HomeMy WebLinkAbout10/28/2008 Public Hearing Correspondence 2 of 2 Riverside County Integrated Project Page 17 of 27
Twelve public -use airports are situated within the boundaries of Riverside County. and the County owns six of these airports (Blythe.
Chiriaco Summit, Desert Center, Desert Resorts Regional. French Valley, and Hemet - Ryan). Six other airports (Banning Municipal,
Bermuda Dunes, Corona Municipal. Flabob. Palau Springs International, and Riverside Municipal) are owned by cities or private entities.
As defined by the Riverside County Airport Land Use Commission, the influence areas of all these airports except Palm Springs
International affect lands within unincorporated areas of the County. Furthermore. three other airports - Chino Airport in San Bernardino
County, March Air Reserve Base, and private -use Skylark Airport - also affect unincorporated lands. Figure C -6 identifies the Airport
Influence Areas for each of the airports affecting land within unincorporated Riverside County. For more details, refer to the appropriate
Area Plan's Airport Influence Area section for the airport in question.
Policies:
Please see the Land Use C 14.1 Promote coordinated long -range planning between the County, airport authorities, businesses and the public to meet the County
Element and the Noise Element and the region's aviation needs.
for additional policies related
to Airports. C 14.2 Apply a variety of land use planning techniques to maintain the viability of the County's airports. (See Land Use Policy LU 14.6)
C 14.3 Encourage the use of noise- reducing flight procedures for airplanes and helicopters, such as maintaining flight altitudes or using
flight patterns that avoid noise - sensitive neighborhoods to the extent permitted by Federal Aviation Administration regulations.
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Non - motorized Transportation
A well - planned and built trail system can provide for an improved quality of life for Riverside County residents by providing a
recreational amenity and by providing a viable alternative to the automobile. Ideally. this system would connect community centers,
residential neighborhoods, recreational amenities, employment centers. shopping areas and activity areas. Providing a safe user
environment can encourage utilization of trails within commercial, office, and residential areas. Use of trails within recreation and
natural open -space areas can be encouraged through proper signage and publicity.
Policies:
C 15.1 Implement and later expand an effective non - motorized transportation system.
C 15.2 Seek financing to implement an effective non - motorized transportation system. This funding can include such things as state and
federal grants. (AI 36)
C 15.3 Develop a trail system which connects County parks and recreation areas while providing links to open space areas, equestrian
communities, local municipalities, and regional recreational facilities (including other regional trail systems).
A parkway is !Dented in, along, C 15.4 Review and update the Regional Trail Map in accordance with the review procedures and schedule of the General Plan, in order
or adjacent to a stream's to assure compatibility with the other elements of the County General Plan. and with the similar plans of Western Riverside County
floodplain. Ordinarily it extends Council of Governments, Coachella Valley Association of Governments, Riverside County Transportation Commission, and all
the length of the stream but may jurisdictions within and abutting Riverside County.
be broken into segments. Road
EXHIBIT G
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Riverside County Integrated Project Page 18 of 27
and trailside parks are part of a C 15.5 Compliance with the Americans with Disabilities Act (ADA) standards will be assured so as to make the entire trails system
parkwa}. user- friendly.
Regional Trails are designed to Multipurpose Recreational Trails
connect parks and provide
linkage opportunities between The trails proposed for Riverside County are designed to serve several different
open space areas and regional
recreation areas. groups. They are intended for the use of equestrians, hikers, joggers, non - motorized bikers, as well as the casual walker. Depending on
where the trail is located will affect the type of use the trail gets, but all trails are open to all of
Community Trails create
linkages similar to regional these uses.
trails, but are local serving.
Riverside County currently has one developed trail that it maintains, the Santa Ana River Trail. The Santa Ana River Trail is part of a
planned regional trail extending across multiple jurisdictions from the Pacific Ocean in Orange County to the San Bernardino Mountains
in San Bernardino County. Some communities have trails which are built and are maintained by another entity such as a homeowners'
association, a community service area, or a local park and recreation district. These trails lack connectivity to other parts of the County
trail system, resulting in a fragmented system. Providing connectivity between County trails and between County trails and State and
Federal trails, historic trails, and trails in other jurisdictions, will be instrumental in creating a usable trail system.
Riverside County has four types of recreational trails:
Regional Trails - These are the main trails within the County, generally maintained and operated the Riverside County Parks and Open
Space District. They are designed to eventually provide linkages between areas which could be quite distant from each other. They are
also designed to connect with State and Federal trails as well as trails within other jurisdictions. Regional trails will have an easement of
14 to 20 feet wide and a trail width of 10 feet. See Figure C -7 for cross sections and details.
Community Trails - These trails are designed to link areas of a community to the regional trail system and to link areas of a community
with each other. Such trails are typically maintained and operated by a local parks and recreation district. Community Trails will have an
easement of 10 to 14 feet wide and a trail width of 8 feet. See Figure C -8 for cross sections and details.
In addition to multipurpose recreational trails, the Riverside County Transportation Department also plans and/or implements a
countywide system of bikeways. A system map may be found in Figure C -7. Policies in this section focus on the refinement of the
current countywide trails plan and seek to expand implementation of the trail system.
Historic Trails - These are designated historic routes that recognize the rich history of Riverside. The Historic Trails designated on the
on the bikeways and Trails Plan, Figure C -7, include: The Juan Bautista de Anza National Historic Trail, the Southern Immigrant Trail,
the Pacific Crest Trail and the Bradshaw Trail. The Historic Trails routes designations are graphical representations of the general
location of these historic routes and do not necessarily represent a planned Regional or Community Trail. In some case, the trails have
more detailed planning documents which describe interpretive routes for autos and/or non - motorized modes of Transportation. There
generally are Regional or Community Trail designations that either follow or parallel these routes, thus providing opportunities to
recognize the historic significance of these routes and affording the prospect of developing interpretive centers and signage.
National Forest and BLM Trails - National Forest and BLM Trails are also depicted on the Bikeways and Trails Plan, Figure C -7.
Such trails are managed and maintained by the responsible Federal agencies. While the County has no jurisdiction over such trails, they
are shown on the County plan to indicate connectivity, much as the trails within cities are shown.
See also the Land Use Element, Policies:
Circulation Section, for
additional policies C 16.1 Implement the County trail system as depicted in the Bikeways and Trails Plan, Figure C -7.
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Riverside County Integrated Project Page 19 of 27
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Riverside County Integrated Project
Page 20 of 27
Figure C-8 Multipurpose Recreational Trail Details
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Riverside County Integrated Project
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Equestrian Trait Easement Aiacent to Public Street
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C 16.2 Develop a multi- purpose recreational trail network with support facilities which provide a linkage with regional facilities. (AI 35)
C 16.3 Require that trail alignments either provide access to or Zink scenic corridors, schools, parks, and other natural areas.
a. Require that all development proposals located along a planned trail or trails provide access to the trails system.
i) Ensure that existing and new gated communities do not preclude trails from traversing through their boundaries.
b. Require that existing and proposed trails within Riverside County connect with those in other neighboring jurisdictions.
C 16.4 Identify all existing rights -of -way which have been obtained for trail purposes through the land development process.
a. Once the above task has been accomplished, analyze the existing rights of -way and determine the most expedient method for
connecting the parts.
C 16.5 Examine the use of public access utility easements for trail linkages to the regional trails system and/or other open space areas.
These potential corridors include the rights -of -way for:
a. water mains;
b. water storage project aqueducts;
c. irrigation canals;
d. flood control;
e. sewer lines; and
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f. fiber optic cable lines.
C 16.6 Adhere to the following trail - development guidelines when siting a trail:
a. Permit urban trails to be located in or along transportation rights -of -way in fee. utility corridors, and irrigation and flood
control waterways so as to mix uses, separate traffic and noise, and provide more services at less cost in one corridor.
b. Secure separate rights -of -way for non - motorized trails when physically, financially and legally feasible.
1) Where a separate right -of -way is not feasible, maintain recreation trails within the County right -of -way
c. Use trail design standards which will minimize maintenance due to erosion or vandalism.
d. When a trail is to be reserved through the development approval process, base the precise trail alignments on the physical
characteristics of the property, assuring connectivity through adjoining properties.
e. Consider the use of abandoned rail lines as multipurpose "rail- trails" for multi - purpose trails.
f. Place all recreation trails a safe distance from the edge of active aggregate mining operations and separate them by physical
barriers.
i) Avoid placing a trail where it will cross an active haul route.
g. Install waming signs indicating the presence of a trail at locations where regional or community trails cross public roads with
high amounts of traffic.
h. Take into consideration such issues as sensitive habitat areas, flood potentials, access to neighborhoods and open space, safety,
alternate land uses, and usefulness for both transportation and recreation when designing and constructing trails.
i. Coordinate with other agencies and/or organizations (such as the U.S. Fish and Wildlife Service and the Department of
Transportation) to encourage the development of multi - purpose trails. Potential joint uses may include historic and environmental
interpretation, access to fishing areas and other recreational uses, opportunities for education, and access for the disabled.
j. Work with landowners to address concerns about privacy, liability, security, and trail maintenance. (AI 3, 35, 36, 38, 39, 40,
41, 42)
C 16.7 Require the installation, where appropriate, of a simulated split rail fence with 2 to 3 rails constructed of white PVC material
separating road rights of way from adjacent trail easements. (AI 3)
Bikeways
Riverside County's bikeway system is included as part of the County's circulation system. Planned bicycle routes are shown on the
Bikeways and Trails Plan, Figure C -7. The County uses three types of bike path classifications:
Class I - Provides a completely separated right -of -way for the exclusive use of bicycles and pedestrians with cross -flow minimized.
Class II - Provides a striped lane for one -way bike travel on a street or highway.
Class I Bike Path/Regional Trail (Combination Trail) - This functions as a regional connector to link all of the major bodies of water
in Western Riverside County and to provide the opportunity for long- distance users to take advantage of this system for long one -way or
loop type trips. This system may also take advantage of existing or planned Class I Bike Paths, Regional Trails, and/or Community
Trails for several combinations of easements, connections, or links.
Bicycles are also allowed on regional and community trails, which allow all types of non - motorized use. However, Class I bike paths and
Class II bike lanes are designed for bicycle use only. As with non - motorized trails, a connected system of bikeways is needed to
encourage this alternative transportation method among County residents.
Policies:
C 17.1 Develop Class I Bike Paths, Class 11 Bike Lanes and Class I Bike Paths/Regional Trails (Combo Trails) as shown in the Trails
Plan (Figure C -7), to the design standards as outlined in the California Department of Transportation Highway Design Manual, and other
County Guidelines.
C 17.2 Require bicycle access between proposed developments and other parts of the County trail system through dedication of
easements and construction of bicycle access ways.
C 17.3 Ensure that the bikeway system incorporates the following :
a. Interconnection of cities and unincorporated communities;
b. Provision of lanes to specific destinations such as state or county parks;
c. Provision for bicycle touring; and
d. Encouragement of bicycle commuting.
C 17.4 Ensure that alternative modes of motorized transportation, such as buses, trains, etc.. plan and provide for transportation of
recreational and commuting bicyclists and bicycles on public transportation systems.
Acquisition, Maintenance, and Funding of Multipurpose Trails
The implementation of a usable trail network in Riverside County will require a
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combination of several strategies including land acquisition, trail maintenance,
and funding for trails. The following policies identify actions which will enable
the County to facilitate the creation and upkeep of these valuable facilities.
Policies:
C 18.1 ACQUISITION
a. Promote public /private partnerships for trail acquisition.
b. Determine which public and/or private agencies have easements or existing, unused rights -of -way, which potentially could be
incorporated as trail linkages throughout Riverside County. Such agencies may include the Riverside County Flood Control
District, various utility companies /districts, and Railroad companies.
c. Evaluate the potential use of private - landowner tax credits for acquiring necessary trail easements and/or rights -of -way. A
system such as this would allow a landowner to dedicate an easement for trail purposes in exchange for having that portion of the
property assessed as open -space instead of a higher land -use category.
C 18.2 MAINTENANCE
a. Implement maintenance options such as the use of volunteers, associations, or private landowner maintenance agreements,
and/or adopt -a -trail programs sponsored by various groups,
b. Implement methods to discourage unauthorized use of trails by motorized vehicles, which may cause trail deterioration, create
an unsafe environment, and/or disrupt the enjoyment of the trails by legitimate trail users. These methods may include the
installation of gates and motorcycle barriers, posting signs prohibiting unauthorized activities, or implementing educational
programs to encourage the proper use of trails.
C 18.3 FUNDING
a. Solicit all possible sources of funding to plan, acquire, and construct recreational trails. Sources can include, but not be limited
to, development mitigation fees, private foundation grants, and/or funds from local, regional, State, and Federal government
entities.
b. Persuade local communities to finance their own community trail systems through the use of special tax districts. If applicable,
these districts should also provide adequate regulation for the keeping of horses.
"The development of scenic Scenic Corridors
highways will not only add to
the pleasure of the residents of Many corridors in Riverside County traverse its scenic resources. Enhancing aesthetic experiences for residents and visitors to the
this State, but will also play an County has a significant role in promoting tourism, which is important to the County's overall economic future. Due to the visual
important role in encouraging significance of some of these areas, several roadways have been officially recognized as either State or County designated or eligible
the growth of the recreation and scenic highways. Enhancement and preservation of the County's scenic resources will require careful application of scenic highway
tourist industries upon which standards along Official Scenic Routes. The roadways designated as Scenic Highways are depicted in Figure C -9.
the economy of many areas of
this State depend." Policies that seek to protect and maintain resources along scenic highways are incorporated into this section. Also refer to policies
outlined in the Multipurpose Open Space Element and Land Use Element, Scenic Corridors section.
-The California Scenic Highway
Program (SB1463), adopted Policies:
1963
For additional policies related C 19.1 Preserve scenic routes that have exceptional or unique visual features in accordance with Caltrans' Scenic Highways Plan. (Al
to Scenic Corridors, refer to the 79)
Scenic Corridors Sections of the
Multipurpose Open Space C 19.2 Wind turbine generators have proven to be a unique tourist attraction.
Element and Land Use Element.
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CANY ° 47
O
9 CITY OF CANYON LAKE Carl Armbrust
U "000 to Mayor
Frank Kessler
°f Mayor Pro Tem
/? g rED DECEM Mary Craton
Councilmember
Martin Gibson
Councilmember
John Zaitz
Councilmember
September 2, 2008
Wendy Worthey
Principal Environmental Planner
City of Lake Elsinore
130 South Main Street
Lake Elsinore, CA 92530
Re: Comments on Mitigated Negative Declaration (MND) No. 2008-07
Dear Ms. Worthey:
The City of Lake Elsinore Planning and Engineering staff, City of Canyon Lake
Planning and Canyon Lake Property Owners Association Operations Manager and
their engineer met today to go over concerns with the latest proposed Greenwald
Commercial Center development plans. Carole Donohue, Case Planner, indicated
that the City would accept comments on the MND if submitted no later than the
end of this working clay.
These comments are submitted in addition to the comments emailed to Carole
Donohue by the City of Canyon Lake City Attorney on August 29, 2008:
Greenwald Avenue -
The proposed golf cart access located along the eastern boundary is a limited
alternative with blind crossing issues that should have been accounted for in the
planning process. One of the alternatives discussed at our meeting is to relocate
the entry as far west as possible from the City's gated entry to minimize or
eliminate potential hazards from this blind crossing.
An alternative to the proposed golf cart path is to allow golf carts to access the
proposed commercial property from the street. There are approximately 2,400
street legal golf carts in the gated residential community of the City of Canyon
Lake.
In order to address the street transition area located along Greenwald Avenue and
the City of Canyon Lake, the City of Lake Elsinore Traffic Engineer indicated that
31516 Railroad Canyon Road, Canyon Lake, CA 92587.951/244 -2955 • FAX 951/246 -2022
admin @cityofcanyonlake.com • www.cityofcanyonlake.com
EXHIBIT H
the City of Lake Elsinore could stripe the street to address the street transition
issues. The City of Lake Elsinore Traffic Engineer did not want to consider the
incorporation of curb, gutter and parkway that would transition from the eastern
boundary of the project on Greenwald Avenue traveling in a western direction to
Dowling Street. Please reconsider appropriate street design to achieve the safest
and best design for the project as there is drainage issues also located along
Greenwald Avenue that should be considered in addressing this issue.
The drainage appears to flow from east to west along Greenwald Avenue. Please
address the proposed drainage plans for both sides of the street along the eastern
boundary of the project. As proposed, the collection of water would create a drainage
problem at the southeastern boundary of the proposed development project within
the street right-of -way next to the City of Canyon Lake boundary.
Dowling Street -
The City Traffic Engineer indicated that additional review was required for creating
a multi-purpose trail along the west side of Dowling Street, with appropriate
signage, signals or lighting (pavement or signal) at the T- intersection of Downing
and Greenwald.
This alternative would be a preferred alternative in addressing the equestrian
usage of the area. Equestrian trails have been utilized for over 40 years in this
area. The City of Canyon Lake is excited that Greenwald Commercial Development
is considering the continued safe allowance of the equestrian trails used for so many
years by residents of the area. We look forward to the City of Lake Elsinore's
Traffic Engineer and applicant's resolve in addressing this important issue.
Access Easements -
The project plans include access easements located along the eastern boundary. It
was undear as to whether or not the proposed encroachments of the easement were
approved by users of the easement. The Applicant's representative indicated that
they would look at the issue again. The City and POA would like a copy of the
easements to also review to details of the access easements and properties impacted
by the easement. At this point this issue is unresolved.
Lighting and roof —mounted mechanical equipment views/noise—
• The eastern boundary of the proposed development is currently surrounded by
single-family residential development. Please incorporate appropriate
conditions and/or mitigation related to light and glare to be directed on-site only
and not along any public right - of-way or adjacent residential uses.
• Please include a condition and/or mitigation measure to prohibit any illuminated
signage along the eastern building elevations to eliminate light /glare onto
adjacent residential properties.
• Please incorporate appropriate conditions of approval and/or mitigation
measures to eliminate any view of roof top mechanical equipment and noise from
the mechanical equipment.
Perimeter Wall along far eastern boundary of project:
Please incorporate a decorative eight foot masonry wall material (e.g., slump stone,
split face block, or natural stone) with finished cap along both sides of the wall
along the eastern property boundary.
Future Comments:
The City of Canyon Lake reserves the right to provide additional comments based
on revised plans, the mitigated negative declaration and public hearings held for
the project. Please provide the City of Canyon Lake with notice of any future
hearings of the project proposal and copies of staff reports with attachments.
Sincerely,
Maria Suarez, AICP
City Planner
City of Canyon Lake
C: Lori Moss, City Manager
Elizabeth Martyn, City Attorney
Paul Johnson, Operations Manager, Canyon Lake Property Owners
Association
b it - 41 Corporate Park, Suite 300 Irvine, CA 92606 949.660.1494 main 949.660.1911 fax www.urbanxroads.com
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August 22, 2008
Mr. George Filios
GREENWALD, LLC.
9640 West Tropicana Avenue, Suite 200
Las Vegas, NV 89147
Subject: Greenwald Avenue Commercial Center -- Response to Comments
Dear Mr. Filios:
The purpose of this letter is to provide a response to comments received from both the City of
Lake Elsinore and the City of Canyon Lake related to on -site circulation. Specifically, this letter
will address on -site circulation concerns related to access in and out of the gas station proposed
to be located at the southwest boundary of the project along Greenwald Avenue, and the
location of the proposed multipurpose trail located along the project eastern boundary adjacent
to Canyon Lake.
The City of Lake Elsinore has expressed concern with two areas of on -site circulation; the first is
related to the access into and out of the gas station located near Driveway 1 and Greenwald
Avenue. The City has noted that the southerly gas station access is located in close proximity
to the project driveway entrance on Greenwald Avenue which may create stacking issues for
vehicles trying to enter the site while on -site traffic is making left turns into and out of the gas
station. Based on discussions with City of Lake Elsinore staff it is recommended that a curbed
median be placed across from the southerly gas station access to prohibit left turns in and out at
this location. Vehicles will be allowed to exit the gas station make a right turn and then exit the
site at Greenwald Avenue. Vehicles entering the site from Greenwald will proceed past this
entrance and make a left into the gas station at the next access point (located immediately to
the north). Exhibit A illustrates the proposed curbed median and access in and out of the gas
station.
05326 -03 Response
EXHIBIT 1
Mr. George Filios
GREENWALD, LLC.
August 22, 2008
Page 2
In addition, the City of Lake Elsinore has expressed some concern over on -site circulation at
Driveway 1 and the drive aisle coming down from the second story (immediately north of the
gas station). Specifically, the concern is related to safety as Driveway 1 and the drive aisle from
the upper parking level converge. In an effort to improve both internal circulation and safety, the
installation of stop signs in each direction at the intersection of Driveway 1 and the drive aisle to
the upper parking level is recommended to operate as an all -way stop controlled intersection.
Additionally, stop bars and "STOP" pavement markings are also recommended to provide
drivers with guidance on where to stop. Vehicles waiting at each of the stop signs would have
clear visibility of all other approaches as well as the vehicles accessing the gas station.
Recommended stop sign and pavement markings are illustrated on Exhibit A.
Lastly, the City of Canyon Lake has expressed concern over the proposed location of the 1
` multipurpose trail due to its proximity to the gated entrance to Canyon Lake. The City's primary
concern appears to be that vehicles exiting Canyon Lake are traveling at speeds of 35 mph or
more and may have difficulty seeing users of the multipurpose trail (i.e., riders, carts,
pedestrians, etc.). To address this concern the City of Canyon Lake has suggested that the trail
be relocated to the west side of Dowling Road away from the gated entry. However, careful
consideration of this location reveals that it is likely to create additional safety concerns as the
potential vehicle conflicts with trail users is increased. Trail users attempting to cross
Greenwald Avenue on the west side of Dowling Street would be required to negotiate both
traffic on Greenwald Avenue and vehicles making turns to and from Dowling Street. Since there
are fewer conflicts associated with the trail location on the eastern side of the project, it is
recommended that the trail crossing remain at this location with appropriate signage and gate
exit treatment to address safety concerns. _ _
As indicated in Exhibit B, the gated entrance to Canyon Lake provides for two inbound lanes
(one for visitors and one for residents) and a single outbound lane. Currently, there are two
gate arms (or booms) that control the entrance roads at the guard gate, however, the exiting
lane contains no traffic calming devices. One way to address exiting speeds is to provide a gate
arm for the exiting lane that activates as vehicles approach the gate. This would force all
vehicles to stop at the gate exit while the gate arm is raised. This is a very common approach
for a gated community exit treatment. Alternatively, a speed hump could also help to reduce
05326 -03 Response
Mr. George Filios
GREENWALD, LLC.
August 22, 2008
Page 3
speeds and allow more time for vehicles exiting Canyon Lake to see riders or other trail users.
In conjunction with these speed reduction tools, additional signage or striping could also be
used to provide additional alerts to exiting vehicles of the presence of trail users.
If you have any questions, please contact me directly at (949) 660 -1994.
Respectfully submitted,
URBAN CROSSROADS, INC.
Aric Evatt Charlene S. Hwang, P.E. •
Principal Senior Transportation Engineer
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05326 -03 Response.doc
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October 28, 2008
Ms. Lori Moss
CITY OF CANYON LAKE
31516 Railroad Canyon Road
Canyon Lake, CA 92587
Subject: Greenwald Avenue Multi- Purpose Trail Crossing Review, City of
Canyon Lake
Dear Ms. Moss:
RK ENGINEERING GROUP, INC. (RK) is pleased to provide the City of Canyon Lake a review
of the proposed multi- purpose trail crossing as part of the Greenwald Avenue Commercial
Center project (Development) in the City of Lake Elsinore. RK is a Riverside and Newport
Beach traffic engineering firm specializing in traffic engineering planning, traffic
engineering design, and traffic calming analysis. RK has been a traffic engineering
consultant to the City of Canyon Lake for nearly ten years and has been asked to provide a
review of the proposed Greenwald Commercial Center with respect to the trail crossing on
Greenwald Avenue.
RK has been able to review the Greenwald Avenue Commercial Center Traffic Impact Study,
dated May 29, 2008, which addresses the existing and future traffic along surrounding
roadway system of the project. The Development would be located on the north side of
Greenwald Avenue and would border the property line of the Property Owner's Association
of Canyon Lake (POA) on its eastern edge. The Development would need to accommodate
the Riverside County multi - purpose trail either along the edge of the site or within the site,
connecting the trail from the south side of Greenwald Avenue to areas further north of the
project.
In RK's review of the traffic impact study (TIS), the TIS did not address the location of the
multi - purpose trail. However, the trail placement was recently discussed between the
developer, the POA and the City of Canyon with ideas placing the trail at various possible
locations along the development frontage. RK feels that not enough study has been made
to determine its location. A decision to place the trail crossing at any location, absent of
thorough analysis or study, could have impacts to safety, traffic, and economics.
3991 rnacarthur boulevard, suite: 310
n =_kvpiai h. califomia 92660
tel 949.4 74.0809 fax 949.474,0901
EXHIBIT J
Of several possible locations, several sites have been discussed between the parties:
• placing the crossing at the eastern edge of the commercial property (also the
western edge of the PORN,
• locating the trail crossing at the proposed intersection of Greenwald Avenue and
Dowling Road,
• having the trail crossing underground next to the proposed culvert, and,
• locating the trail on the western edge of the development.
With the proposed Greenwald Commercial Center, additional traffic will be generated
along this stretch of roadway causing a mixture of vehicle, pedestrian, and equestrian
movements. In addition to the additional traffic, Greenwald Avenue will have several new
intersections and substantial grade differences along the frontage of the project.
Consideration to visibility, traffic volumes and movements, vehicle speeds, the number and
type of trail users should be fully analyzed.
Placing the trail crossing at the eastern edge of the commercial property would place the
trail next to the gated entrance of the POA. The POA entry consists of a gate house, two
entry lanes controlled by gate arms, and a single free- flowing exit lane. It is apparent that
visibility between the roadway and trail users could be diminished by the gate house,
roadway grade, or landscaping. Exiting vehicular speeds could be significant and could be
unsafe with a blind crossing. Incorporating gate arms forcing the current free - flowing
exiting traffic to stop may cause congestion at the gate during the peak hours when the
trail is minimally used and could cause queues that block private driveways within the POA.
As an option, traffic calming devices, such as speed humps, could be considered.
However, speed humps should only be considered after a speed survey has been done.
Speed humps placed on roadways with vehicular speeds greater than 35 miles per hour
may not be appropriate and may cause additional safety impacts. Speed humps may not
be a solution to correct any sight distance issue at the crossing. Without study, it is
difficult to recommend that this location is an appropriate location for the trail.
Analysis and study should also be prepared for the trail crossing alternative at the
intersection of Greenwald Avenue and Dowling Road. Based on future traffic, the
intersection is proposed to be a cross - street, t- intersection with the Dowling Road stopped
controlled. With the trail crossing at the intersection in a crosswalk configuration, the
crossing would be considered a "mid- block" crosswalk. Crosswalks at fully controlled stop
intersections or signalized intersections are more desirable. However, mid -block crosswalks
can be effective if the crosswalk is highly visible and if it is properly studied and designed.
With significant grades proposed in this area, analysis of the stopping sight distance should
be calculated.
There have been several other options discussed, but none of them have been thoroghy
analyzed. Installing the trail without proper and thorough analysis is premature and could
RK: TW: ng /RK6911 2
JN:1256- 2008 -0 T
cause safety concerns to both trail users and the motoring public. Having to relocate the
trail after the start of the project, could cause the Development additional delays and costs
that could have been mitigated with initial studies or concept designs. RK recommends
that these studies be done.
RK appreciates the opportunity to provide this review to the City of Canyon Lake. If you
have any questions or need further review, please do not hesitate to call us at (949) 474-
0809.
Sincerely,
RK ENGINEERING GROUP, INC. � � S/0
0 ' ,,,p,S J. Wy4eF
Thomas J. Wheat, P.E. I S No.69467
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Vice President °� x.30.14 •
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Registered Civil Engineer 69467 Cpt�ti
RK: 7W: nq/RK6911 3
JN: 1256- 2008 -01
[1:1 engineering
group/ rocs
Thomas J. Wheat, P.E. Vice Presicdent
Areas of Expertise Representative Experience
Traffic Engineering I Mr. Thomas Wheat, P.E., has been involved in the traffic
1 engineering profession for over a decade managing and
Traffic Signal, Signing and Striping Plans j developing projects for both the public and private sectors. His
Parking Lot Design versatile experience includes leading and assisting in the design
and construction of traffic signal plans, traffic signal systems, ITS
design, signing and striping plans, traffic control plans, and
Traffic Calming traffic calming measures. Mr. Wheat has worked professionally
I in the Washington D.C. and Chicago land areas before coming
Traffic Control Devise Warrants to RK Engineering Group, Inc. in 2003. He holds Professional
Traffic Control Plans Engineer licenses in the states of Maryland, Virginia, and
California.
ITS / While at RK, Mr. Wheat has designed numerous traffic signal
plans and signing and striping plans for various agencies,
including Caltrans and Riverside County as well as the Cities of
Beaumont, Hemet, Moreno Valley, Murrieta, Aliso Viejo, and
Education Irvine. In addition to design work, Mr. Wheat has also worked
on various traffic engineering studies including traffic impact
Clemson University studies and access management studies for various clients and
B.S., Civil Engineering 1995 agencies in Orange County and Riverside County. He has also
performed an operational analysis for the City of Irvine using
Virginia Tech University 1 Synchro and SimTraffic to determine the impact of future traffic
Graduate Courses in Advance Transportation Engineering, 1999 I to an existing coordinated traffic signal system. He also uses his
n r experience to review traffic signal and signing and striping plans
= for the City of San Jacinto and City of Perris.
Professional History Mr. Wheat had been working for consulting firms in the
Washington D.C. area consulting for various public entities
RK Engineering Group, Inc. I including the FHWA and various state and local agencies along
PartnerNice President 1 the East coast before coming to RK. As a project manager and
2003- present project engineer, Mr. Wheat's involvement in traffic engineering
projects has ranged from his participation in very large projects
Sabra, Wang & Associates including the design of traffic control plans for an interstate
Traffic Engineer with multiple interchanges; to small projects involving the
2000 -2003 design of traffic calming measures at an elementary school.
HNTB, Inc. Mr. Wheat has been actively designing traffic signal
Traffic Engineer I construction plans and traffic signal timing plans throughout his
1997 -2000 / eight -year career. He has designed numerous traffic signal
construction plans for various clients on state and local
Kane County Division of Highways roadways. Several of the designs have involved new
Civil Engineer I technologies for vehicle detection, including the use of video
1993 -1997 and microwave technologies in lieu of inductive loop detectors
for both presence and advance detections.
Page 1 of 2
engineering
group, anti.
Thomas J. Wheat P.E. Vice President
Affiliations
Mr. Wheat also has substantial experience in the operations side
of traffic signals where he has created timing plans for
Licensed Professional Engineer ) individual signalized intersections, as well as signal systems by
• California using modeling programs, such as Synchro and SimTraffic. He
• Virginia j has had the opportunity to adjust and implement timing plans
• Maryland into individual field controllers, as well as a city's centralized
I signal system computer.
Tau Beta Pi National Engineering Honor Society (B.S. Clemson
University) He has acquired experience in designing ITS systems for Closed
{ Circuit Television Cameras (CCTV), Changeable Message Signs
American Society of Civil Engineers (ASCE) (CMS), and traffic signal interconnect systems for clients on the
Member 1 East coast. As well, he has provided assistance on a traffic
signal system design for a city, which included the design of a
Institute of Transportation Engineers (ITE) citywide fiber optic communications backbone supporting
Member CCTV, CMS, and real -time traffic data. Mr. Wheat has also
designed construction plans to place CMS's at strategic
locations throughout a city where traffic information was
1. disseminated to the public, and has also helped design both the
temporary and future ITS communications system for the
Capital Beltway linking field technologies (CCTVs, CMS,
sampling stations, etc.) to a central operations center miles
away.
Mr. Thomas Wheat started his career at Kane County Division of
1 Highways in the suburbs of Chicago, IL. Not only did his design
career begin at the County, but he also gained valuable
f experience in overseeing some of the counties largest highway
projects as both an assistant and resident engineer. Mr. Wheat
t worked directly with the contractors overseeing and inspecting
the pavement, traffic signal, electrical and drainage
construction. There he learned aspects of the construction
process that have helped him in his career as a designer.
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Page 2 of 2
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a �I EXHIBIT K
WWILLDAN I yeoxtuernding
Engineering reach
October 28, 2008
Ms. Lori Moss
City Manager
City of Canyon Lake
31516 Railroad Canyon Drive
Canyon Lake, CA 92587
RE: Greenwald Shopping Center- Deficiencies in the Mitigation Measures and
Conditions of Approval
Dear Ms. Moss;
Thank you for the opportunity to comment on the upcoming project adjacent to
the City of Canyon Lake. The Greenwald Shopping Center presents several
significant challenges to the well being of our community and I appreciate the
effort the City of Lake Elsinore has made to reduce those impacts to the
residents.
As you know, as the contract Building Official for the City, I have a unique
perspective on development. I have made a 20 year career of service to the
public using my experience as a civil engineer as well as a Building Official and
City Engineer in four jurisdictions. I have had the opportunity to review many
development projects ranging from residential developments to industrial park
developments under specific plan development guidelines. I offer the following
comments based on my experience in other jurisdictions and in anticipation of
the challenges that a development of this type will present to our residents.
The Mitigation Measure proposed appear to be too loosely constructed, relying
on the contractor to self regulate. The measures should be revised to require
appropriate oversight and participation by the City and other regulatory agencies
to ensure compliance. Many of the impacts are irreparable if the contractor fails
to meet the obligation and therefore should be closely monitored by all interested
parties.
Specifically under the Mitigation Measures, the following items need to be
addressed:
AO -2 This item should be modified to specifically prohibit trucks from entering
the site prior to 7 am, to prohibit staging of trucks on the public streets or private
property prior to 7 am and staging of trucks in the public right of way while
grading and loading operations are on going. All efforts should be made to keep
any trucking from staging, stacking or idling near or adjacent to the eastern
Engineering 1 Geotechnical 1 Environmental 1 Financial 1 Homeland Security
909.388.0200 1 800.789.7517 1 fax 909.888.5107 1 650 E. Hospitality Lane, Suite 400, San Bernardino, CA 92408 -3317 1 www.willdan.com
EXHIBIT M
Greenwald Shopping Center
Page 2 of 4
portion of the site. Specific measure should be included to require street
sweeping to address dust tracking in the street.
BI -3, 4 &5 These measures would not be appropriate in my opinion. They
indicate that the developer may change the scope of the project, and no further
CEQA review is required. The developer is directed to obtain the necessary
jurisdictional permits, without further action by the City. This eliminates public
comment on potential impacts for stream bed alteration, disturbance of wetlands
and grading and other impacts to sensitive habitat. I do not believe this is in
compliance with either the intent or the spirit of the CEQA regulations, as it
allows addition environmental impacts to occur without proper public input and
technical review.
CR -2 This should require full time monitoring by the Archeologist. If the monitor
is not there, the contractor may not stop work. It is difficult to prove what didn't
happen after the fact and potentially significant resources could be lost. A full
time monitor observing all the work taking place will be able to prevent careless
destruction of the resources.
CR -5 This measure should include public input. The cultural significance of
paleontological resources should not be decided without input from all
stakeholders including the general public.
N -1 Trucking traffic including service of the waste management refuse
collection site should be limited to business hours, but not later than 9 pm.
N -2 A specific decibel level of mitigation should be identified for the sound
wall. The noise level at the property line should not exceed 65 decibels at any
time. Appropriate design should be implemented to reduce noise from all
sources to that level.
N -3 The parapet wall should screen the equipment from view for all residential
areas and 5 feet may not be enough. The adjacent residential development
follows the contours of the existing terrain and therefore the parapet should be
designed to screen equipment from view for all adjacent residential development
regardless of the necessary height. Consideration should be given to alternate
screening methods beside a perimeter parapet on the building.
N -6 The construction working hours should be modified to coordinate with the
City of Canyon Lake regulations and all construction activity should end at 5 pm.
The proximity of the residential areas makes ongoing activities including trucking
and grading operations excessively intrusive at 7 pm.
In addition, under "Design Considerations" Ground Shaking, page 4 -20, the
project should comply with the latest state building code (2007) not 2001.
The conditions of approval appear to be somewhat general and again, more
stringent and specific requirements will improve the project and minimize the -
health risks and disturbance of the adjacent residential areas. Proposed
conditions of approval should address specifically the areas listed below.
Dust/Air Quality
Significant grading is necessary to prepare the site for construction. During the
course of the construction there will be air borne dust particles that will impact the
Engineering I Geotechnical I Environmental I Financial I Homeland Security
909.388.0200 I 800.789.7517 I fax: 909.888.5107 I 850 E. Hospitality Lane, Suite 400, San Bernardino, CA 92408 -3317 I www.willdan.com
Greenwald Shopping Center
Page 3 of 4
residential area adjacent to the project. There should be provisions to address this
including
• Require a sign posted at the project site listing contact information for 24/7
complaints regarding blowing dust from the site.
• Require written notification of all residences within one half mile of the
property line for the project for the time period of the grading operation.
• Require submission of the grading plans, the SWPPP and WQMP to the
City of Canyon Lake for review and approval of all property line drainage.
• Require onsite and offsite monitoring of air borne dust and limit
construction during any wind event where drifting dust leaves the site due
to wind or other factors. All construction activities with the potential to
cause dust should be suspended when the average wind speed exceeds
20 mph or the 3 second gust speed exceeds 30 mph.
Traffic
• Require all traffic control plans to be submitted to the City of Canyon Lake
for review and approval.
• Require all traffic to enter and leave the site from the western most portion
of the site.
• Post reduced speed limits in the area of the construction to limit conflicts
with residential traffic.
Noise
• Prohibit maintenance of vehicles, including fuel, except during hours of
permitted construction activities.
Sanitation
• Require provision and onsite maintenance of proper sanitary facilities
during the entire course of construction.
Thank you for the opportunity to comment and please feel free to request any
clarification you may feel is necessary.
Sincerely,
Anne Schneider, PE
Building Official
Engineering 1 Geotechnical I Environmental I Financial I Homeland Security
909.386.0200 1 800.789.7517 1 fax: 909.888.5107 1 650 E. Hospitality Lane, Suite 400, San Bernardino, CA 92408 -3317 1 www.willdan.com
Greenwald Shopping Center
Page 4 of 4
Cc Elizabeth Martyn, City Attorney
Engineering 1 Geotechnical I Environmental 1 Financial I Homeland Security
909.386.0200 1 800.789.7517 1 fax: 909.888.5107 1 850 E. Hospitality Lane, Suite 400, San Bernardino, CA 92408 -3317 1 www.willdan.com