjacent to the project site.

Based on the travel and housing study conducted by UCSB, as shown in Table 5.8-10,

approximately five percent of students residing in UCSB housing, Isla Vista and Goleta use transit to travel to/from campus on a typical weekday. The proposed San Joaquin Apartments project would increase demand for local bus service between the project site, off-site parking areas, and the Main Campus. UCSB has proposed to accommodate the increased demand by providing shuttle bus service. Therefore, the project would not conflict with policies or programs that support alternative transportation, and the project’s transit impacts would be less than significant. To ensure that the proposed shuttle bus adequately serves the project, recommended measure TRF-4a indicates that UCSB shall continue to work with the Santa Barbara Metropolitan Transit District to monitor, and if necessary modify, the operating characteristics of the proposed project shuttle, including funding.



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Bicycle and Pedestrian Facilities. In addition to the site access routes described above, a network of supporting pedestrian and bicycle pathways would provide circulation throughout the project site. The primary bicycle access route through the project site would be provided by the Class I path located along the eastern and northern perimeters of the project site. This path would be used by project site residents and could also be used by the general public. In addition to providing access through the project site, the new path would enable pedestrians and bicyclists to bypass the El Colegio Road & Storke Road intersection, and to cross Storke Road using a proposed crosswalk and traffic signal at the northern edge of the project site. Two optional pedestrian and bicycle paths may also be provided by the proposed project. These pathways would be located in the open space area east of and adjacent to the project site. The optional bicycle path would be located adjacent to the southeastern corner of the project site. This path would be approximately 175 feet in length and would connect with the existing regional bike path that extends eastward to the Main Campus along the north side of El Colegio Road. The optional bicycle path would provide additional separation between the existing bicycle path along the northern side of El Colegio Road and a proposed project site service driveway. The second optional path would be a pedestrian-only facility that would extend across the adjacent open space parcel. The path would begin at the eastern perimeter of the project site and extend to the southeastern corner of the adjacent open space parcel where it would connect to an existing sidewalk. The path would be approximately 500 feet in length and a bridge would be provided where the path would cross a small man-made drainage swale that supports wetland habitat. Bollards or other similar devices would be provided at the eastern and western ends of the path to prevent bicycle use on the path.

Pedestrian Circulation. Sidewalks are provided along the north and south sides of El Colegio

Road to provide pedestrian access between the project site and the Main Campus. The sidewalks also provide access for those walking between the project site and adjacent transit stops. In addition, the signalized intersection of El Colegio Road & Camino Corto provides a protected pedestrian crossing for pedestrians traveling between the project site and Isla Vista. The new signalized intersection at the north end of the project site on Storke Road would also provide a protected pedestrian crossing for those traveling between the housing uses and adjacent parking areas. The optional pedestrian path on the open space area east of the project site would supplement existing and proposed pedestrian facilities, but is not required to provide adequate or safe pedestrian access to and from the project site. Therefore, the proposed project would be adequately served by existing and proposed pedestrian facilities. The proposed project would not conflict with policies or programs that support alternative transportation, therefore, the project’s impacts to pedestrian circulation would be less than significant.

Bicycle Transportation. Bicycle travel between the project site and Main Campus would be

provided on the off-street bicycle path on the north side of El Colegio Road and the on-street bicycle lanes on El Colegio Road. The two-way bicycle path runs along the north side of El Colegio Road, connecting with the campus bicycle paths at the intersection of El Colegio and Stadium Roads at a bicycle roundabout. The bike path is grade-separated at Los Carneros Road, and crosses other streets and driveways along El Colegio Road at-grade. The on-street bicycle lanes are provided in each direction on El Colegio Road between Stadium Way and Storke Road. Within the Main



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Campus, El Colegio Road does not have bicycle facilities, and signage restricts usage by bicycle. Traveling to the campus by bicycle requires the use of one of the adjacent bicycle paths.

The transportation survey conducted by UCSB, as shown in Table 5.8-10, indicated that

approximately 65% of students residing in campus housing, Isla Vista and the City of Goleta commute by bicycle on a typical weekday. The University has continued to experience an increase in bicycle demand with the development of new student housing complexes, such as San Clemente, overall campus growth, and a shift in travel preference towards active modes. The San Joaquin project would incrementally increase the number of bicyclists using existing facilities located between the project site and the Main Campus. The additional demand for bicycle facilities would not conflict with policies or programs that support alternative transportation, therefore, the project’s impacts to bicycle travel would be less than significant. To enhance the bicycle transportation system that would serve the proposed project, recommended measure TRF-5a provides suggested improvements to the local bicycle path network.

Parking. Vehicle parking to serve the Santa Catalina Residence Hall and San Joaquin

Apartments project would be provided at three locations.

A new parking lot would be provided on the west side of Storke Road adjacent to the San Joaquin Apartments project site. The parking lot would provide 181 parking spaces. The parking lot would be accessed from Stroke Road at a new intersection located at the north edge of the project site. The existing driveway on the west side of Storke Road that serves the West Campus Apartments Complex would be realigned to the south to provide the western leg of this intersection. All vehicles accessing the San Joaquin and West Campus parking lots would travel through this intersection on Storke Road. Pedestrian access between the proposed parking lot and the San Joaquin Apartments project site would also be facilitated by a new traffic signal and crosswalk at this location.

16 parking spaces would be provided on the San Joaquin project site. Parking Lot No. 50 is a five-level structure that was developed to serve the San Clemente

Graduate Student Housing facility. The structure provides 785 parking spaces and is located at the northwest corner of El Colegio Road and Stadium Road, approximately 0.7 of a mile east of the San Joaquin Apartments project site. The parking structure has been under-utilized since it opened in 2008, as typically about 50 percent of the provided parking spaces are occupied.

Vehicle parking demand estimates were developed for the proposed housing project using

data obtained from a parking study conducted at the Santa Catalina Residence Halls. Based on data collected at Santa Catalina in October and November 2012 over a three day period, the average peak daily parking demand was found to be 228 occupied spaces. Comparing the parking demand to the number of student beds (1,325 students) results in a demand of 0.17 parking spaces per bed.



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The parking demand was applied to the existing Santa Catalina Residence Hall uses and the proposed San Joaquin Apartments project to determine the total parking demand with the proposed project. As shown above on Table 5.8-19, the typical daily parking demand is projected to be 404 parking spaces. Comparing the parking demand to the number of available parking spaces adjacent to the project site (197 spaces) and in Lot 50 (393 available spaces) results in a parking occupancy of 68% with the implementation of the proposed project as shown in Table 5.8-19. Therefore, the proposed project would result in less than significant parking-related impacts.

The existing bicycle parking area located near the southeast corner of the project site would be removed to facilitate the development of the Portola Dining Commons building. Approximately 2,580 new bicycle parking spaces would be distributed throughout the project site to serve the 2,328 student residents of the Santa Catalina Residence Hall and San Joaquin Apartments project. Therefore, the proposed project would result in less than significant bicycle parking impacts.

Congestion Management Plan

The Santa Barbara County Association of Governments (SBCAG) has developed a set of

traffic impact guidelines to assess the impacts of land use decisions made by local jurisdictions on regional transportation facilities located within the County CMP roadway system. According to the CMP, local agencies must ensure that the scope of any traffic analysis performed for the environmental review process required under CEQA includes project-related impacts on the CMP system if total trip generation exceeds 50 peak hour or 500 daily trips.

Impact Guidelines. The following guidelines were developed by SBCAG to determine the

significance of project-generated traffic impacts on the regional CMP system. The projects impacts would be significant under the following scenarios.

1. For any roadway or intersection operating at "Level of Service" (LOS) A or B, a decrease of two levels of service resulting from the addition of project-generated traffic.

2. For any roadway or intersection operating at LOS C, project-added traffic that

results in LOS D or worse.

3. For intersections within the CMP system with existing congestion, the following table defines significant impacts.

Level of Service Project-Added

Peak Hour Trips

LOS D

LOS E

LOS F

20

10

10



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4. For freeway or highway segments with existing congestion, the following table defines significant impacts.

Level of Service Project-Added

Peak Hour Trips

LOS D

LOS E

LOS F

100

50

50

Potential CMP Intersection Impacts. The CMP intersections located within the study area

are: Storke Road & Hollister Avenue and Los Carneros Road & Hollister Avenue. The existing and existing plus project PM peak hour traffic operations at these locations are displayed in Table 5.8-21. As shown, these intersections are projected to operate at LOS C or better under existing plus project conditions. Therefore, the proposed project would not significantly impact the study intersections based on CMP standards. Table 5.8-24 displays the cumulative and cumulative plus project traffic operations for the CMP study intersections at Storke Road & Hollister Avenue and Los Carneros Road & Hollister Avenue. The PM peak hour traffic operations at the CMP study locations are summarized below. Storke Road & Hollister Avenue. The Storke Road & Hollister Avenue intersection would operate at LOS F under cumulative and cumulative plus project conditions. The shift in campus housing and parking locations that would occur with the proposed project compared to 2010 LRDP would result in a decrease in vehicles trips at this intersection during the PM peak hour under cumulative plus project conditions. Therefore, the proposed project would result in a less than significant impact to this intersection based on CMP standards. Los Carneros Road & Hollister Avenue. The Los Carneros Road & Hollister Avenue intersection would operate at LOS F under cumulative and cumulative plus project conditions. The shift in campus housing and parking locations that would occur with the proposed project compared to the 2010 LRDP, would result in an increase of more than 10 vehicles trips at this intersection during the PM peak hour under cumulative conditions. Therefore, the proposed project would result in a significant impact to the Los Carneros Road & Hollister Avenue intersection according to the CMP criteria. The CMP requires that a deficiency plan be prepared when the performance of a CMP intersection degrades to the LOS E range. The improvement listed in the Goleta Transportation Improvement Plan (GTIP) for this intersection includes an additional westbound left-turn lane on Hollister Avenue and an additional northbound left-turn lane on Los Carneros Road. This improvement would mitigate the cumulative CMP impact identified at this location.

Freeways. According to the SBCAG 2009 CMP monitoring report, the segment of U.S. 101 located east of Los Carneros Road operates at LOS C-D, the segment between Los Carneros Road



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and Storke Road at LOS B-C and the segment west of Storke Road at LOS A-B during the PM peak hour. The project would add fewer than 50 PM peak hour trips to the CMP freeway segments; therefore, since a minimum of 50 peak hour trips is required to trigger a project impact, the trips generated by the proposed project would result in less than significant impacts to the freeway under existing or cumulative conditions based on CMP standards.

Short-Term Construction Impacts. Construction of the proposed student residences would

require that soil material be exported from the project site. The project would result in a total of 16,640 cubic yards of cut, 8,420 cubic yards of fill, and the export of 8,220 cubic yards of soil. At approximately 12 cubic yards of soil per truck load, soil export from the project site could require up to 685 truck trips throughout the site preparation and grading phases of project construction. Construction truck travel routes would include the primary roadways connecting the project site to the regional roadway network, including Storke Road to travel to/from U.S. 101 and El Colegio Road along the frontage of the project site. The short-term and intermittent truck traffic generated by the project would not substantially increase traffic volumes along roadways that are used as haul-routes, and would not result in a significant traffic impact. Other construction-related traffic (i.e., workers and material deliveries) would be limited on a daily basis. Therefore, the project would result in less than significant short-term increases in traffic volumes along project-area roadways.

Existing Podium Building Release Space Uses. The existing dining commons facility at

the Santa Catalina Residence Hall is located in the podium building space between the two residential building towers and provides approximately 30,000 square feet of floor area. The San Joaquin Apartments project would result in the decommissioning of the existing dining commons facility. The proposed project does not include the renovation or establishment of new uses in the vacated dining commons space as no project-related budget funds are available to renovate the released space. If and when funds become available, it is anticipated that possible future uses for the released space could include student service-related functions intended primarily for use by residents of the Santa Catalina Residence Hall and the San Joaquin Apartments. Types of uses that may be considered in the future could include a new fitness facility (e.g., gym equipment and related activities), meeting and study rooms, satellite wellness center facilities, and a small multi-purpose theater. These uses would provide additional amenities to residents of the San Joaquin Apartments project and would not generate additional vehicle-trips, or cause additional transportation related impacts. Future uses that may be established in the podium structure would result in less than significant traffic-related impacts. 5.8.4 Cumulative Impacts 2010 LRDP. The 2010 LRDP applied a “Housing” land use designation to the San Joaquin Apartments project site and estimated that the site could be used for the development of 168 housing units for 600 students. The proposed project would provide 165 units/990 bed spaces for undergraduate students and 13 units/13 bed spaces for resident assistants, for a total of 1,003 bed spaces. To accommodate the proposed project, 403 bed spaces would be transferred from other planned on-campus housing development sites identified by the 2010 LRDP. Bed spaces would likely be transferred from the planned expansion of the Santa Rosa, Anacapa and Santa Cruz dormitory complex located on the eastern portion of the Main Campus.



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The San Joaquin Apartments project would provide eight (8) residential units for on-site

resident directors and UCSB faculty. These units were not included in the estimate of potential development on the project site provided by the 2010 LRDP. The eight additional residential units on the San Joaquin Apartments project would likely be transferred from the West Campus Family Apartments site, which was identified by the 2010 LRDP as a future site for residential development.

With the proposed transfer of bed spaces and residential units to the San Joaquin Apartments

project site, the proposed project would not increase the total number of future on-campus residential units or bed spaces above what was identified by the 2010 LRDP. Therefore, the cumulative conditions analysis reflects the shift in travel patterns expected with the relocation of housing units proposed with the San Joaquin Apartments project. Traffic Forecasts. A critical component of the 2010 LRDP traffic study was the development of traffic forecasts to support the impact findings and identify the appropriate mitigation measures. The LRDP impact analysis used a refined version of the City of Goleta Traffic Model to forecast travel demand associated with the LRDP. The City’s model was developed for use in its General Plan traffic impact analysis and forecasts PM peak hour volumes under Year 2030 conditions, which reflects buildout of the adopted General Plan. Although the UCSB LRDP has a horizon year of 2025, the City’s 2030 model was used for the cumulative conditions traffic analysis as a conservative projection to reflect full buildout of the City’s General Plan and planned development in Santa Barbara County. The model contains land use growth projections and planned roadway improvements in the City and nearby unincorporated areas of Santa Barbara County. Appendix G contains the travel demand forecasting model development documentation for the LRDP.

The original version of the City of Goleta travel demand model contained roadway improvements planned by the City, Santa Barbara County, and Caltrans that are anticipated to be implemented by Year 2025. Since funding for the majority of the roadway improvements was uncertain (i.e., full funding had not yet been identified), traffic forecasts and LOS results were developed assuming only the existing roadway network was present. Therefore, the refined version of the City of Goleta travel demand model applied to the LRDP impact analysis removed the future roadway improvements from the model. The roadway network for the Year 2025 conditions LRDP impact analysis is summarized below.

No roadway improvements within the City of Goleta or Santa Barbara County

No widening of U.S. 101

El Colegio Road widened to four lanes between Los Carneros Road and Stadium Road (under construction at the time of the LRDP analysis) with the associated widening of intersections along El Colegio Road and traffic signals at the Camino del Sur, Camino Pescadero, and Embarcadero del Norte intersections. Since completing the LRDP analysis, El Colegio Road has also been widened to four lanes between Storke Road



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and Los Carneros Road with traffic signals at the major intersections along the corridor.

In addition to the above assumptions included in the LRDP, the widening of Los Carneros Road to four lanes from Hollister Avenue to north of Mesa Road within the City of Goleta was included in the cumulative conditions analysis to reflect the current construction project.

In addition, the roadway improvements considered as part of the LRDP, such as the extension of Phelps Road and the new east-west roadway connecting Los Carneros Road to Stadium Road just north of the San Clemente Housing Site were analyzed as a separate scenario in the 2010 LRDP to determine impacts and mitigation measures with and without these new roadway connections in place. Since these roadway connections are not be proposed as part of the San Joaquin Apartments project, they are not reflected in the cumulative conditions analysis presented in this study. Figures 5.8-11a and 5.8-11b show the cumulative traffic forecasts with the adopted 2010 LRDP. The cumulative traffic forecasts were updated to capture the shift in housing locations under LRDP buildout conditions with the proposed San Joaquin Apartments project as described below.

Vehicle-trips generated by the additional 403 student beds were rerouted from the planned expansion of the dorms (Santa Rosa, Anacapa and Santa Cruz dormitory complexes) located on the eastern portion of the Main Campus to Lot 50 on the Storke Campus.

Vehicle-trips generated by the eight additional faculty residential units on the San Joaquin Apartments project were rerouted from the West Campus Family Apartments site to Lot 50.

Vehicle-trips generated by the growth of 600 student beds assumed under the 2010 LRDP were shifted from the housing site to Lot 50 to account for the changes in parking location with the implementation of the proposed project.

Vehicle-trips generated by existing Santa Catalina students that would park in Lot 50 as described above and presented in Table 5.8-18 were shifted from the existing parking lot to Lot 50.

The rerouting of vehicle trips was based on the trip generation rates presented in Table 5.8-15 and trip distribution patterns presented in Figure 5.8-7. The housing and parking changes that would occur with the proposed project are anticipated to influence turning movements at nearby intersections. The proposed project would not affect regional traffic projections or regional travel patterns outside the study area. Figures 5.8-12a and 5.8-12b display the cumulative plus project PM peak hour traffic forecasts at the study intersections.



Figure 5.8-11a

Project Area Intersections –Cumulative Conditions




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Figure 5.8-11b

Project Area Intersections –Cumulative Conditions




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Figure 5.8-12a

Project Area Intersections –Cumulative Plus Project Conditions

Source: Fehr & Peers, 2013Not to Scale



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Figure 5.8-12b

Project Area Intersections –Cumulative Plus Project Conditions

Source: Fehr & Peers, 2013Not to Scale



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Cumulative Roadway Operations. The operational characteristics of the roadway segments within the study area were analyzed under cumulative plus project conditions. Table 5.8-25 displays the cumulative plus project daily traffic volumes for the study roadway segments. As indicated by Table 5.8-25, several study roadways are expected to exceed the City and County LOS C and design capacity thresholds. The proposed project’s cumulative roadway operation impacts are summarized below.

Table 5.8-25 Cumulative Plus Project Average Daily Roadway Operations

Roadway Segment Type

Design Capacity/

LOS C Threshold

Cumulative Volume

Cumulative Plus Project

Exceed Design

Capacity/ LOS C

Threshold?

Significant Cumulative

Impact? Volume V/C LOS


4 - Major Arterial

42,480/

34,000 25,500 25,344 0.60 A

NO/

NO NO


4 - Major Arterial

42,480/

34,000 25,100 24,129 0.57 A

NO/

NO NO


2 - Major Arterial

17,900/

14,300 21,500 20,529 1.15 F

YES/

YES NO

Los Carneros Rd: North of Mesa Rd to Hollister Ave

4 - Major Arterial

42,480/

34,000 30,300 31,116 0.73 C

NO/

NO NO

Los Carneros Rd: Mesa Rd to end of 2-Lane Section North

2 - Major Arterial

17,900/

14,300 30,300 31,116 1.74 F

YES/

YES YES


2 - Major Arterial

17,900/

14,300 22,400 22,488 1.26 F

YES/

YES NO


4 - Major Arterial

37,680/

30,140 24,400 24,157 0.64 B

NO/

NO NO


4 - Major Arterial

37,680/

30,140 19,900 19,987 0.53 A

NO/

NO NO


4 - Major Arterial

37,680/

30,140 18,900 19,022 0.50 A

NO/

NO NO



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Table 5.8-25

Cumulative Plus Project Average Daily Roadway Operations


2 - Local Street

11,600/

9,300 7,400 7,400 0.64 B

NO/

NO NO


2 - Local Street

11,600/

9,300 10,700 10,700 0.92 E

NO/

YES NO


2 - Local Street

11,600/

9,300 6,600 6,600 0.57 A

NO/

NO NO


2 - Local Street

11,600/

9,300 8,300 8,300 0.72 C

NO/

NO NO


2 - Local Street

11,600/

9,300 9,300 9,300 0.80 D

NO/

NO NO

Storke Road: El Colegio Road to Phelps Road. The two-lane segment of Storke Road would

exceed the City and County design capacity under cumulative and cumulative plus project conditions. The changes to the housing and parking locations proposed under the San Joaquin Apartments project compared to the 2010 LRDP would result in a decrease in daily traffic volumes on Storke Road under cumulative plus project conditions. Therefore, this is not considered a significant impact.

Los Carneros Road: Mesa Road to End of 2-Lane Section North. The remaining two-lane segment of Los Carneros Road north of Mesa Road would exceed the City and County design capacity under cumulative and cumulative plus project conditions. Under cumulative plus project conditions, the daily traffic volume is expected to increase by approximately 815 vehicles, representing a 3% increase compared to cumulative conditions; therefore, this is considered a significant cumulative impact based on City and County thresholds.

Los Carneros Road: El Colegio Road to Mesa Road. The two-lane segment of Los Carneros

Road would exceed the City and County design capacity under cumulative and cumulative plus project conditions. Under cumulative plus project conditions, the daily traffic volume is expected to increase by approximately 90 vehicles, representing less than a 1% increase compared to cumulative conditions; therefore, this is not considered a significant cumulative impact.

Camino del Sur: South of El Colegio Road. This segment would exceed the City and County

LOS C threshold under cumulative and cumulative plus project conditions. The proposed project is expected to increase the daily traffic volumes on this segment by less than a 1% compared to cumulative conditions; therefore, this is not considered a significant cumulative impact.



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Cumulative Intersection Operations. The study intersections were analyzed under cumulative and cumulative plus project conditions during the PM peak hour. Table 5.8-26 displays the cumulative traffic operations during the PM peak hour under cumulative conditions.

Table 5.8-26

Study Intersections PM Peak Hour Cumulative Operations

N/S Street Name E/W Street Name

Cumulative Base Cumulative Base Plus Project

Project

Increase

Significant

Impact? V/C or Delay

LOS V/C or Delay

LOS

Storke Rd Hollister Ave 1.005 F 1.005 F 0.000 NO

Storke Rd Marketplace Dr

0.697 B 0.691 B -0.006 NO

Storke Rd Phelps Rd 0.625 B 0.610 B -0.015 NO

Los Carneros Rd Hollister Ave 1.078 F 1.095 F 0.017 YES

Los Carneros Rd Mesa Rd 0.987 E 0.990 E 0.003 YES

Storke Rd El Colegio Rd 0.763 C 0.757 C -0.006 NO

Camino Corto El Colegio Rd 0.603 B 0.604 B 0.001 NO

Camino del Sur El Colegio Rd 0.659 B 0.660 B 0.001 NO

Los Carneros Rd El Colegio Rd 0.657 B 0.650 B -0.007 NO

Camino Pescadero

El Colegio Rd 0.619 B 0.623 B 0.004 NO

Embarcadero del Mar


Embarcadero del Norte


Stadium Rd El Colegio Rd 23.6 C 23.8 C 0.2 NO

Hwy 217 Mesa Lagoon Rd

25.8 D 26.1 D 0.3 NO

As shown in Table 5.8-26, most study intersections would operate at LOS C or better under cumulative plus project conditions, and would experience an increase in the V/C ratio below the City and County thresholds for significant impacts. The Storke Road & Hollister Avenue intersection would operate at LOS F under cumulative and cumulative plus project conditions; however, the project's traffic increases would be below the City and County impact threshold. The Los Carneros Road & Hollister Avenue and Los Carneros Road & Mesa Road intersections would both operate at LOS F under cumulative and cumulative plus project conditions. The increase in project trips at the Los Carneros Road & Hollister Avenue and Los Carneros Road & Mesa Road intersections would exceed the City and County impact thresholds; therefore, this is considered a significant cumulative impact.



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Storke Road Improvements. The improvements planned along Storke Road, including the proposed pedestrian crossing at the Storke Road & El Colegio Road intersection and the new traffic signal at the Storke Road & Sierra Madre Court intersection, were also analyzed under cumulative conditions as part of the proposed San Joaquin Apartments project as described below.

Storke Road & El Colegio Road Intersection. The additional pedestrian crossing proposed on north leg of the Storke Road & El Colegio Road intersection to improve pedestrian connectivity between the West Campus Family Apartments, the proposed San Joaquin Apartments project parking lot, and the proposed apartments site was analyzed under cumulative plus project conditions using the HCM 2010 methodology as previously described.

The results of the operations analysis are shown Table 5.8-27. The average and 95th percentile vehicle queues were reported for the two highest traffic flows, which are the southbound left-turning movement for vehicles traveling from southbound Storke Road onto eastbound El Colegio Road and the westbound right-turn movement for vehicles traveling from El Colegio Road to northbound Storke Road.

Table 5.8- 27 Storke Road & El Colegio Road PM Peak Hour Operations

With San Joaquin Apartments Project & Proposed Northern Crosswalk

Scenarios Right-Turns

on Red Allowed?1

PM Peak Hour LOS PM Peak Hour Vehicle Demand &

Queues

ICU (V/C)

HCM (Delay)2

SB Left-Turn WB Right-Turn

Volume Queue Avg.

(95th %) Volume

Queue Avg.

(95th %)

Cumulative YES 0.763 - C 13.9 – B 740 130’

(250’) 1,020

20’ (60’)

Cumulative Plus Project

YES 0.757 - C

19.1 – B 745

130’ (350’)

1,000

20’ (70’)

NO 23.2 – C 130’

(350’) 240’

(650’) Notes: 1. Vehicle queues were calculated with and without right-turns on red from westbound El Colegio Road to northbound

Storke Road.

2. Highway Capacity Manual (HCM) 2010 delay and queuing results calculated using Synchro software program.

As shown on Table 5.8-27, the Storke Road & El Colegio Road intersection would operate acceptably based on the ICU and HCM 2010 methodologies with the additional vehicle-trips generated by the San Joaquin Apartments project and the addition of the pedestrian crosswalk on the north leg of the intersection under cumulative conditions. The signal could be operated with or without restrictions to vehicles turning right on red from westbound El Colegio Road to northbound Storke Road. The preferred signal design operations will be determined by the County of Santa Barbara to provide the desired signal phasing changes with the implementation of the proposed northern crosswalk. Therefore, the San Joaquin Apartments project and proposed northern crosswalk would have less than significant impact to the Storke Road & El Colegio Road



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intersection.

Storke Road & Sierra Madre Court Intersection. The new traffic signal proposed at the intersection of Sierra Madre Court & Storke Road was analyzed under cumulative plus project conditions with the proposed San Joaquin Apartments project. With the planned widening in Santa Barbara County as part of the Storke Road improvements described previously, Storke Road will transition from a four-lane to a two-lane roadway just north of Sierra Madre Court. The Sierra Madre Court & Storke Road intersection was analyzed under two lane merge scenarios, as described below:

Provide two northbound through lanes at the intersection and merge them into one lane just

beyond the intersection; this is consistent with the existing roadway design in the City of Goleta for southbound Storke Road just south of Whittier Drive where the roadway narrows from two to one travel lane due to the wetland; or

Merge vehicles into one northbound travel lane prior to the intersection

Although Storke Road is planned to ultimately become a four-lane roadway per the City of Goleta GTIP, the widening was not assumed in place as part of the traffic impact analysis to determine if improvements beyond those currently proposed as part of the San Joaquin Apartments project were needed to accommodate future travel demands based on the City and County impact thresholds.

Table 5.8-28 summarizes the traffic operations at the Storke Road & Sierra Madre Court intersection during the PM peak hour under cumulative conditions. Under cumulative conditions, growth anticipated with the 2010 LRDP, including the expansion of the West Campus Family Apartments, and the proposed San Joaquin Apartments project is included in the traffic forecasts.

Table 5.8-28 Storke Road & Sierra Madre Court PM Peak Hour Operations

Scenarios Northbound Approach

LOS (V/C)

Meets Signal Warrant?

Cumulative Plus Project 2-thru lanes 0.549 – A Yes 1-thru lane 0.867 – D Yes

As shown on Table 5.8-28, the Storke Road & Sierra Madre Court intersection is expected to operate at LOS A under cumulative plus project conditions during the PM peak hour if two northbound travel lanes are provided, and would operate at LOS D with only one northbound travel lane. The new traffic signal at the Storke Road & Sierra Madre Court intersection would exceed the City and County impact thresholds if only one northbound through lane is provided under cumulative conditions; therefore, this is considered a significant cumulative impact.



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5.8.4 Mitigation Measures and Residual Impacts

Project Specific Impacts TRF-1. The San Joaquin Apartments project would result in a project-specific impact to the

2-lane segment of Los Carneros Road between Hollister Avenue and Mesa Road, which exceeds the City and County LOS C threshold for a 2-lane arterial.

TRF-1a The Goleta Transportation Improvement Plan identifies improvement projects

for Los Carneros Road. Identified improvements for the segment of Los Carneros Road from Hollister Avenue to Mesa Road include widening Los Carneros Road from 2-lanes to 4-lanes between Hollister Avenue and Mesa Road.

The northern portion of Los Carneros Road within the City of Goleta is currently under construction and is being widened to four lanes. However, a portion of the roadway just north of Mesa Road will continue to be two lanes.

The GTIP project described above shall be implemented by the City of Goleta and Santa Barbara County, respectively, prior to the occupancy of the San Joaquin Apartments project. However, construction of these improvements is subject to the exercise of future discretion by the Goleta City Council and the Santa Barbara County Board of Supervisors.

TRF-1b. UCSB shall continue to participate in the “fair-share” funding of GTIP improvements through the payment of traffic fees to the City of Goleta and Santa Barbara County as required by the 2010 Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County established for the 2010 LRDP.

The widening of Los Carneros Road from Mesa Road to the City/County line is included in

the fair-share funding agreement with Santa Barbara County, and the widening from the City/County line to Hollister Avenue is included in the City of Goleta fair-share funding agreement. The four-lane segment of Los Carneros Road would accommodate the existing plus project daily traffic volumes and operate below the City and County LOS C threshold. Implementation of the mitigation measures identified above would reduce project-specific impacts to Los Carneros Road to a less than significant level.



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Cumulative Impacts

TRF-2 The San Joaquin Apartments project would contribute to cumulative roadway and

intersection impacts that were previously identified by the 2010 LRDP EIR. The project’s contribution to cumulative traffic impacts would occur at the following locations:

Los Carneros Road between Mesa Road and the 2-lane section just north

of Mesa Road

Los Carneros Road & Hollister Avenue intersection

Los Carneros Road & Mesa Road intersection

TRF-2a. UCSB shall continue to participate in the “fair-share” funding of GTIP

improvements through the payment of traffic fees to the City of Goleta and Santa Barbara County as required by the 2010 Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County established for the 2010 LRDP.

Improvements at these locations, including the widening of Los Carneros Road to four lanes and providing additional left-turn lanes at the two intersections, are contained in the Goleta Transportation Improvement Plan and would reduce the project’s cumulative impacts , as well as the impacts identified in the 2010 LRDP, to a less than significant level.

The 2010 LRDP identified a comprehensive package of transportation improvements in the City

of Goleta and Santa Barbara County to mitigate the impacts of campus growth. The proposed project would result in shifts in traffic volumes to the study intersections and roadway segments located in close proximity to the project site and parking areas. However, the proposed project would not result in a change in the total amount of vehicle-trips generated by UCSB as established through the LRDP peak hour trip cap, or cause a change to regional travel patterns. This is because the proposed project would result in a shift in the location of campus housing but would not change the total number of housing units for students or faculty/staff as established in the 2010 LRDP. Improvements at these locations, including the widening of Los Carneros Road to four lanes and providing additional left-turn lanes at the two intersections, are contained in the Goleta Transportation Improvement Plan and would reduce the project’s cumulative impacts , as well as the impacts identified in the 2010 LRDP, to a less than significant level.

The 2010 Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County affirmed that the University would not increase its enrollment beyond 25,000 students without amending its LRDP, and that the University would provide 5,000 net new student beds to accommodate the growth envisioned by the 2010 LRDP. The proposed San Joaquin Apartments project would provide the new housing units as required under the 2010 LRDP to accommodate student



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growth and provide nearby housing to reduce the need for longer vehicle-trips that would result from an increase in commute trips to/from campus.

In addition to the contribution towards fair-share funding, the University shall continue to

monitor its peak hour trip generation to ensure that it is not exceeding the trip cap established in the 2010 Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County

TRF-3 The San Joaquin Apartments project would contribute to a cumulative intersection

impact at Storke Road & Sierra Madre Court if only one northbound travel lane is provided through the signalized intersection.

TRF-3a. UCSB shall continue to participate in the “fair-share” funding of GTIP

improvements through the payment of traffic fees to the City of Goleta and Santa Barbara County as required by the 2010 Mitigation Implementation and Settlement Agreement with the City of Goleta and Santa Barbara County established for the 2010 LRDP.

The widening of Storke Road to four lanes in Santa Barbara County and the City of Goleta was identified as part of the comprehensive package of transportation improvements developed as part of the 2010 LRDP. The widening of Storke Road to four lanes would provide two northbound through lanes at the intersection of Storke Road & Sierra Madre Court resulting in LOS A during the PM peak hour, and would reduce the project’s cumulative impact at the Storke Road & Sierra Madre Court intersection to a less than significant level. Implementation of mitigation measure TRF-3a would reduce the project’s cumulative impact, as well as the impacts identified in the 2010 LRDP, to a less than significant level.

Recommended Measures The San Joaquin Apartments project would not conflict with policies or programs that support alternative transportation, therefore, the project’s impacts to transit service and existing bicycle circulation facilities would be less than significant. The following measures are recommended to enhance transit bicycle transportation facilities that would serve the project. Implementation of these measures are not required to reduce transit or bicycle transportation impacts to a less than significant level.

TRF-4 The San Joaquin Apartments project would increase demand for bus service

between the project site, off-site parking areas, and the Main Campus.

TRF-4a. UCSB shall continue to work with the Santa Barbara Metropolitan Transit District to identify the operating characteristics of the proposed San Joaquin Apartments project shuttle, such as the travel routes, stop locations, frequency of service during weekdays and weekends, and funding. Following implementation of the proposed project and shuttle operations, UCSB shall monitor the ridership



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levels generated by the proposed project over a two-year period and work with the transit district to adjust the shuttle operations, as warranted.

TRF-5 The San Joaquin Apartments project would increase the number of bicycle trips

within the study area, particularly between the project site and the Main Campus.

TRF-5a. UCSB shall continue to monitor and explore capacity increases to the campus bicycle network. Facility improvements to accommodate the increase in bicycle travel resulting from the proposed project may include one or more of the following:

Off-Street Bicycle Path Enhancements On-Street Bicycle Land Enhancements Main Campus Bicycle Connection

Additional information regarding possible improvements to the campus-serving bicycle network is provided below

Off-Street Bicycle Path Enhancements. Due to limited right-of-way between El Colegio

Road and the adjacent buildings, there are few opportunities to enhance the capacity of the existing bicycle path on the north side of El Colegio Road. If some of the landscaped buffer between the sidewalk and the bicycle path were to be removed, there would be some opportunity for modest path widening, with greater opportunity west of Camino del Sur, where there is open space fronting the bicycle path. In between Camino Corto and Camino del Sur, the bicycle path transitions from running inside of the sidewalk to running outside. This could be improved by extending the bicycle path interior to the sidewalk from the cross-over point to the San Joaquin student housing project to eliminate conflicts between pedestrians and bicyclists.

On-Street Bicycle Lane Enhancements. El Colegio Road has on-street bicycle lanes between Storke Road and Stadium Road. The primary design feature that could be considered for enhancing the existing on-street bicycle lanes is a combined cycle track/buffered bicycle lane in place of the existing standard bicycle lane as defined in the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.

A cycle track is an on-street bicycle facility that provides a physical separation between the bicycle lane and the adjacent vehicle lane. This separation can be provided by temporary treatments, such as the installation of removal tubular markers with hatched roadway striping, removable planter boxes, or more permanently with a raised curb or median treatment. Cycle track medians are typically a minimum of 3 feet wide. A buffered bicycle lane typically does not include a raised element separating the bicycle lane from the vehicle lane, but rather uses white hatched striping to provide separation. Striped buffers are typically 3 feet to 4 feet wide. The travel lanes along El Colegio Road would need to be restriped to accommodate the increased width of the on-street bicycle facilities; the width of vehicle travel lanes would be reduced to 12 feet or in select locations to a minimum of 11 feet.

The bicycle facilities along El Colegio Road link into the campus’ bicycle path network at



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the intersection of El Colegio Road and Stadium Road. There, a cyclist may travel due south or due east on bicycle paths, while motorists may continue southeast on El Colegio Road directly into the heart of campus. Because the continuation of El Colegio Road provides the most direct connection into campus, it has the potential to function as a preferred bicycle route. The current signs prohibiting bicycle travel on El Colegio Road east of Stadium Road could be removed and bicycle “sharrows” or on-street bicycle lanes could be provided into the Main Campus. The installation of on-street bicycle lanes would require the removal of a vehicular travel lane.

Main Campus Bicycle Connection. The bicycle roundabout located on the northwest corner

of the intersection of El Colegio Road & Stadium Road is a heavily used facility. Traveling eastward from the bicycle roundabout, a cyclist crosses Stadium Road, enters a shared driveway for Lot 30, and then the bicycle path continues to the southeast. During site visits, multiple cyclists were observed using the pedestrian crossing because it provides a clearer and more direct line of travel to the bicycle path. Reconfiguring the eastern leg of the roundabout and bicycle path just north of the existing pedestrian crosswalk would improve bicycle flow through this location. In addition, limited queuing space is available for pedestrians and cyclists crossing El Colegio Road to travel southbound. The bicycle storage area could be expanded by removing landscaping.

Residual Impacts

Implementation of the mitigation measures proposed by this EIR would reduce the project-specific and cumulative impacts of the San Joaquin Apartments project to roadways and intersections in the project area to a less than significant level. UCSB does not have jurisdiction to implement improvements to the affected roadway segments and intersections, but has and will continue to pay “fair-share” funding for those improvements.

Project-specific mitigation measures recommended by the EIR (mitigation measure TRF-1a and 1b) for improvements along Los Carneros Road would reduce the traffic impacts of the San Joaquin Apartments project to a less than significant level if the improvements are implemented prior to the occupancy of the apartments project. If the improvements are not provided prior to project occupancy, a significant project-specific traffic impact would result and would continue until such time that the identified roadway improvement mitigation measures are implemented.

The cumulative mitigation measures recommended by the EIR for improvements along Los Carneros Road and Storke Road (mitigation measures TRF-2a and 3a) would reduce the traffic impacts of the San Joaquin Apartments project to a less than significant level under cumulative conditions if the improvements are implemented prior to growth in traffic levels triggering unacceptable operations based on the City and County significance thresholds.



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