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VISUAL IMPACT ASSESSMENT State Route 74 Lower Ortega Highway

Widening Project ~~~~~~~-~

May 2019

California Department of Transportation

12-0RA-74 PM 1.0/2.1

Project EFIS: 1200000051 EA 086920

Prepared by: __ 6ti..-.. ... 1z ..... ,~~---.,._., __ :> _..-• __ ---.. ___ Date: fi -; .. ( ~r/ CalhyJohnson,PLA

Michael Baker International, Inc. license #4545

Project Landscape Architect

Approved .by: -~-=----""---·~ ___

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___ Date: •:/"Li~ Enc Dickson

license #3814 Caltrans Olstnct l andscape Architect

District 12

Statement of Compliance P1oduced In compliance with Nationa l Environmental Polity ALt (NEPA) and Cali fornia Environmental Quality Act (CEOA} requirements, as appropriate, to meet the level of analy!> is and documentation that has been determined necessary for this project

TABLE OF CONTENTS

I. PURPOSE OF STUDY.............................................................................................................. 1

II. PROJECT DESCRIPTION ........................................................................................................ 1

III. PROJECT LOCATION AND SETTING ...................................................................................... 3

IV. ASSESSMENT METHOD....................................................................................................... 4

V. VISUAL ASSESSMENT UNITS AND KEY VIEWS ...................................................................... 5

VI. VISUAL RESOURCES AND RESOURCE CHANGE .................................................................... 6

Visual Resources ................................................................................................................................................................. 6

VISUAL CHARACTER ................................................................................................................................................................ 7

VISUAL QUALITY...................................................................................................................................................................... 7

Resource Change................................................................................................................................................................. 8

VII. VIEWERS AND VIEWER RESPONSE ..................................................................................... 9

Types of Viewers................................................................................................................................................................. 9

HIGHWAY NEIGHBORS (Views to the Road)............................................................................................................................ 9

HIGHWAY USERS (Views from the Road) ................................................................................................................................ 9

Viewer Response...............................................................................................................................................................10

VIEWER EXPOSURE................................................................................................................................................................ 10

VIEWER SENSITIVITY.............................................................................................................................................................. 11

GROUP VIEWER RESPONSE ................................................................................................................................................... 14

VIII. VISUAL IMPACT .............................................................................................................. 15

Visual Impacts by Visual Assessment Unit and Alternative............................................................................16

SUMMARY OF VISUAL IMPACTS BY VISUAL ASSESSMENT UNIT ........................................................................................... 22

SUMMARY OF VISUAL IMPACTS BY ALTERNATIVE ................................................................................................................ 24

IX. PROJECT VISUAL IMPACT SUMMARY................................................................................ 25

Overall Visual Impact of the Project..........................................................................................................................25

SCENIC RESOURCES ALONG SCENIC HIGHWAYS .................................................................................................................. 25

SCENIC VISTAS ...................................................................................................................................................................... 25

VISUAL CHARACTER.............................................................................................................................................................. 26

LIGHT AND GLARE................................................................................................................................................................. 26

Temporary Construction Visual Impacts................................................................................................................26

X. CUMULATIVE VISUAL IMPACT ........................................................................................... 27

XI. AVOIDANCE, MINIMIZATION, AND/OR MITIGATION MEASURES...................................... 28

Summary of Avoidance, Minimization, and/or Mitigation Measures by Alternative ...........................31

XII. CONCLUSIONS ................................................................................................................. 32

XIII. REFERENCES ................................................................................................................... 32

List of Preparers .............................................................................................................................................................32

Documents .........................................................................................................................................................................32

LIST OF FIGURES

Figure 1, Regional Vicinity 32 Figure 2, Site Vicinity 33 Figure 3a, Site Plan 34 Figure 3b, Site Plan 35 Figure 3c, Site Plan 36 Figure 3d, Site Plan 37 Figure 3e, Site Plan 38 Figure 4, Existing Conditions Photographs 39 Figure 5, Viewshed Map and Visual Assessment Unit 40 Figure 6, Key View Locations Map 41 Figure 7a, Key View 1 – Existing Condition 42 Figure 7b, Key View 1 – Proposed Condition 43 Figure 8a, Key View 2 – Existing Condition 44 Figure 8b, Key View 2 – Proposed Condition 45 Figure 9a, Key View 3 – Existing Condition 46 Figure 9b, Key View 3 – Proposed Condition 47 Figure 10a, Key View 4 – Existing Condition 48 Figure 10b, Key View 4 – Proposed Condition 49 Figure 11a, Key View 5 – Existing Condition 50 Figure 11b, Key View 5 – Proposed Condition 51

LIST OF TABLES

Table 1: Visual Impact Ratings Using Viewer Response and Resource Change 16 Table 2: Summary of Key View Narrative Ratings 23 Table 3: Cumulative Projects 28 Table 4: Summary of Avoidance, Minimization, and/or Mitigation Measures

by Alternative 31

Visual Impact Assessment for the State Route 74 Lower Ortega Highway Widening Project ii

VISUAL IMPACT ASSESSMENT State Route 74 Lower Ortega Highway Widening Project

I. PURPOSE OF STUDY The purpose of this visual impact assessment (VIA) is to document potential visual impacts caused by the proposed project and propose measures to lessen any detrimental impacts that are identified. Visual impacts are demonstrated by identifying visual resources in the project area, measuring the amount of change that would occur as a result of the project, and predicting how the affected public would respond to or perceive those changes.

II. PROJECT DESCRIPTION The project proposes to improve traffic operations on State Route 74 (SR-74) from Calle Entradero (Post Mile [PM] 1.0) to Reata Road (PM 2.1) in the City of San Juan Capistrano (City) and unincorporated County of Orange in Orange County, California; refer to Figure 1, Regional Vicinity and Figure 2, Site Vicinity. Specifically, the Build Alternative would widen SR-74 from two to four lanes from Calle Entradero (PM 1.0) to 150 feet east of the City/County line (PM 1.9) with restriping from 150 ft east of the City/County line to Reata Road (PM 2.1); refer to Figure 3a through 3e, Site Plan.

This VIA examines two alternatives, including a No-Build Alternative. The alternatives assessed in this study are:

• Build Alternative 2: As discussed previously, two 12-foot general purpose lanes in each direction and painted median are currently located at the eastern portion of the project area. Build Alternative 2 would widen this segment of the existing SR-74, primarily on the north side of the roadway, to minimize removal of mature trees and to avoid removal of the existing sidewalk on the south side of SR-74. The existing sidewalk on the north side of SR-74 between Calle Entradero and Via Cordova/Hunt Club Drive would be reconstructed similar to existing conditions, to the extent feasible. Depending on the existing conditions within the public right-of-way and to the greatest extent reasonably possible, the reconstructed sidewalk may resemble the existing curve and meandering sidewalk. Concrete curbs would be installed on each side of the roadway at the pavement edges. All project features (e.g., proposed additional lanes, shoulders, median, drainages, driveways, sidewalks, retaining walls, noise barriers, etc.) would be designed in conformance with the Caltrans Highway Design Manual requirements. Specifically, Build Alternative 2 would include the following distinct improvements that would result in noticeable visible changes within the project corridor:

• Pedestrian and Bicycle Facilities. The existing sidewalk on the south side of SR-74 would be maintained in its current location except for a portion of sidewalk at the intersection of Via Cordova, where the sidewalk would be shifted south and reconstructed to provide for the right-turn pocket at this intersection. A new sidewalk on the south side of SR-74 and east of Avenida Siega would be constructed to accommodate a future connection to the County-maintained sidewalk system. In addition, the existing sidewalk on the north side of SR-74 would be reconstructed from Calle Entradero to Hunt Club Drive within the existing public right-of-way.

Visual Impact Assessment for the Lower State Route 74 Ortega Widening Project 1

A paved 5-foot and 8-foot wide paved shoulder would be provided on each side of the roadway to accommodate Class II (striped on-road) bicycle facilities, except from Avenida Siega to the City/County limits where the shoulder would transition to an 8-foot wide shoulder to merge with the County portion of the project. These facilities would be in conformance with the Orange County Transportation Authority’s (OCTA’s) Commuters Bikeways Strategic Plan (CBSP).

• Cut and Fill. The proposed roadway widening would require cut slopes approximately 20 feet deep on the north side of SR-74 between Hunt Club Drive and the City/County Line.

• Retaining Walls. Build Alternative 2 considers seven retaining walls on the north side of SR-74, all of which would be designed to meet Caltrans Division of Structures requirements. The seven retaining walls under consideration include:

o A 160-foot-long, 2 to 16-foot high retaining wall on the north side of Palm Hill Drive; o A 560-foot-long, 2 to 20-foot-high retaining wall from Palm Hill Drive to an access road; o A 100-foot-long, 2 to 10-foot-high retaining wall just east of the abovementioned access

road; o A 280-foot-long, 2 to 14-foot-high retaining wall between Toyon Drive and an access road;

and, o A 1,060-foot-long, 8 to 24-foot-high retaining wall between Shade Tree Lane to the

City/County limits. o Two 160-foot-long, 3-foot high retaining walls on the north side of SR-74 between Calle

Entradero and Hunt Club Drive.

Terraced retaining walls were considered as a potential aesthetic treatment for the seven retaining walls. However, this design is considered infeasible based on the cost of obtaining the additional right-of-way necessary for implementation of this treatment. The wall types and aesthetic design will receive guidance from the aesthetic committee consisting of the Hunt Club, City, and Caltrans representatives.

• Noise Attenuation. Two noise barriers (NB) (NB No. 2 and NB No. 3) were recommended for this project as community enhancement to protect residences along south of the SR-74 as part of the project features within the certified Final Environmental Impact Report (FEIR). In addition, the Noise Study Report (NSR, 2018) and Noise Abatement Decision Report (NADR, 2019) recommended one noise barrier (NB No. 6):

o NB No. 2: A 712-foot long, maximum of 16-foot high noise barrier on the south side of the SR-74 from Via Cordova to Via Cristal.

o NB No. 3: A 1,215-foot long, maximum of 16-foot high noise barrier on the south side of the SR-74 from Via Cristal to Via Errecarte.

o NB No. 6: A 41-foot long, maximum of 16-foot high noise barrier within the private property line of Assessor’s Parcel Number (APN) 650-171-11 on the westbound side of SR-74.

Visual Impact Assessment for the State Route 74 Lower Ortega Highway Widening Project 2

The proposed noise barriers will use transparent sound attenuating material for the upper five feet of the barriers. The barrier types and aesthetic design will receive guidance from the aesthetic committee consisting of the Hunt Club, City, and Caltrans representatives.

• Utilities. All utilities such as power, gas, sewer, and telephone lines impacted by the project would be relocated or replaced in-kind within the project limits. In addition, an existing con-crete channel along the north side of SR-74 at approximately Station 104+00 to Shade Tree Lane, will be undergrounded as part of the project.

• Via Cordova/Hunt Club Drive Traffic Signal. Currently, there are no traffic signals within the project limits. The project would construct a four-way traffic signal at the intersection of SR-74 and Via Cordova/Hunt Club Drive. The proposed traffic signal design will be submitted to the City of San Juan Capistrano and the Hunt Club Community homeowner’s association to solicit input on the final traffic signal design.

• Hunt Club Community Guardhouse Relocation. Build Alternative 2 would relocate the existing Hunt Club Community guardhouse located immediately north of the Hunt Club Drive intersection, including all structures, fixtures, utility connections, and landscaping to address the potential hazard of vehicles stopped at the guardhouse from queuing onto SR-74.

• Sidewalk Replacement. The existing meandering sidewalk area to the north of SR-74 between Via Cordova/Hunt Club Drive and Calle Entradero will be reconstructed from Calle Entradero to Hunt Club Drive within the existing public right-of-way. This sidewalk will be replaced with a new sidewalk similar to existing conditions, to the extent feasible. Depending on the existing conditions within the public right of way and to the greatest extent reasonably possible, the reconstructed sidewalk may resemble the existing curve and meandering sidewalk.

• No-Build Alternative: Under the No-Build Alternative, SR-74 would be maintained in its existing two-lane configuration and would continue to be used by commuters, recreation traffic, and commercial trucks. This alternative, however, does not preclude the construction of future improvements.

III. PROJECT LOCATION AND SETTING The project location and setting provides the context for determining the type and severity of changes to the existing visual environment. The terms visual character and visual quality are defined below and are used to further describe the visual environment. The project setting is also referred to as the corridor or project corridor which is defined as the area of land that is visible from, adjacent to, and outside the highway right-of-way, and is determined by topography, vegetation, and viewing distance.

The proposed project is located on SR-74 between Calle Entradero (PM 1.0) to Reata Road (PM 2.1) in the City of San Juan Capistrano and unincorporated Orange County. The regional landscape is characterized by coastal communities, rolling hills, and canyons. The City is situated in a coastal valley (one mile from the Pacific Ocean) at the foothills of southern Orange County, near the southern tip of the Santa Ana Mountains and south of the San Joaquin Hills.

The terrain is predominantly composed of gently to steeply rolling hills containing deep cut canyons and gullies. The project site consists of SR-74 (to the east of Interstate 5 [I-5]), which traverses the City in a


southwest/northeast direction. The project site is located along a canyon formed by San Juan Creek, and ranges in elevation from approximately 135 to 175 feet above mean sea level (amsl). SR-74, at the project site, passes through developed very low-, medium-low, and medium density residential uses, as well as agricultural land uses; refer to Figure 4, Existing Conditions Photographs.

The County of Orange General Plan has designated SR-74 as a landscape corridor.1 The County of Orange General Plan defines landscape corridors as a corridor that traverses developed or developing areas and has been designated for special treatment to provide a pleasant driving environment as well as community enhancement. According to the San Juan Capistrano General Plan Community Design Element, the visual character of San Juan Capistrano is established by its location within a beautiful valley surrounded by natural hillside areas. This character is also established through the architectural styles of buildings and the City’s historic features. No other General Plan-designated scenic resources or corridors occur within the project site’s one-mile viewshed radius.

According to the State Scenic Highways Mapping System, there are no officially-designated State Scenic Highways within the project vicinity. However, SR-74 is identified as an eligible State Scenic Highway in Orange County.2 Additionally, the County of Orange General Plan designates SR-74 between the I-5 and Caspers Wilderness Park as a County scenic highway (a Landscape Corridor).

IV. ASSESSMENT METHOD This visual impact assessment generally follows the guidance outlined in the publication Visual Impact Assessment for Highway Projects published by the Federal Highway Administration (FHWA) in January 1988.

The following steps were followed to assess the potential visual impacts of the proposed project:

A. Define the project location and setting. B. Identify visual assessment units and key views. C. Analyze existing visual resources, resource change and viewer response. D. Depict (or describe) the visual appearance of project alternatives. E. Assess the visual impacts of project alternatives. F. Propose measures to offset visual impacts.

For the purposes of this analysis, several Key Views were selected (in consultation with Caltrans District 12 staff), in November and December 2018 to represent public views from both public right-of-way and publicly accessible areas located within and adjacent to the project site. Michael Baker International (Michael Baker) staff visited the site to take photographs and make observations from Key Views that were selected. The camera locations were recorded utilizing Global Positioning System (GPS) equipment. Primary photographs were taken using a Nikon D700 camera with a fixed 50-millimeter lens, which captures an accurate representation of human visual perception.

Michael Baker created one three-dimensional wire frame model using project Engineer-provided CADD files. Imaging software was used to align the computer models to the site photographs. The computer model was then superimposed over photographs from each of the Key Views, and minor camera

1 County of Orange, County of Orange General Plan, Figure IV-11, Scenic Highways Plan, November 8, 2004. California Department of Transportation, California State Scenic Highway Mapping System,

http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways/, accessed January 28, 2019, 2018.

Visual Impact Assessment for the State Route 74 Lower Ortega Highway Widening Project

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4

http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways

alignment changes were made to all known reference points within view. Foreground masking of objects was performed with Adobe Photoshop to enhance realism.

V. VISUAL ASSESSMENT UNITS AND KEY VIEWS

The project corridor was divided into an “outdoor room” or visual assessment unit. Each visual assessment unit (VAU) has its own visual character and visual quality. It is typically defined by the limits of a particular viewshed; refer to Figure 5, Viewshed Map and Visual Assessment Unit. The viewshed maps portray the visible and non-visible areas of the project corridor within at a one-mile radius of the project site. One VAU was determined to be sufficient for the visual analysis of the proposed project for the reasons noted below. Figure 6, Key View Locations Map, depicts the five key view locations which have been chosen to depict the visual change that would occur with project implementation.

• Visual Assessment Unit 1

VAU1 is located in San Juan Capistrano and unincorporated County of Orange, California; refer to Figure 5. VAU1 is primarily located along a canyon formed by San Juan Creek, with elevations ranging from approximately 100 feet amsl to 580 feet amsl. Land uses within VAU1 include residential, commercial, open space, open space/recreation, public/institutional, and agricultural use. Transportation uses within VAU1 includes SR-74, a small portion of I-5 (San Diego Freeway) and surrounding local roadways. Other hardscape features within VAU1 include curvilinear/meandering and linear sidewalks, signage, retaining walls, barriers, fences, overhead power lines, and street lighting. VAU1 offers views of landscaped slopes, mature trees, and distant gently sloping hillsides to the south. The County of Orange General Plan has designated SR-74 as a landscape corridor as it intersects VAU1.

Five key view locations within VAU1 were selected in consultation with Caltrans District 12 to depict visual changes to the project corridor from the proposed project. Each key view is described in detail below.

Key View 1 is located along an existing sidewalk at the intersection of SR-74 and Calle Entradero. This view looks to the east along SR-74, towards existing residential uses along eastbound SR-74 and Calle Entradero. Key View 1 would depict the widening of SR-74, and new landscape enhancements and reconstruction of the meandering sidewalk to the north of the SR-74 between Calle Entradero and Via Cordova.

Key View 2 is located along eastbound SR-74 just west of the existing SR-74/Via Cordova intersection. Key View 2 would depict the project’s proposed four-way traffic control signal at the SR-74/Via Cordova intersection and relocation of the existing Hunt Club Community guardhouse, as well as a proposed 712-foot-long noise barrier on the south side of SR-74 from Via Cordova to Via Cristal. New landscape enhancements and reconstruction of the existing sidewalk on the north side of SR-74 would also be depicted.

Key View 3 is located along the eastbound SR-74 sidewalk just east of Paseo De Valencia. This view looks to the northwest toward existing single-family residential uses to the north of SR-74. Key View 3 represents a typical view looking northwest from pedestrians traveling along the eastbound SR-74 sidewalk and motorists traveling westbound on SR-74. Key View 3 would depict a proposed 160-foot long retaining wall on the north side of Palm Hill Drive, 560-foot-long


retaining wall from Palm Hill Drive to an access road, tree removal to the north of SR-74, and a change in slope grading north of SR-74.

Key View 4 is located within the westbound travel lane of SR-74, at Via Errecarte. This view looks west along the proposed project. Key View 4 represents a typical view for westbound SR-74 travelers and offers views to mature ornamental landscaping, slope vegetation, a two-lane highway, and sidewalk to the south of SR-74. Key View 4 would depict the project’s proposed widening of SR-74 from two to four lanes, curb and gutter, and views to a proposed 1,215-foot-long noise barrier on the south side of SR-74 from Via Cristal to Via Errecarte.

Key View 5 is located along westbound SR-74, between Avenida Siega and the City/County municipal boundary. This view looks west along the proposed project. Key View 5 represents a typical view for westbound SR-74 travelers and offers views to mature ornamental landscaping, slope vegetation, a two-lane highway, and overhead powerlines. Key View 5 would depict Build Alternative 2’s proposed widening of SR-74 from two to four lanes, curb and gutter, and new sidewalk along eastbound SR-74.

VI. VISUAL RESOURCES AND RESOURCE CHANGE Resource change is assessed by evaluating the visual character and the visual quality of the visual resources that comprise the project corridor before and after the construction of the proposed project. Resource change is one of the two major variables in the equation that determine visual impacts (the other is viewer response, discussed below in Section VII, Viewers and Viewer Response).

The FHWA method of visual resource analysis (guidance derived from the FHWA publication entitled Visual Impact Assessment for Highway Projects, dated January 1988) was used to evaluate visible change as a result of project implementation. A formal evaluation team was not convened to determine the visual resource change. Visual resource change will be measured by low, moderate-low, moderate, moderate-high, and high ratings.

First, visual character must be identified. Visual character is descriptive and non-evaluative, which means it is based on defined attributes that are neither good nor bad. A change in visual character cannot be described as having good or bad attributes until it is compared with the viewer response to that change. If there is public preference for the established visual character of a regional landscape and resistance to a project that would contrast that character, then changes in the visual character can be evaluated.

Next, visual quality must be assessed. Visual quality is evaluated by identifying the vividness, intactness, and unity present in the viewshed. FHWA states that this method should correlate with public judgments of visual quality well enough to predict those judgments. This approach is particularly useful in highway planning because it does not presume that a highway project is necessarily an eyesore. This approach to evaluating visual quality can also help identify specific methods for mitigating each adverse impact that may occur as a result of a project.

Visual Resources Visual resources of the project setting are defined and identified below by assessing visual character and visual quality in the project corridor.


VISUAL CHARACTER Visual character includes attributes such as form, line, color, texture, and is used to describe, not evaluate; that is these attributes are neither considered good nor bad. However, a change in visual character can be evaluated when it is compared with the viewer response to that change. Changes in visual character can be identified by how visually compatible a proposed project would be with the existing condition by using visual character attributes as an indicator. For this project, the following attributes were considered:

• Form - visual mass or shape • Line - edges or linear definition • Color - reflective brightness (light, dark) and hue (red, green) • Texture - surface coarseness • Dominance - position, size, or contrast • Scale - apparent size as it relates to the surroundings • Diversity - a variety of visual patterns • Continuity - uninterrupted flow of form, line, color, or textural pattern

The visual character of the proposed project will be somewhat compatible with the existing visual character of the corridor. The following discussions assesses the existing visual character of VAU1.


The visible form of SR-74 within VAU1 is generally a consistent width and follows a generally straight line; the width and curvature of SR-74 increases at the City/County line in the eastern portion of the project site. Within the western portion of the project corridor, edges are defined due to existing curb and gutter as well as pedestrian facilities along eastbound and westbound SR-74. Edges are not defined along westbound SR-74 within the eastern portion of the project corridor; however, existing curb and gutter as well as pedestrian facilities are present along eastbound SR-74 within this area (i.e., until just east of Avenida Siega). Surrounding land uses include residential, commercial, open space, open space/recreation, public/institutional, and agricultural uses. Transportation uses within VAU1 include SR-74, a small portion of I-5 (San Diego Freeway) and surrounding local roadways. Other hardscape features within VAU1 include curvilinear and linear sidewalks, signage, retaining walls, barriers, fences, overhead power lines, and street lighting. Existing visual resources within VAU1 include SR-74 (which is designated as a landscape corridor by the County of Orange General Plan), meandering pedestrian sidewalk and equestrian trail, and the surrounding hillsides, mature trees, and ornamental landscaping. Colors throughout VAU1 vary between the mature trees, ornamental landscaping, and the lighter appearance of the sidewalks, equestrian trail, roadway, and surrounding development. The scale of features visible within VAU1 is relatively consistent, with most structures ranging one- to two-stories. Diversity within VAU1 is moderate to moderate-high based on the variety of visual patterns associated with the mature trees, ornamental landscaping, sidewalks, equestrian trail, and roadway. Continuity within VAU1 is moderate, with form, line, color, and texture interrupted by limited signage, retaining walls, barriers, fences, overhead power lines, and street lighting.

VISUAL QUALITY Visual quality is evaluated by identifying the vividness, intactness, and unity present in the project corridor. Public attitudes validate the assessed level of quality and predict how changes to the project corridor can affect these attitudes. This process helps identify specific methods for addressing each


visual impact that may occur as a result of the project. The three criteria for evaluating visual quality are defined below:

Vividness is the extent to which the landscape is memorable and is associated with distinctive, contrasting, and diverse visual elements.

Intactness is the integrity of visual features in the landscape and the extent to which the existing landscape is free from non-typical visual intrusions.

Unity is the extent to which all visual elements combine to form a coherent, harmonious visual pattern.

The visual quality of the existing corridor will be altered by the proposed project. The following includes a discussion on the existing visual quality of VAU1.


The average visual quality within VAU1 is considered moderate-high. Within the project corridor, motorists and pedestrians on the SR-74 eastbound and westbound travel lanes have views of transportation-related uses (i.e., SR-74 and local residential streets), pedestrian and equestrian trails, adjacent residential development, and mature trees and ornamental landscaping. These visual elements are unified within the western portion of the project corridor and are not unified within the eastern portion of the project corridor. Limited signage, retaining walls, barriers, fences, overhead power lines, and street lighting reduce the overall intactness of VAU1. Visual unity within VAU1 is increased based on the meandering pedestrian sidewalk and equestrian trail along westbound SR-74 as well as mature trees and ornamental landscaping associated with surrounding residential development.

Resource Change

The following summarizes the changes in the visual resources for each alternative, particularly noting the changes that would affect visual character and quality. It is noted that the proposed noise barriers identified in this Visual Impact Assessment are based upon those recommended as community enhancement to protect residences along south of the SR-74 (NB No.2 and NB No. 3), and recommended in the project’s NADR (2019) (NB No. 6) and are subject to change.

Build Alternative 2

Build Alternative 2 would introduce new hardscape elements into VAU1 which have the potential to impact visual character and quality. Among other improvements, the project would introduce additional surfaces associated with the new sidewalks and bicycle facilities, retaining walls, proposed noise barriers, and a four-way traffic signal proposed at SR-74 Via Cordova/Hunt Club Drive. These improvements would also reduce existing landscaping and mature trees, which would slightly degrade the existing visual character of VAU1 with regard to form, color, texture, dominance, scale, diversity, and continuity. Further, improvements within the project corridor are of increased importance based on SR-74’s designation as a Landscape Corridor by the County of Orange General Plan. Thus, the overall visual resource change as a result of Build Alternative 2 is expected to be moderate-high.

No-Build Alternative


Selection of the No-Build Alternative would not involve visual resource changes to VAU1.

VII. VIEWERS AND VIEWER RESPONSE The population affected by the project is composed of viewers. Viewers are people whose views of the landscape may be altered by the proposed project—either because the landscape itself has changed or their perception of the landscape has changed.

Viewers, or more specifically the response viewers have to changes in their visual environment, are one of two variables that determine the extent of visual impacts that will be caused by the construction and operation of the proposed project. The other variable is the change to visual resources discussed earlier in Section VI, Visual Resources and Resource Change.

Types of Viewers There are two major types of viewer groups for highway projects: highway neighbors and highway users. Each viewer group has their own particular level of viewer exposure and viewer sensitivity, resulting in distinct and predictable visual concerns for each group which help to predict their responses to visual changes.

HIGHWAY NEIGHBORS (Views to the Road) Highway neighbors are people who have views to the road. They can be subdivided into different viewer groups by land use. For example, residential, commercial, industrial, retail, institutional, civic, educational, recreational, and agricultural land uses may generate highway neighbors or viewer groups with distinct reasons for being in the corridor and therefore having distinct responses to changes in visual resources. For this project the following highway neighbors were considered:

• Residential Uses. Residential uses located to the north (including the Hunt Club Community) and south of the project corridor have views of the project site and the surrounding landscape.

HIGHWAY USERS (Views from the Road) Highway users are people who have views from the road. They can be subdivided into different viewer groups in two different ways—by mode of travel or by reason for travel. For example, subdividing highway users by mode of travel may yield pedestrians, bicyclists, transit riders, car drivers and passengers, and truck drivers. Dividing highway users or viewer groups by reason for travel creates categories like tourists, commuters, and haulers. It is also possible to use both mode and reason for travel simultaneously, creating a category like bicycling tourists, for example. For this project the following highway users were considered:

• SR-74 Travelers. These viewers are composed of commuters, haulers, and local residents traveling on SR-74, as this highway connects Riverside County to south Orange County. Specifically, SR-74 currently runs in a west-east direction from the I-5 freeway to the Riverside County line. The portion of the Ortega Highway west of I-5 is not a part of SR-74 and is operated by the City of San Juan Capistrano. SR-74 currently supports motorized and nonmotorized travel (i.e., pedestrians and equestrians). This viewer group also includes pedestrians walking on the SR-74 sidewalks, and horseback riders that utilize the adjoining equestrian trail along SR-74 that have views of the project site and the surrounding landscape.


• Local Roadway Travelers. Local roadway travelers are comprised of local street users (motorists, bicyclists, and pedestrians) traveling along Calle Entradero, Via Cordova, Hunt Club Drive, Palm Hill Drive, Via Cristal, Strawberry Lane, Toyon Drive, Via Errecarte, Avenida Siega, Shade Tree Lane, and Reata Road. These roadways provide connections to residential uses to the north and south of SR-74.

Viewer Response Viewer response is a measure or prediction of the viewer’s reaction to changes in the visual environment and has two dimensions as previously mentioned, viewer exposure and viewer sensitivity.

VIEWER EXPOSURE Viewer exposure is a measure of the viewer’s ability to see a particular object. Viewer exposure has three attributes: location, quantity, and duration. Location relates to the position of the viewer in relationship to the object being viewed. The closer the viewer is to the object, the more exposure. Quantity refers to how many people see the object. The more people who can see an object or the greater frequency an object is seen, the more exposure the object has to viewers. Duration refers to how long a viewer is able to keep an object in view. The longer an object can be kept in view, the more exposure. High viewer exposure helps predict that viewers will have a response to a visual change.

• Residential Uses. Single-family residential uses are located throughout VAU1 along the entirety of the project corridor but are especially concentrated within the western portion of the project corridor. As depicted on Figure 5, residential uses to the north and south of SR-74 would have long-term views of the project changes. Thus, overall viewer exposure for residential uses along the project corridor is considered moderate-high.

• SR-74 Travelers. As noted above, SR-74 provides commuters, haulers, and local residents connections from Riverside County to South Orange County. This viewer group is composed of a large quantity of viewers, as existing daily traffic volumes along SR-74 in the project vicinity are approximately 46,500 vehicles.3 Daily commuters may have an increased awareness of views from the road due to the amount of time spent on the highway (near the project area) each day. Drivers traveling in congested traffic conditions would likely perceive detailed views of the project features for longer durations of time. Drivers traveling at normal freeway speeds usually focus attention on long-range non-peripheral views and would have short duration views to project features.

Within the project site, SR-74 is lined with sidewalks and equestrian trails that support pedestrian and equestrian travel. These facilities are of increased importance to neighboring residential uses, particularly in the western portion of the project corridor. Although the quantity of pedestrians and equestrians utilizing the SR-74 sidewalks and trails is smaller compared to motorists, these viewers would have a longer duration of views to the project changes. Thus, overall viewer exposure for local roadway travelers is considered moderate-high.

3 California Department of Transportation, 2017 Traffic Volumes, http://www.dot.ca.gov/trafficops/census/vol-umes2017/Route71-80.html, accessed November 13, 2018.


http://www.dot.ca.gov/trafficops/census/vol

• Local Roadway Travelers. Local roadway travelers (motorists, bicyclists, equestrians, and pedestrians) throughout VAU1 have views of the project site. As discussed, several local roadways intersect SR-74, including Calle Entradero, Via Cordova, Hunt Club Drive, Palm Hill Drive, Via Cristal, Strawberry Lane, Toyon Drive, Via Errecarte, Avenida Siega, Shade Tree Lane, and Reata Road. Local roadway motorists and bicyclists would have short duration views of the project site. Thus, overall viewer exposure for local roadway travelers is considered moderate-low.

VIEWER SENSITIVITY Viewer sensitivity is a measure of the viewer’s recognition of a particular object. It has three attributes: activity, awareness, and local values. Activity relates to the preoccupation of viewers—are they preoccupied, thinking of something else, or are they truly engaged in observing their surroundings. The more they are actually observing their surroundings, the more sensitivity viewers will have of changes to visual resources. Awareness relates to the focus of view—the focus is wide and the view general or the focus is narrow and the view specific. The more specific the awareness, the more sensitive a viewer is to change. Local values and attitudes also affect viewer sensitivity. If the viewer group values aesthetics in general or if a specific visual resource has been protected by local, state, or national designation, it is likely that viewers will be more sensitive to visible changes. High viewer sensitivity helps predict that viewers will have a high concern for any visual change.

Viewer Sensitivity Analysis

• Residential Uses. Residential viewers are generally considered to be engaged in the surrounding visual environment. As depicted on Figure 5, residential uses to the north and south of SR-74 would be highly aware of the visual changes resulting from project implementation. As noted, San Juan Capistrano has many homeowner associations, community groups, and business groups which represent important resources for accomplishing long-term community goals. Thus, overall viewer sensitivity for residential uses is considered high.

• SR-74 Travelers. Freeway motorists are generally considered to be engaged in the surrounding visual environment, depending on speed of travel and traffic conditions. The degree of awareness of change for eastbound and westbound SR-74 motorists would depend given the portion of the site traveled. For example, improvements in the project’s eastern extent are limited to pavement restriping. Eastbound and westbound travelers within this portion of the project site would be less aware of the project changes. As noted, the County of Orange General Plan has designated SR-74 as a County scenic highway (a Landscape Corridor). In addition, the City of San Juan Capistrano recognizes that major vehicular travelways provide the public with a visual image of the quality of life envisioned by the community and enforces design criteria in order to ensure that scenic corridors are developed with a sense of care to aesthetic values. Based on the County scenic highway designation for SR-74 and since the existing sidewalks and equestrian trails within the project corridor are of increased importance to neighboring residential uses, overall viewer sensitivity for SR-74 travelers is considered high.

• Local Roadway Travelers. Local roadway travelers (motorists, bicyclists, and pedestrians) are generally considered to be engaged in the surrounding visual environment. The degree of awareness of change for local roadway travelers would vary given the portion of the project


site traveled. As depicted on Figure 5, local roadway travelers would have short, direct, and frequent views of the project changes. However, local roadway travelers are not recognized as sensitive viewers by the City of San Juan Capistrano. Thus, the overall viewer sensitivity for this group is moderate-low.

Community Values

As noted previously, the project corridor trends through the City of San Juan Capistrano and a portion of unincorporated Orange County. SR-74, in Orange County, has not been officially designated as a California State Scenic Highway. However, SR-74 at the project site is eligible for the designation. Additionally, the County of Orange General Plan designates SR-74 between the I-5 and Caspers Wilderness Park as a County scenic highway (a Landscape Corridor). The San Juan Capistrano General Plan includes policies pertaining to conservation and enhancement of the visual quality of the City. Visual conservation/enhancement policies that pertain to the project site include the following:

Image and Identify

Community Design Goal 1: Encourage and preserve a sense of place.

Policy 1.2: Encourage high-quality and human scale design in development to maintain the character of the City.

Community Design Goal 3: Preserve and enhance natural features.

Policy 3.3: Preserve and enhance scenic transportation corridors, including Interstate 5 and the railroad.

Policy 3.4: Preserve important viewsheds.

Circulation Corridors

With Interstate 5 bisecting San Juan Capistrano, and several major arterials traversing the City, the following criteria work to minimize the impacts of the circulation system on the surrounding community:

• Use of sound barriers, and other sound attenuating elements along heavily traveled highways or other major transportation routes;

• Use of minimal street widths in hillside areas;

• Use of the following design standards for scenic highways or corridors: 1) prohibition of on-street parking except in certain designated areas; 2) undergrounding of utilities; 3) the use of rolled curbs, where feasible; 4) the extensive use of landscaped parkways and median strips; 5) the extensive use of setbacks to soften urban developments; and 6) the use of a variety of materials for sidewalks;

• Physical separation of vehicular and non-vehicular traffic in scenic corridors; and,


• Minimization of night lighting, particularly along Interstate 5 and at the entry points to the City.

Scenic Corridors

Major travelways, including both vehicular and rail, provide the public with a visual image of the quality of life envisioned by the community. The following design criteria is provided to ensure that these scenic corridors are developed with a sense of care to aesthetic values:

• Buffer to screen existing unsightly features outside of the right-of-way;

• Use of innovative design features for bicycle, sidewalks, equestrian trails, boundary walls, and parkways; and

• Attention to building design features that are proposed adjacent to a scenic corridor.

Human Resources

San Juan Capistrano has many homeowner associations, community groups, and business groups which represent important resources for accomplishing long-term community goals. These groups often include volunteer leaders and workers who have a distinct understanding of their neighborhoods. These significant human resources may be used to establish and achieve community goals.

Conservation and Open Space Goal 8: Encourage active citizen involvement to establish and achieve community goals.

Policy 8.1: Solicit citizen participation during the early stages of major public and regulatory programs.

Policy 8.2: Develop appropriate vehicles, such as newsletters, information brochures, cable television programming and announcements, and other methods, to communicate important information to the population of San Juan Capistrano.

In addition to the San Juan Capistrano General Plan, the City has adopted Architectural Design Guidelines (Guidelines), dated January 1991, to implement the General Plan goals and policies for the preservation and enhancement of the character of San Juan Capistrano. The Guidelines serve to assist architects, design professionals, and developers in preserving and enhancing the special qualities and fabric of the community.

The City’s Zoning Ordinance contains ordinances that address design-related issues such as design review for certain projects, sign review, and tree preservation. Implementation of these ordinances work towards protecting and enhancing the visual character of the community.

Recognizing the benefits or the preservation of scenic views and contribution to aesthetics and community character, Municipal Code Section 9-2.349, Tree Removal Permit, requires a tree removal permit for properties where such removal is necessary or will not adversely impact adjacent properties or community character. Pursuant to Municipal Code Section 9-2.349, new tree plantings


are required or encouraged where appropriate on public and private property to create and maintain a healthy urban forest of native and California-friendly trees, consistent with the natural environment and rural character of San Juan Capistrano.

As noted previously, the project corridor trends through a small portion of unincorporated Orange County. The County of Orange General Plan Transportation Element includes the following goals and policies regarding scenic highways:

Goal 1: Preserve and enhance the unique or special aesthetic and visual resources through sensitive highway design and the regulation of development within the scenic corridor.

Policy 1.5 View Design: Where feasible, through the design process and alignment studies, develop the scenic highway in a manner which takes into account the cone of vision of the motorist. Consider both the short and long-range views available along the way while enhancing them with foreground framing.

Policy 1.6 Highway Design: Design the roadway to have a visual quality and riding comfort resulting from its horizontal and vertical design. Introduce curves where feasible to take advantage of natural or man-made scenic features.

Policy 1.7 Inclusion of Trails: Incorporate pedestrian, equestrian, and bicycle trails into the right-of-way of scenic highways as designated by the County's Bikeways Plan and the Master Plan of Regional Riding and Hiking Trails.

Policy 1.8 Road Slope Improvement: Where feasible, utilize contour grading and slope rounding to gradually transition graded road slopes into the natural configuration consistent with the topography of the area.

GROUP VIEWER RESPONSE The narrative descriptions of viewer exposure and viewer sensitivity for each viewer group were merged to establish the overall viewer response of each group.

• Residential Uses. As discussed above, overall viewer exposure is considered moderate-high and viewer sensitivity for residential uses along the project corridor is considered high. Since San Juan Capistrano has many homeowner associations, community groups, and business groups which represent important resources for accomplishing long-term community goals, and several residential viewers would be highly aware of the change (refer to Figure 5), overall viewer response for this group is considered high.

• SR-74 Travelers. As discussed above, overall viewer exposure for SR-74 travelers is considered moderate-high, while the overall viewer sensitivity for the project site is considered high. As noted, SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of Orange General Plan. In addition, the City of San Juan Capistrano recognizes that major vehicular travelways provide the public with a visual image of the quality of life envisioned by the community and enforces design criteria in order to ensure that scenic corridors are developed with a sense of care to aesthetic values. Thus, the overall viewer response for this viewer group is considered high.


• Local Roadway Travelers. As discussed above, the overall viewer exposure and viewer sensitivity for local roadway travelers (motorists, bicyclists, and pedestrians) is considered moderate-low. The City of San Juan Capistrano does not specifically identify local roadway travelers as sensitive viewers. Thus, the overall viewer response for this group is considered moderate-low.

VIII. VISUAL IMPACT Visual impacts are determined by assessing changes to the visual resources and predicting viewer response to those changes. These impacts can be beneficial or detrimental. Cumulative impacts and temporary impacts due to the contractor’s operations are also considered. A generalized visual impact assessment process is illustrated in the following diagram:

Table 1, Visual Impact Ratings Using Viewer Response and Resource Change, provides a reference for determining levels of visual impact by combining resource change and viewer response.


Table 1 Visual Impact Ratings Using Viewer Response and Resource Change

Viewer Response (VR)

Res

ourc

e C

hang

e (R

C)

Low (L) Moderate-

Low (ML) Moderate

(M) Moderate-

High (MH) High (H)

Low (L) L ML ML M M

Moderate-Low (ML) ML ML M M MH

Moderate (M) ML M M MH MH

Moderate-High (MH) M M MH MH H

High (H) M MH MH H H

Visual Impacts by Visual Assessment Unit and Alternative Because it is not feasible to analyze all the views in which the proposed project would be seen, it is necessary to select a number of key views associated with visual assessment units that would most clearly demonstrate the change in the project’s visual resources. Key views also represent the viewer groups that have the highest potential to be affected by the project considering exposure and sensitivity. In addition, these key views will be analyzed for each proposed alternative. Figure 6 depicts the five key view locations which have been chosen to depict the visual change that would occur with project implementation.

This VIA also considers the potential impacts of a No-Build Alternative. No changes to the project corridor would occur under the No-Build Alternative. Thus, the visual character and quality of the project site and vicinity would remain similar to the existing conditions described under Section VI, Visual Resources and Resource Change. The No-Build Alternative would retain all existing visual resources identified in Section VI, including SR-74 (which is designated as a Landscape Corridor by the County of Orange General Plan) and its associated meandering pedestrian sidewalk and equestrian trail, as well as mature trees and ornamental landscaping.

The following section describes and illustrates visual impacts by visual assessment unit, compares existing conditions to the proposed condition, and includes the predicted viewer response.

VISUAL ASSESSMENT UNIT 1

KEY VIEW 1 – From an existing sidewalk at the intersection of SR-74 and Calle Entradero looking east along SR-74; refer to Figure 7a, Key View 1 – Existing Condition.

Existing Condition

The visual form in Key View 1 appears to be consistent throughout the view. The highway appears to be linear in the foreground and middle ground of the view, and curvilinear in the background of the view. SR-74 is continuous with edges defined by landscaped sidewalks and an array of mature trees to the north and south. A meandering sidewalk is visible along westbound SR-74. Colors in Key View 1 include shades


of gray associated with the concrete and asphalt materials of the highway, earth tones (beiges and browns) associated with single-family residences and an existing perimeter wall, shades of red associated with the brick entryway to the Hunt Club Community, and mature trees and landscaping include a variety of greens. Textures throughout this Key View include granular grass and tree foliage, masonry perimeter wall at the residences to the south of SR-74, stucco single-family residences, uniform brick entryway at the Hunt Club Community entrance, and smooth pavement areas. The variety of colors and textures experienced within Key View 1 result in a moderate visual diversity and vividness. Key View 1 appears to be fairly intact based on the extent to which the existing landscape is free from non-typical visual intrusions. This Key View appears to be unified due to the continuous linear pattern of the highway and mature trees and ornamental landscaping to the north and south.

Viewer Response

As discussed, Key View 1 represents a typical view looking east from pedestrians along an existing sidewalk at the intersection of SR-74 and Calle Entradero. Residential uses and pedestrians along the sidewalks to the north and south would have long duration views of the project features. SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of Orange General Plan. In addition, the Hunt Club Community homeowner’s association, which is recognized by the City of San Juan Capistrano as an important resource for accomplishing long-term community goals, would be sensitive to the proposed project changes. Motorists and pedestrians traveling along SR-74, as well as residents to the north and south of SR-74 would have a high group viewer response. As such, overall viewer response in Key View 1 would be high.

KEY VIEW 1 Proposed Condition – Build Alternative 2

Several proposed changes identified under Build Alternative 2 would be visible in Key View 1. These include the widening of SR-74, realignment of the westbound SR-74 sidewalk, street light relocation, tree removal along westbound SR-74, and landscaping improvements to the north of SR-74; refer to Figure 7b, Key View 1 – Proposed Condition.

Resource Change

Implementation of Build Alternative 2 would result in the removal of existing trees to accommodate realignment of the westbound SR-74 sidewalk to the north as shown in Figure 7b. The colors and textures in Key View 1 would remain similar to existing conditions with the proposed tree removal, although a decrease in green color and tree foliage from tree removal and the realignment of the westbound SR-74 sidewalk to the north would occur, and the widened SR-74 highway would increase the visible hardscape in this Key View. The removal of several mature trees would also result in a slight decrease in vividness and diversity in Key View 1 compared to existing conditions. Further, the meandering form of the westbound SR-74 sidewalk would appear slightly more linear, and a street light has been relocated to the north. However, the landscaping improvements to the north of SR-74 (i.e., in the Landscape Enhancement Area) increases the visual diversity in this Key View with a variety of colors and ornamental landscaping as shown at the Calle Entradero/Hunt Club Community entrance in Figure 7b. In addition, background views of hillsides looking east along SR-74 have expanded as a result of tree removal. As such, the overall resource change for Key View 1 is considered moderate-low.


KEY VIEW 2 – From eastbound SR-74 just west of the existing SR-74/Via Cordova intersection looking northeast; refer to Figure 8a, Key View 2 – Existing Condition.

Existing Condition

The visual form in Key View 2 appears to be consistent throughout the view. The highway is curvilinear and continuous with edges defined by landscaped sidewalks and an array of mature trees to the north and south. A meandering sidewalk is visible along westbound SR-74. Colors in Key View 2 include shades of gray associated with the concrete and asphalt materials of the highway, earth tones (beiges and browns) associated with single-family residences, shades of red associated with the brick entryway to Hunt Club Community. The existing Hunt Club Community guardhouse is white and mature trees and landscaping include a variety of greens. Textures throughout this Key View include granular grass and tree foliage, rough stucco single-family residences, and uniform brick entryway, and smooth pavement areas. The variety of colors and textures experienced within Key View 2 result in a moderate visual diversity and vividness. Key View 2 appears to be fairly intact due to existing mature landscaping. This Key View appears to be unified due to the continuous linear pattern of the highway and mature trees and ornamental landscaping to the north and south.

Viewer Response

As discussed, Key View 2 represents a typical view looking east from motorists along SR-74 just west of the existing SR-74/Via Cordova intersection, as well as views from pedestrians and residential uses to the south of SR-74. SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of Orange General Plan. Residential uses and pedestrians along sidewalks to the north and south would have long duration views of the project features. In addition, the Hunt Club Community homeowner’s association to the north of SR-74, which is recognized by the City of San Juan Capistrano as an important resource for accomplishing long-term community goals, would be sensitive to the proposed project changes. Motorists and pedestrians traveling along SR-74, as well as residents to the north and south of SR-74 would have a high group viewer response. As such, overall viewer response in Key View 2 would be high.


Several proposed changes identified under Build Alternative 2 would be visible in Key View 2. These include the widening of SR-74, a new signalized intersection at SR-74/Via Cordova, the relocated Hunt Club Community guardhouse, and associated landscape removal, reconstruction of the westbound SR-74 sidewalk, landscaping improvements to the north of SR-74, proposed 712-foot-long noise barrier on the south side of SR-74 from Via Cordova to Via Cristal, and background views of a new access driveway to Palm Hill Drive and retaining walls; refer to Figure 8b, Key View 2 – Proposed Condition.

Resource Change

The most notable visual changes in Key View 2 from Build Alternative 2 would be the construction of a new signalized intersection at SR-74/Via Cordova and proposed 16-foot high, 712-foot-long noise barrier on the south side of SR-74 from Via Cordova to Via Cristal. The four-way traffic signal and proposed noise barrier would decrease the intactness of views for travelers along eastbound SR-74. Namely, the traffic signals and noise barrier would encroach onto views of the surrounding mature vegetation, and the noise barrier would increase the hardscape, tan colors, and rough textures in Key View 2. Other noticeable changes would include the new eastbound SR-74 travel


lane, the relocation of the existing Hunt Club Community guardhouse, and the removal of mature trees in middleground and background views. Also noted in this Key View is the reconstructed meandering sidewalk along westbound SR-74 east of the Hunt Club Community entrance. An increase in hardscape and gray colors has resulted from the new eastbound SR-74 travel lane and new background driveways/retaining walls, and a decrease in green colors and tree foliage has occurred due to tree and vegetation removal to the north and south of SR-74. However, as shown in Figure 8b, the landscaping improvements to the north of SR-74 (i.e., in the Landscape Enhancement Area) increases the visual diversity with a variety of colors and ornamental landscaping in this Key View. Overall, the visual continuity at Key View 2 has been moderately affected by Build Alternative 2 compared to existing conditions. As such, the overall resource change for Key View 2 is considered moderate.

KEY VIEW 3 – From the eastbound SR-74 sidewalk, to the east of Paseo Valencia looking northwest; refer to Figure 9a, Key View 3- Existing Condition.

Existing Condition

The visual form in Key View 3 appears to be consistent throughout the view. The highway is linear, and edges along westbound SR-74 are defined by a change in color and texture from the gray pavement of SR-74 to the rough brown dirt of the adjoining non-landscaped hillside. Mature trees and some landscaping are present to the north of SR-74 at the single-family residences. Two single-family residences and a residential access driveway are noted in middleground views, and other single-family residences are seen in background views. Colors in Key View 3 include shades of gray associated with the asphalt materials of the highway, shades of brown associated with the non-landscaped hillside dirt areas along westbound SR-74, white paint on residential structures, green colors from mature trees and vegetation, and yellow colors from SR-74 traffic striping. Textures throughout this Key View include granular grass/groundcover, bushes, and tree foliage, smooth pavement areas, and stucco wall surfaces (at the residences). The variety of colors and textures experienced in Key View 3 result in a moderate visual diversity and vividness. The intactness in Key View 3 is relatively high due to lack of street lighting and signage, although some power lines are noted in middleground views. This Key View appears to be fairly unified due to the continuous linear pattern of the highway and mature trees and residences the north of SR-74.

Viewer Response

As discussed, Key View 3 represents a typical view looking northwest from pedestrians traveling along the eastbound SR-74 sidewalk. SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of Orange General Plan. Pedestrians on SR-74 would have moderate to longer duration views. As SR-74 is designated as a Landscape Corridor by the County of Orange, the group viewer response for SR-74 travelers (i.e., pedestrians) in this Key View would have a high group viewer response. As such, the overall viewer response in Key View 3 would be high.


Several proposed changes identified under Build Alternative 2 would be visible in Key View 3. These include the widening of SR-74, new retaining walls (ranging between 2 and 20 feet in height), the relocation of an existing residential access driveway, and mature tree/vegetation removal; refer to Figure 9b, Key View 3 – Proposed Condition.


Resource Change

The most noticeable visual change in Key View 3 from implementation of Build Alternative 2 would be the proposed slope grading, two new retaining walls, and the removal of mature trees/vegetation to the north of SR-74; see Figure 9b. As shown in Figure 9b, the new retaining walls and slope grading would require the removal of large mature trees and vegetation near the residences, and the relocation of a residential access driveway to the north of SR-74. These new features would result in an increase in hardscape, and decrease the diversity of visual features (i.e., from mature tree removal) in this Key View. In addition, the widening of SR-74 would result in an increase in hardscape surfaces.

The colors and textures in Key View 3 would remain similar to existing conditions with implementation of Build Alternative 2, although a slight decrease in green color and tree foliage (from tree removal) would occur, and the new retaining walls would increase the gray colors and rough textures in this Key View. The retaining walls would also result in a slight decrease in vividness and intactness compared to existing conditions, as the walls would introduce new non-typical vertical features that impinge on the existing visual landscape, and the resultant tree removal would reduce the existing natural features in Key View 3. As such, the overall resource change for Key View 3 is considered moderate-high.

KEY VIEW 4 – From the westbound travel lane of SR-74, at Via Errecarte, looking west; refer to Figure 10a, Key View 4 – Existing Condition.

Existing Condition

The visual form of SR-74 within Key View 4 varies throughout the view, as SR-74 increases from one to two lanes within the middle ground of this Key View. The highway is curvilinear, and edges along eastbound SR-74 are defined by curb and gutter while edges along westbound SR-74 are undefined. Mature trees and landscaping are present to the north and south. A meandering sidewalk is visible along eastbound SR-74. Colors in Key View 4 include shades of gray associated with the concrete and asphalt materials of the highway, as well as shades of brown associated with perimeter fencing along eastbound SR-74 and non-landscaped areas along westbound SR-74. Various shades of green associated with mature trees and landscaping are visible. Textures throughout this Key View include granular grass, bushes, and tree foliage, uniform brick fencing, and smooth pavement areas. The variety of colors and textures experienced in Key View 4 result in a moderate visual diversity and vividness. Intactness is slightly reduced based on the presence of overhead powerlines. This Key View appears to be unified due to the continuous curvilinear pattern of the highway and mature trees and ornamental landscaping to the north and south.

Viewer Response

As discussed, Key View 4 represents a typical view looking west from motorists along SR-74 at Via Errecarte, as well as pedestrians and residential uses to the south of SR-74. Residential uses and pedestrians along the sidewalks to the south, and a few private residences to the north would have long duration views of the project features. SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of Orange General Plan. Motorists and pedestrians traveling along SR-74, as well as residents to the north and south of SR-74 would have a high group viewer response. As such, overall viewer response in Key View 4 would be high.



Several proposed changes identified under Build Alternative 2 would be visible in Key View 4. These include adding a new through travel lane in each direction along SR-74, curb and gutter and replacement plants and bioswales along westbound SR-74, a new retaining wall to the north of SR-74, and a proposed 1,215-foot-long noise barrier on the south side of SR-74 from Via Cristal to Via Errecarte; refer to Figure 10b, Key View 4 – Proposed Condition.

Resource Change

The most visible changes in Key View 4 as a result of Build Alternative 2 would be the removal of vegetation and the construction of a new retaining wall to the north of SR-74 and proposed 16-foot high, 1,215-foot-long noise barrier on the south side of SR-74 from Via Cristal to Via Errecarte. The new retaining wall and noise barrier would increase the hardscape features and gray and tan colors in Key View 4, and reduce the brown colors and rough dirt texture along the small hillside area north of SR-74. In addition, the new 16-foot high noise barrier would reduce the intactness and visual diversity in Key View 4 due to tree removal and obstruction of existing mature trees in middleground view along westbound SR-74. Vegetation removal to the north of SR-74 would also slightly reduce the green colors and foliage in this Key View, although replacement plants and bioswales are shown to the north of SR-74. The widened SR-74 highway would result in an increase in gray colors and smooth pavement compared to existing conditions. The curvilinear alignment of SR-74 in middleground views would remain, and other visual intrusions (e.g., new signage, street lighting, power lines, etc.) would not occur in Key View 4 from project implementation. Therefore, the visual continuity, diversity, vividness, intactness, and unity would be mostly similar to existing conditions, although to a lesser extent. As such, the overall resource change for Key View 4 is considered moderate.

KEY VIEW 5 – From westbound SR-74, between Avenida Siega and the City/County municipal boundary, looking west; refer to Figure 11a, Key View 5 – Existing Condition.

Existing Condition

The visual form in Key View 5 appears to be consistent throughout the view. The highway is curvilinear, and edges are undefined. Mature trees and landscaping are present to the north and south. Colors in Key View 5 predominately include shades of gray associated with the concrete and asphalt materials of the highway and various shades of green associated with mature trees and landscaping. Shades of brown associated with non-landscaped areas along westbound SR-74, and white colors from the residential perimeter walls to the south of SR-74 are also visible. Textures throughout this Key View include granular bushes and mature trees, and smooth pavement areas and residential perimeter walls. Vividness of Key View 5 is moderate based on mature trees and ornamental landscaping; however, the existing overhead powerlines reduce the intactness and encroach onto the visual landscape in this Key View. Unity in Key View 5 appears to be moderate based on the continuous curvilinear pattern of the highway and mature trees and landscaping to the north and south.

Viewer Response

As discussed, Key View 5 represents a typical view looking west from motorists along SR-74, between Avenida Siega and the City/County municipal boundary. Residential uses to the south, and a few private residences to the north would also have long duration views of the project features. SR-74 is identified as a County scenic highway (a Landscape Corridor) by the County of


Orange General Plan. Motorists traveling along SR-74 would have a high group viewer response, while residential development would have a high group viewer response. As such, overall viewer response in Key View 5 would be high.


Several proposed changes identified under Build Alternative 2 would be visible in Key View 5. These include the widening of SR-74, adding a new through travel lane in each direction along SR-74, a new sidewalk along eastbound SR-74, and a new retaining wall (up to eight feet high) and tree removal to the north of SR-74; refer to Figure 11b, Key View 5 – Proposed Condition.

Resource Change

Implementation of Build Alternative 2 would result in an increase in hardscape surfaces from SR-74 widening, a new retaining wall north of SR-74 in Key View 5, and a new sidewalk along eastbound SR-74. The widening of SR-74 and retaining wall construction would require the removal of several mature trees to the north of SR-74 in this Key View. An increase in light and dark gray colors and smooth surfaces from SR-74 widening, the new sidewalk along eastbound SR-74 and retaining wall to the north of SR-74, and a decrease in green colors, tree foliage, and visual diversity from mature tree removal are noted. SR-74 appears more dominant and expansive in Key View 5, and the curvilinear edges of the roadway are more visible in background views. The visual form and diversity in Key View 5 have been slightly altered compared to existing conditions as a result of the widened SR-74, new retaining wall and sidewalk, and tree removal north of SR-74. However, the visual unity and continuity have increased in this Key View as a result of Build Alternative 2. As such, the overall resource change for Key View 5 is considered moderate.

SUMMARY OF VISUAL IMPACTS BY VISUAL ASSESSMENT UNIT A summary of visual impacts has been prepared for the following visual assessment unit:

Visual Assessment Unit 1

The visual character and quality of VAU1 would be slightly reduced as compared to existing conditions. Build Alternative 2 would modify SR-74 within the project limits by widening the highway from two to four lanes, and other modifications such as the construction of new retaining walls, proposed noise barriers, drainage improvements, and tree removal activities. Build Alternative 2 would also result in the partial right-of-way acquisition of five parcels adjacent to SR-74, relocation of the Hunt Club Community existing guardhouse and construction of a four-way traffic signal at the SR-74/Via Cordova intersection, and relocation of several existing access driveways to the north of SR-74. A total of three noise barriers may be constructed at various locations throughout the project corridor and seven retaining walls would be introduced where changes in elevation cannot be accommodated by grading. These changes, among others, would introduce additional hardscape surfaces within VAU1. However, Build Alternative 2 would also provide landscape improvements within the Landscape Enhancement Area (Minimization Measure MM-1) and replace existing trees at a ratio of three replacement trees for each removed tree (3:1) (Minimization Measure MM-2) to minimize visual impacts from tree removal activities. VAU1 is already developed and contains a transportation network, wall structures, traffic signals, and other physical features similar to Build Alternative 2. Viewers within VAU1 include residential uses, SR-74 travelers, and local roadway travelers (including pedestrians and equestrians). As previously discussed, the viewer response is high for residential uses, high for SR-74 travelers, and


moderate-low for local roadway travelers (including pedestrians and equestrians). Overall, the Build Alternative would result in moderate-high visual impacts to these viewers.

To maintain the context of the project area (color, form, and texture) and reduce the appearance of hardscapes, Minimization Measure MM-3 would require landscaping in areas where noise barriers are proposed to soften the project’s hardscape features and reduce glare and radiant heat from the walls, where feasible. Minimization Measure MM-3 would also ensure the project’s Landscaping Plan and plant palette are developed in consultation with the Caltrans District 12 Landscape Architect. In addition, Minimization Measure MM-4 would require aesthetic wall enhancement for the proposed retaining walls and noise barriers to ensure compatibility with the surrounding natural environment. As mentioned, terraced retaining walls were considered as a potential aesthetic treatment for the seven retaining walls. However, this design is considered infeasible based on the cost of obtaining the additional right-of-way necessary for implementation of this treatment. Transparent material will be also used on the upper five feet of all noise barriers to reduce views of hardscape for residential viewers; refer to Section II, Project Description. Minimization Measure MM-5 requires replacing appurtenances, fencing, and other similar features removed from private property in kind. MM-8 would establish an aesthetics and landscape plan committee consisting of representatives from the City and the Hunt Club to provide guidance on the aesthetic design of retaining walls and sound walls included in the project, and the landscape plan for the project. However, although the recommended Minimization Measures and project design features would ensure the visual quality and character of VAU1 is not degraded, the project would introduce new large-scale objects (e.g., retaining walls, traffic signals, proposed noise barriers), increase the hardscape, and alter the existing natural landscape within the project corridor. As such, the overall visual impact would remain moderate-high with implementation of the recommended Minimization Measures and project design features.

Key View Summary

Table 2, Summary of Key View Narrative Ratings, below summarizes and compares the narrative ratings for visual resource change, viewer response and visual impacts between alternatives for each key view.

Table 2 Summary of Key View Narrative Ratings

VISUAL ASSESSMENT

UNIT

KEY VIEW

PROPOSED PROJECT

Resource Change

Viewer Response

Visual Impact

1 ML H MH

2 M H MH

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SUMMARY OF VISUAL IMPACTS BY ALTERNATIVE

Build Alternative 2

Key View 1 represents a typical view looking east along SR-74 towards existing residential uses along eastbound SR-74 and Calle Entradero from pedestrians and residential uses to the north. Key View 2 represents a typical view looking northeast toward the SR-74/Via Cordova intersection from eastbound SR-74 motorists, and pedestrians and residential uses to the south of SR-74. Key View 3 Key View 3 represents a typical view looking northwest from pedestrians traveling along the eastbound SR-74 sidewalk, and motorists traveling westbound on SR-74. Key View 4 represents a typical view for westbound SR-74 motorists, SR-74 pedestrians, and residential uses to the south of SR-74 in the eastern portion of the project site near Via Errecarte. Key View 5 represents a typical view for westbound SR-74 motorists and residential uses to the south of SR-74 in the eastern portion of the project site between Avenida Siega and the City/County municipal boundary.

Although change is noticeable within VAU1, Build Alternative 2 would not involve a change in use that would substantially degrade the visual character/quality at Key Views 1 through 5. Residents, motorists, bicyclists, pedestrians, and equestrians would continue to be afforded views of trees (existing mature trees and new replacement trees) and vegetation and the surrounding hillsides, although to a lesser extent in some areas compared to existing conditions. However, the project will provide landscape improvements within the Landscape Enhancement Area (Minimization Measure MM-1) and replace existing trees at a ratio of three replacement trees for each removed tree (3:1) to minimize visual impacts from tree removal activities (Minimization Measure MM-2). In addition, as described in Section II, transparent material will be used on the upper five feet of all proposed noise barriers to reduce views of hardscape for residential viewers (refer to Section II). Minimization Measures MM-3 and MM-4 will be implemented to ensure the Landscaping Plan and plant palette are compatible with the existing landscape in the project area, and soften the appearance of new wall features (i.e., retaining walls and proposed noise barriers). Minimization Measure MM-5 requires replacing appurtenances, fencing, and other similar features removed from private property in kind to further ensure the visual character of the area is not degraded. MM-8 would establish an aesthetics and landscape plan committee consisting of representatives from the City and the Hunt Club to provide guidance on the aesthetic design of retaining walls and sound walls included in the project, and the landscape plan for the project. Although the recommended Minimization Measures and project design features would ensure the visual quality and character of the project area is not degraded, the project would introduce new large-scale objects (e.g., retaining walls, traffic signals, proposed noise barriers), increase the hardscape, and alter the existing natural landscape within the project corridor. As such, the overall visual impact would remain moderate-high with implementation of the recommended Minimization Measures and project design features.

No-Build Alternative

Under the No-Build Alternative, no construction or improvements would be made to SR-74, with the exception of proposed projects that are under development or concurrently in construction. No visual impact would occur in this regard. However, no enhanced landscaping would occur.


IX. PROJECT VISUAL IMPACT SUMMARY

Overall Visual Impact of the Project

Visual elements of the proposed project include widening SR-74 from two to four lanes from Calle Entradero to 150 feet east of the City/County line and restriping and restoring pavement from the City/County line to Reata Road. The project would also include improvements to various intersections, driveways, pedestrian and bicycle facilities, and drainages, and would construct retaining walls and noise barriers where warranted. Additionally, a four-way traffic signal would be installed at the intersection of SR-74 at Via Cordova/Hunt Club Drive. Visual impacts associated with a project are determined by a measurement of the resource change and viewer response. The overall viewer response for this project is considered high, and the overall visual impact is considered moderate-high.

SCENIC RESOURCES ALONG SCENIC HIGHWAYS According to Caltrans, a state route must be included on the list of highways eligible for scenic highway designation in Streets and Highways Code Section 263. It can then be nominated for official designation by the local governing body. As discussed, SR-74, in Orange County, has not been officially designated as a California State Scenic Highway. However, SR-74 at the project site is eligible for the designation. Additionally, the County of Orange General Plan designates SR-74 between the I-5 and Caspers Wilderness Park as a County scenic highway (a Landscape Corridor). As depicted on Figures 7b, 8b, 9b, 10b, and 11b, the project would result in several visual changes along SR-74 within the project corridor. Notably, SR-74 would be widened and result in increased hardscape, and several retaining walls (and proposed noise barriers) would be constructed throughout the project limits. In addition, a new four-way traffic signal would be constructed at the SR-74/Via Cordova intersection, and several mature trees/vegetation would be removed to accommodate the widened highway. Although project implementation would require the removal of mature trees and vegetation along SR-74, all trees that are removed as part of the project will be replaced at a ratio of three replacement trees for each removed tree (3:1) (Minimization Measure MM-2), and the project will include a Landscaping Plan that is compatible with the existing landscape along SR-74 and adjoining hillsides in the project vicinity and surrounding area (Minimization Measure MM-3). In addition, the Landscape Enhancement Area would be improved with new ornamental landscaping in accordance with Minimization Measure MM-1. All landscape improvements will be developed in consultation with the Caltrans District 12 Landscape Architect and aesthetics and landscape plan committee established under MM-8. MM-8 would establish an aesthetics and landscape plan committee consisting of representatives from the City and the Hunt Club to provide guidance on the aesthetic design of retaining walls and sound walls included in the project, and the landscape plan for the project.

SCENIC VISTAS According to the San Juan Capistrano General Plan and County of Orange General Plan, there are no designated scenic vistas within the project corridor. However, as noted above, the County of Orange General Plan designates SR-74 between the I-5 and Caspers Wilderness Park as a County scenic highway (a Landscape Corridor), and the City of San Juan Capistrano contains several goals and policies to protect and preserve its scenic transportation corridors, viewsheds, and natural hillside areas. The proposed noise barriers would nominally block views of the San Juan hills. As such, the overall view obstruction of visual resources as seen from the project corridor would be low. Refer to the “Scenic Resources Along Scenic Highways” section above for a discussion concerning project changes along SR-74.


VISUAL CHARACTER Changes in visual character can be identified by how visually compatible a proposed project will be with the existing condition by using visual character attributes as an indicator. As previously discussed under Section VI, Visual Resources and Resource Change, the project corridor is characterized with visual resources such as views to the surrounding hillsides, and mature trees and ornamental landscaping. As discussed, the project would result in limited view blockage to the San Juan hills, and the visual landscape would remain similar to existing conditions with project implementation. However, project implementation would require the removal of mature trees and ornamental landscaping along SR-74 which is designated as a Landscape Corridor. To ensure the visual character of SR-74 and landscape is preserved, all trees removed as part of the project will be replaced at a ratio of three replacement trees for each removed tree (3:1) (Minimization Measure MM-2), and the project will include a Landscaping Plan detailing the proposed landscape improvements (Minimization Measure MM-3); all landscape improvements will be developed in consultation with the Caltrans District 12 Landscape Architect. In addition, transparent material will be used on the upper five feet of all noise barriers to reduce views of hardscape for residential viewers, and all retaining walls and proposed noise barriers will be treated with landscaping and aesthetic enhancements to soften the appearance of new hardscape in compliance with Minimization Measure MM-3 and MM-4. Minimization Measure MM-5 requires replacing appurtenances, fencing, and other similar features removed from private property in kind to further ensure the visual character of the area is not degraded. MM-8 would establish an aesthetics and landscape plan committee consisting of representatives from the City and the Hunt Club to provide guidance on the aesthetic design of retaining walls and sound walls included in the project, and the landscape plan for the project. Therefore, the visual character of the project corridor will remain similar to existing conditions and would not be degraded with implementation of the recommended Minimization Measures and project design features.

LIGHT AND GLARE Implementation of the project may relocate existing lighting sources (e.g., streetlights), and would introduce a new signalized intersection at SR-74/Via Cordova to the project area. However, sensitive viewer groups (i.e., residential uses) in the project vicinity would generally experience similar sources of lighting as compared to existing conditions. Namely, the new SR-74/Via Cordova signalized intersection would be similar to the existing signalized intersections in the project vicinity (e.g., the SR-74/La Novia Avenue intersection), and any new and/or relocated street lighting would be similar to the existing lighting fixtures along SR-74. Residential uses to the north and south of SR-74 would not be exposed to additional lighting sources in the form of vehicle headlights, as the project does not propose new roadways. In addition, motorists traveling along SR-74 would experience nominal lighting impacts due to high travel speeds and short duration or exposure.

In addition, the new wall features could result in additional sources of glare. Motorists traveling along these segments would be nominally impacted by potential glare due to high travel speeds and short duration of exposure. The residential uses in the project vicinity would be subject to generally similar sources of light from vehicles as compared to existing conditions.

Temporary Construction Visual Impacts Implementation of the proposed project would expose sensitive uses to views of the project site. Construction-related vehicle access and staging of construction materials would occur within Caltrans and City right-of-way and disturbed or developed areas along the length of the project site. Project construction would expose surfaces, construction debris, equipment, and truck traffic to nearby sensitive viewers. Construction vehicle access and staging of construction materials would be visible from


motorists traveling along the project site as well as residential uses located in the project vicinity. These impacts would be short-term and would cease upon project completion. Adherence to Caltrans Standard Specifications for Construction would minimize visual impacts using opaque temporary construction fencing that would be situated around construction staging areas.

Nighttime construction activities would be generally prohibited for the project, with the exception to emergency situations, installation of traffic signals, or if Caltrans or the responsible entity for the construction activity has received prior approval from the City for non-emergency nighttime construction. Nighttime construction lighting could potentially result in light impacts to nearby residents and motorists traveling along the project site. These activities may be required to take place for several months. However, the project area contains existing sources of light (i.e., vehicle headlights, street lights, park lighting, residential and non-residential lights, etc.). In accordance with Caltrans regulations, nighttime construction will be limited to the hours of 10:00 p.m. to 6:00 a.m. and, as stated above, nighttime construction would be generally prohibited, except for emergency situations. Necessary lighting for safety and construction purposes will be directed away from land uses outside the project limits, and contained and directed toward the specific area of construction. With implementation of Minimization Measure MM-6, construction lighting types, plans, and placement will be reviewed at the discretion of the Project Engineer in order to minimize light and glare impacts on surrounding sensitive uses.

X. CUMULATIVE VISUAL IMPACT Cumulative impacts are those resulting from past, present and reasonably foreseeable future actions, combined with the potential visual impacts of this project. For this project, it has been determined that the following cumulative visual impacts may occur.

As the project area is generally developed, the majority of cumulative projects in the project vicinity include a variety of institutional, residential, and commercial projects, as well as transportation projects along I-5 and SR-74; refer to Table 3, Cumulative Projects.

The proposed project involves widening SR-74 from two to four lanes from Calle Entradero to 150 feet east of the City/County line and restriping and restoring pavement from the City/County line to Reata Road. Other improvements associated with the project include a new signalized intersection at SR-74/Via Cordova, drainage improvements, and the construction of retaining walls and noise barriers. The nearest development projects are The Oaks residential/equestrian project (located approximately 350 feet southeast of the project boundary along Avenida Siega) and Reata Glen residential project (adjoining the project site to the north near the eastern project terminus); refer to Table 3. In addition, the Pedestrian Facilities Upgrade to ADA Standards project (SR-74 PM 0.04 to 1.8) overlaps with the proposed project, and two other transportation projects (the State Route 74 Slope Embankment Repairs project and the Landscape for Mitigation Planting project) are located within one mile of the easternmost project limits along SR-74. Although the residential cumulative projects would result in increased residential development and contribute to the increasingly built-up nature of the area, the proposed project would be similar to the existing visual character/quality of roadway infrastructure of SR-74 in the project area and would be consistent with the cumulative SR-74 improvement projects (including those mentioned above) shown in Table 3. As such, the project would not cumulatively contribute to a degradation of visual character/quality in the project area. In addition, with implementation of Caltrans Standard Specifications for Construction and recommended minimization measures (MM-1 through MM-8), cumulatively considerable impacts from the project would be reduced.


Table 3 Cumulative Projects

Project Name Project Location Project Description

Development Projects

San Juan Hills High School West of La Pata Avenue. Public High School

24-Hour Fitness South side of Calle Arroyo west of Rancho Viejo Road. Health Club

Plaza Banderas Northeast corner of El Camino Real & State Route-74 (Ortega Highway). Hotel and Restaurant

The Oaks South side of Ortega Highway west of Reata Park.

Residential Equestrian

The Oaks 31,000 Avenida Siega Single-family residential

Tirador Residential Near terminus of Calle Arroyo Townhomes and Detached Single Family Residential

Chevron Service Station & Convenience Store 27164 Ortega Hwy New fueling station and

convenience store Blenheim Farms and Stables 28801 San Juan Creek Road Stable/barn

Reata Glen1 28805 Ortega Hwy, San Juan Capistrano, CA 92675 Residential

Sendero Ranch Plan (Marketplace, Apartments, Field)1

30721 Gateway Place and 1701 Gateway Place, Ladera Ranch, CA 92694 and 29201 Ortega Highway, San Juan Capistrano, 92675

Commercial/Retail, Residential/Recreation

Escencia Ranch Plan Planning Subarea 2.21 East of Antonio Parkway north of Cow Camp Road

Neighborhood Center, Residential

Escencia Ranch Plan Planning Areas 3 & 41 East of Antonio Parkway and Ladera Ranch, south of Coto de Caza, and west of Caspers Regional Park

Residential, urban activity center, business park, and open

space Transportation Projects

State Route 74 Slope Embankment Repairs (EA 0Q570) SR-74 (PM 3.1-5.6) Highway

State Route 74 Signal Emergency Project (EA 0R550)

SR-74 (PM 0.47) at La Novia, City of San Juan Capistrano Highway

Pedestrian Facilities Upgrade to ADA Standards (EA 0M090)

0.06 mi east of I-5/SR-74 interchange (PM 0.04-1.8) Highway

Landscape for Mitigation Planting (EA 0L720)

SR-74 east of Antonio Parkway/La Pata Avenue to west of Conrock Entrance (PM 2.93-5.06)

Highway

Sources: City of San Juan Capistrano, 2018; County of Orange, 2018; LSA Associates, Inc., 2019. Notes: 1. Project is located in the County of Orange.

XI. AVOIDANCE, MINIMIZATION, AND/OR MITIGATION MEASURES Context Sensitive Solutions (CSS) is a process that allows for early collaboration of all stakeholders to develop solutions and gain consensus on design elements that are compatible with the context of a project area. For additional information of CSS, please refer to the Directors Policy No. 22 or the


Department’s Landscape Architecture context sensitive website: http://www.dot.ca.gov/hq/LandArch/ 16_livability/css/index.htm.

Caltrans and the FHWA mandate that a qualitative/aesthetic approach should be taken to address visual quality loss in the project area. This approach fulfills the letter and the spirit of FHWA requirements because it addresses the actual cumulative loss of visual quality due to a project. This approach also results in avoidance, minimization, and/or mitigation measures that can lessen or compensate for a loss in visual quality. The inclusion of aesthetic features in the project design can help generate public acceptance of a project. This section describes additional avoidance, minimization, and/or mitigation measures to address specific visual impacts. These will be designed and implemented with concurrence of the District Landscape Architect.

The following project features and measures to address visual impacts will be incorporated into the project:

PF-1 Landscaping Plan. Prior to the installation of the Landscape Enhancements, a Landscaping Plan will be submitted to the City of San Juan Capistrano to solicit input on the final Landscaping Plan. The Landscaping Plan will identify the location and types of plants, trees, bushes, shrubbery, and other landscaping elements to be used for the project.

MM-1 Landscape Enhancements. Landscape enhancements will be installed on the north side of SR-74 between Hunt Club Drive/Via Cordova to just west of Calle Entradero (referred to as the “Landscape Enhancement Area”). The project shall include additional landscaping, and additional trees where feasible, than the landscaping and trees described as project features or project mitigation in the project CEQA Clearance (collectively, the “Landscape Enhancements”) per the following requirements:

(a) Landscape Enhancements shall be installed on the north side of the intersection adjacent to the entrance into the Hunt Club community, as well as on the north side of Ortega Highway from the intersection to the west side of the Calle Entradero entrance off of Ortega Highway, in the City (the “Landscape Enhancement Area”).

(b) Prior to the installation of the Landscape Enhancements, the agency constructing the project shall prepare a Landscaping Plan depicting the Landscape Enhancements proposed to be installed. The agency constructing the project shall provide a copy of the plan prior to awarding the construction contract to the Hunt Club for its review, and shall meet and confer with the Hunt Club’s representatives and consider in good faith any recommendations or suggestions made by the Hunt Club’s representatives.

(c) The parties anticipate that the value of the Landscape Enhancements shall be approximately Fifty Thousand Dollars ($50,000); provided, however, that the entity constructing the project shall have no obligation to expend in excess of Fifty Thousand Dollars ($50,000) for the Landscape Enhancements.

(d) Separate from the Landscape Enhancements, all trees that are removed as part of the project shall be replaced by Caltrans or the agency constructing the project at


http://www.dot.ca.gov/hq/LandArch

a minimum ratio of three replacement trees for each removed tree (3:1). Replacement trees for trees removed from the Landscape Enhancement Area shall be planted on the slopes or within the existing landscaped portion of the Landscape Enhancement Area. No trees are anticipated to be planted between the Sidewalk Replacement and the back of the relocated curb on the north side of Ortega Highway.

(e) The Landscape Enhancements shall be substantially completed prior to the recordation of a Notice of Completion pursuant to California Civil Code section 3093.

MM-2 Tree Replacement. Separate from the proposed landscape enhancements, all trees that are removed as a result of Build Alternative 2 will be replaced at a minimum ratio of three replacement trees for each removed tree (3:1). Replacement trees will be planted on the slopes or within the existing landscaped portion of the Landscape Enhancement Area. Where speeds are posted greater than 35 miles per hour, large trees (trees with trunks over four inches in diameter when mature) shall be placed outside the clear re-covery zone (30 feet from the travel lane). Small trees (trees with trunks four inches in diameter or less when mature) shall be used to replace the trees within the clear recov-ery zone. Tree spacing for small trees can be adjusted to account for the removal of existing mature trees. The Project Engineer or designated representative will be re-sponsible for identifying and inventorying plant material anticipated for removal.

MM-3 To maintain the context of the project area (color, form, and texture) the project shall install landscaping that is compatible with the existing landscape along SR-74 and adjoining hillsides in the project vicinity and surrounding area. Where feasible, landscaping shall include trees, shrub/groundcover mass planting, and landscape treatment along walls to soften the hardscape features and glare and radiant heat from the walls. All selected species within Caltrans District 12 right-of-way shall share similar water requirements. In areas where noise barriers are visible from adjacent residential land use, landscaping shall be utilized to screen views to the wall where feasible. The Landscaping Plan and plant palette shall be determined in consultation with, and approved by, the Caltrans District 12 Landscape Architect during the Plans, Specifications, and Estimate (PS&E) phase.

MM-4 To minimize the visual impacts caused by the proposed retaining walls and noise barriers, wall aesthetic enhancement shall be developed as a theme treatment (i.e., color treatment, textural treatment, varying materials, etc.) for all new retaining walls and noise barriers within the proposed project. Structural themes (i.e., noise barriers, walls, new sidewalks and sidewalk replacement areas, etc.) shall be compatible with the existing architectural character of the surrounding area and shall be determined in consultation with the Caltrans District 12 Landscape Architect and Aesthetics and Landscape Plan Committee (refer to MM-8) during the PS&E phase of the project. Terraced retaining walls were considered as a potential aesthetic treatment for the seven retaining walls. However, this design is considered infeasible based on the cost of obtaining the additional right-of-way necessary for implementation of this treatment.


MM-5 Where appropriate and to the degree possible, landscaping and related appurtenances, fencing, and other similar features removed from private property by construction must be replaced or restored in kind to mitigate for visual impacts resulting from the loss of such features.

MM-6 Construction lighting types, plans, and placement shall be reviewed at the discretion of the Project Engineer in order to minimize light and glare impacts on surrounding sensitive uses. At a minimum, the construction contractor shall minimize project‐related light and glare to the maximum extent feasible, given safety considerations. Portable lights shall be operated at the lowest allowable wattage and height and shall be raised to a height no greater than 20 feet. All lights shall be screened and directed downward toward work activities and away from the night sky and nearby residents to the maximum extent possible. The number of nighttime lights used shall be minimized to the greatest extent possible.

MM-7: Erosion control seed species for bioswales shall be determined by the Caltrans District 12 Landscape Architect to ensure that the mix and application strategy is appropriate for the specific soil composition of the area.

MM-8: Aesthetics and Landscape Plan Committee. An aesthetics and landscape plan committee shall be established to provide guidance on the aesthetic design of retaining walls and sound walls included in the project, and the landscape plan for the project. Representatives from the City and the Hunt Club shall be included in the aesthetics and landscape plan committee. The City Council and Hunt Club Board shall each appoint two members to the committee and shall each notify Caltrans in writing of the appointees.

Summary of Avoidance, Minimization, and/or Mitigation Measures by Alternative

Table 4, Summary of Avoidance, Minimization, and/or Mitigation Measures by Alternative, below summarizes the numbered minimization measures from above for each alternative.

Table 4

Summary of Avoidance, Minimization, and/or Measures by Alternative

Alternative Avoidance/

Minimization Measure Mitigation Measures

Build Alternative 2 MM-1 through MM-8 None

No-Build Alternative None None


XII. CONCLUSIONS

As concluded above, the proposed project would result in moderate-high visual impacts as a result of roadway widening, a new signalized intersection at SR-74/Via Cordova, new retaining walls and noise barriers, and mature tree and vegetation removal. Proposed project features and Minimization Measures MM-1 through MM-8 would allow the project to blend into the existing landscape and reduce any potential visual impacts to viewer groups in the project vicinity.

XIII. REFERENCES

List of Preparers

Michael Baker International 5 Hutton Centre Drive, Suite 500 Santa Ana, California 92707 949.472.3505

Cathy Johnson, PLA, Senior Associate/Landscape Architect, Michael Baker International Kristen Bogue, Senior Visual Resource Analyst, Michael Baker International Ryan Chiene, Visual Resource Analyst, Michael Baker International Alicia Gonzalez, Visual Resource Analyst, Michael Baker International Faye Stroud, Graphics, Michael Baker International Richard Johnston, Photosimulation Specialist, Digital Preview

Documents

California Department of Transportation, California Scenic Highway Mapping System, http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways/, accessed January 28, 2019.

California Department of Transportation, Standard Environmental Reference, Chapter 27: Visual & Aesthetics Review.

California Department of Transportation, 2017 Traffic Volumes, http://www.dot.ca.gov/trafficops/census/volumes2017/Route71-80.html, accessed November 13, 2018.

California Department of Transportation, Lower 74 Cumulative Projects List, received by Michael Baker International on November 28, 2018.

California Department of Transportation, SR-74 (Lower Ortega Highway) Widening Project, Noise Study Report, October 2018.

City of San Juan Capistrano, San Juan Capistrano Municipal Code, current through Ordinance 1060 and the October 2018 code supplement.

City of San Juan Capistrano, San Juan Capistrano General Plan, adopted December 1999.


http://www.dot.ca.gov/trafficops/census/volumes2017/Route71-80.html

http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways

County of Orange, County of Orange General Plan, November 8, 2004.

Google Earth Imagery, 2018.

United States Department of Transportation, Federal Highway Administration, Office of Environmental Policy, Visual Impact Assessment for Highway Projects, January 1988.


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STATE ROUTE 74 LOWER ORTEGA HIGHWAY WIDENING PROJECT

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View of the existing entrance to the Hunt Club Community to the north of SR-74. View of an existing meandering sidewalk, landscaping, and community signage to the south of SR-74.

View of the project site looking east along SR-74 near Palm Hill Drive. View of an existing residence to the north of SR-74.


Existing Conditions Photographs 01/19 JN 167827 Task 001-VIA MAS Exhibit 4

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"For comparative purposes, site photographs are utilized to demonstrate the general character at different points of the project area. These simulations are subject to change and are intended to provide the reader with information on the form, size, and scale of the proposed improvements within the project area.

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Direction of Photo Key View Location STATE ROUTE 74 LOWER ORTEGA HIGHWAY WIDENING PROJECT Key View Number Key View 1 – Proposed Condition

05/19 JN 167827 Task 001-VIA MAS Figure 7b

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