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HomeMy WebLinkAboutCirculation Element Amendment 84-1 - Negative Declaration 84 60,p �Ys as 7g CIRCULATION 'ELEMENT AMENDMENT 84-. 1 MAY 1984 Negative Declaration 84- 14 huntington beach planning division TABLE OF CONTENTS SECTION PAGE 1.0 INTRODUCTION 1 1.1 Methodology 1 1.2 History 4 1.3 Environmental Status 4 2.0 MAJOR AMENDMENT REQUESTS 5 2.1 Orange/Atlanta/Lake 5 2.2 Walnut Avenue Extension 9 2.3 Fifth/Sixth Streets 12 APPENDIX A Environmental Assessment 17 I.0 INTRODUCTION This document constitutes an amendment to the Circulation Element of the Huntington Beach General Plan and is the first amendment to this element for 1984. The Circulation Element was adopted as a mandated element of the General Plan in December, 1976; this is the fourth amendment to the Circulation Element since its original adoption. The adopted Circulation Plan of Arterial Street and Highways is presented in Figure 1.1. 1.1 Methodology This report addresses a number of proposed changes to the Circulation Plan of Arterial Street and Highways (Figure 1-1) as requested by the Departments of Public Works and Development Services. The amendment requests (see Figure 1-2) consist of deletions and realignments of arterials and changes in arterial designations. The proposed changes are analyzed in Section 2 in terms of existing and proposed circulation patterns and traffic volumes, impact on existing and planned land uses and consistency with adopted City goals, policies and plans. In order to evaluate arterial classifications needed to serve the current and future traffic conditions, certain criteria and assumptions are made regarding roadway capacities. The concept of capacity and the relationship between capacity and traffic volumes is expressed by means of levels of service, which is a method developed by the County of Orange for its Transportation Element to the General Plan. The concept of levels of service recognizes that while there is an absolute limit to the amount of traffic than can travel through a given corridor, conditions rapidly deteriorate as traffic reaches that level. As traffic approaches capacity, congested conditions are experienced. There is general instability in the traffic flow whereby, small disruptions can cause considerable fluctuations in speeds and delays. 1 AMENDMENTS wuroI'll CIRCULATION PLAN OF ARTERIAL STREETS AND HIGHWAYS ADOPTED BY CITY COUNCIL RESOLUTION NO 4368 DEC 12,1976 LEGEND* FREEWAY STREET CAPACITY MAJOR 45,000 - PRIMARY 30.000 SECONDARY 20.000 NOTE SOLID LINES INDICATE EXISTING RIGHT OF WAY 11111 NECESSARILY ULT 1.4TE RIGHT OF ..Y OASHED LINES INDICATE AREAS WHERE NO RIGHT OF WAY EXISTS © off, _-____ I � �� CITY OF HUNTINGTON BEACH ORANGE COUNTY CALIFORNIA EXISTING CIRCULATION PLAN" Figure 1-1 Levels of service are defined as A through F. Beyond level of service E, capacity is exceeded and arriving traffic will exceed the ability of a given street to accommodate it. The six levels of service are defined as follows: Level of Service A indicates no physical restriction on operating speeds. Level of Service B indicates stable flow with few restrictions on operating speed. Level of Service C indicates stable flow, higher volume, and more restrictions on speed and lane changing. Level of Service D indicates approaching unstable flow, little freedom to maneuver, and condition tolerable for short periods. Level of Service E indicates unstable flow, lower operating speeds than level of service D, some momentary stoppages. Level of Service F indicates forced flow operation at low speeds where the highway acts as a storage area and there are many stoppages. The practice of the County and City when planning the arterial system is to use level of service C for link capacities (a link is the portion of the roadway between two arterial intersections), with the intent of maintaining level of service D through intersections. The following table shows the roadway capacity values the County and City use for circulation analysis of each type of facility. ROADWAY CAPACITY VALUES* Freeways/Transportation Corridors Freeway Sizes At Level of Service D* 4 lanes 65,000 6 lanes 1159000 8 lanes 145,000 10 lanes 175,000 Arterial Highways Level of Service* hype of Arterial A B C D E F 6 lanes divided 36,000 409400 45,000 49,500 54,000 - 4 lanes divided 241000 279000 30,000 33,U00 36,000 - 4 lanes(undivided) 169000 18,000 209000 22,000 24,000 - 2 lanes (undivided) 59000 7,500 10,000 12,500 15,000 - *Maximum average daily traffic (ADT) 3 In analyzing the requests contained in this amendment, the City planning staff utilized information contained in the Downtown Specific Plan EIR, approved by the City Council in July, 1983, and a special traffic impact analysis report for the Downtown prepared by Greer and Company, a private engineering and planning firm, in August, 1983. The Public Works traffic section also provided the planning staff with updated traffic generation volumes and recommended roadway sections for the areas of concern considered in the amendment. 1.2 History The three areas of concern included in this amendment are all centered in the City's downtown area. The proposed changes to the Circulation Plan of Arterial Streets and Highways have been the focus of lengthy study and analysis by City staff and are viewed as an integral part to the success of the City's downtown revitilization as envisioned under the Downtown Specific Plan and Redevelopment Flan. Planning efforts for this part of the City have a long history. Over the years, the land was subjected to intensive oil drilling, and has been the site of petroleum related storage, treatment and transport operations. During the 1960's and 1970's, when the City was expanding rapidly both in terms of area and population, growth was concentrated away from the downtown. The old downtown began an economic and physical decline. Businesses departed for the newer neighborhood shopping centers which were conveniently located near burgeoning residential subdivisions. Downtown became a place of surf shops and other commercial establishments primarily supported by seasonal beach users and consequently experiencing severe seasonal fluctuations in their business. Before the high demand for coastal development sites could bring a revitalizing influence to the downtown, the 1976 Coastal Act imposed new planning and development constraints. Under the Coastal Act, the City was required to produce a land use plan for its coastal zone, an area which included all of the downtown. After several years of concentrated effort, the City Council adopted a Coastal Land Use Plan in January, 1981, and later appropriated money to fund the development of a Specific Plan which would provide zoning for the Plan's implementation. During the process of developing the Coastal Land Use Plan, extensive background studies were undertaken which assessed many of the environmental issues affecting downtown including transportation and circulation. The Downtown Specific Plan, adopted by the City Council in October, 1983, was drafted in the context of these detailed background investigations. It was designed to implement the Coastal Land Use Plan and the policies of the Coastal Act within the framework of local, environmental, political and economic constraints. The Plan promotes a mix of commercial, residential, and recreational uses which will be able to take advantage of the area's proximity to the ocean. Integral to the Specific Plan's implementation is a circulation system which will augment the area's existing circulation plan and increase its safety and efficiency. 1.3 Environmental Status Upon review of the proposed amendment, Negative Declaration No. 84-14 was prepared and posted for a ten day period beginning May 3, 1984. 4 2.0 MAJOR AMENDMENT REQUESTS The various amendment requests analyzed in this seection are shown in Figure 1-2. 2.1 Orange/Atlanta/Lake 2.1.1 Background The Orange Avenue/Atlanta Avenue/Lake Street area of concern (see Figure 2-1) has been the focus of extensive analysis by City staff in planning for the downtown circulation system. Proposed to function as an east-west arterial connecting Beach Boulevard and Sixth Street, the Atlanta-Orange-Lake connection can serve as an alternative to Pacific Coast Highway in providing access to both the Downtown area and the beach. 2.1.2 Analysis The amendment request for area of concern 2.1 includes one arterial redesignation and three realignments: 1. Redesignation of Orange Avenue from a secondary to a primary arterial between Sixth Street and the tie in with Atlanta Avenue at Lake Street. 2. Realignment of Lake Street (above Orange Avenue) to "T" into Orange Avenue via Third Street. 3. Realignment of Atlanta Avenue northwesterly into Orange Avenue, and 5 ADAMS �� qL O� w a w o INDIA J i 4 O 2 C` ..,. ol rl- . � 3 W ZI F. y I 2. 1 j? AILANTA U i Q PRIMARY Nmw�x�a���x�u — / w SECONDARY ..........................„..... 2.2 m DELETION W fammm REALIGNMENT--—....... 0- AMENDMENT REQUESTS HUNTINGTON BEACH C4LIFORNIA Figure 1-2 PLANNING DIVISION 6 4. Realignment of Lake Street (south of Atlanta Avenue) to "T" into the Atlanta/Orange connection. 5. Deletion of the existing Lake Street alignment between Chicago and Olive A venues. Several revisions in the operation of the street system are contemplated as part of the Downtown planning effort. These changes include signal system revisions, an increased number of travel lanes on Pacific Coast Highway, the closure of certain streets, the construction of some street extensions, and the realignment of key arterials into the downtown area. Pacific Coast Highway (PCH) is the major traffic carrier in the Downtown Specific Plan area. Running parallel to the shoreline, it provides the principle access route connecting Huntington Beach with adjacent coastal cities. It also presents one of the most significant circulation problems in the downtown area. Even with the planned widening of PCH to six lanes by CalTrans (scheduled for completion in summer, 1986), alternative routes to the downtown and the beach are necessary to provide adequate circulation to serve the mix of uses planned for the area. The downtown planning studies identify the pier-head and the area immediately across PCH as the focus for the greatest intensity of future development. An important emphasis of the design concept is to extend Main Street inland from the ocean and encourage pedestrian movement along the street. A second major activity node is proposed for the area bounded by 6th Street, Palm Avenue, Lake Street and Orange Avenue. A variety of activities is envisioned for this "super-block" including office, residential, a retail center and a major open space as a terminus to Main Street. As the downtown redevelops, Atlanta Avenue is seen as a key route from Beach Boulevard to the downtown core and the City beach. By realigning Atlanta Avenue north-westerly irto Orange Avenue, an inland arterial route would be formed which can be used as an alternative to Pacific Coast Highway (see Figure 2-1). Redesignating Orange Avenue from a secondary to a primary between 6th Street and the tie in with Atlanta Avenue would create a direct primary arterial route from Beach Boulevard to the downtown core. Beyond Sixth Street, however, the continuation of Orange would remain a secondary with one travel lane in each direction. This, together with special traffic controls, will serve to discourage traffic from entering the predominantly residential Townlot area. Specific traffic signalization devices will be designed at the project implementation stage. The proposed realignment of Lake Street (south of Atlanta) to "T" into the Atlanta/Orange connection offers a primary arterial route to the beach. While the design of the Atlanta/Orange/Lake intersection will facilitate through traffic into and out of the downtown core via Beach Boulevard, the Lake Street connection additionally offers direct access to the City beach area without the use of PCH. North of Orange Avenue, Lake Street is proposed to be realigned into the Atlanta-Orange primary via the existing Third Street right-of-way. This will provide for the eventual abandonment of Lake between Orange and Chicago 7 5 �` �" 5"y :, ab ■�n� REALIGNMENT ✓ ��� P ✓ �.� ✓ - DELETION o 5 .t 0 _ ZN . QN S ) LIP A� 4 0 0 VE AVE PJE fPP �\ � O \ rCAC A AVE � ✓ � ..n, � Sys - - 1{71 .\4A PK-A AVE _wee' ( ,. -- -_ __ - Vl ~ � � - ___ - - - - - _— I __ _ __ — v1 = - �• WIZ !T' / � _ ✓ ORA NOC _- _ -_ _ rmminrunwrutt■ - _ - T. = nl_ivE AVE (�-�� - _ _-r E[—f� ALN',T PEI AVE F WLNUT pi E on UD on OH UL l .A LW J �-' - AVE'JUE ID o oLl u J` '� _--- - -_ --__ --_- - AVENUE OCEAN - --- - - - - I _ _ 0 C E A N PACIFIC 2. 1 Orange Avenue/Atlanta Avenue/ HUNTINGTON BEACH G4t.IFORNIA Lake Street PLANNING DIVISION Figure 2-1 Avenues to allow for a large consolidated development project on this parcel. Additionally, by vacating this portion of Lake, northbound traffic on Lake will be fed into the Atlanta/Orange arterial and be discouraged from traveling through established residential neighborhoods north of Orange. Current traffic volumes on Atlanta Avenue between Beach Boulevard and Lake Street average 4,900 daily trips. Orange Avenue, between Lake and Sixth, is presently estimated to accommodate 3,000 ADT. Both of these arterials are operating at the A level of service for either a primary or secondary arterial at the present time. Assuming the ultimate development of the downtown as envisioned under the Downtown Specific Plan and Redevelopment Plan, Public Works has projected the proposed Atlanta/Lake/Orange realignment would provide adequate handling of anticipated traffic volumes. As shown in Figure 2-2, the Atlanta-Orange arterial would accommodate significantly higher traffic volumes than what presently exists in the area. With an estimated 21,000 ADT on Orange between Lake and the tie in with Atlanta, and 13,500 ADT on Orange between Lake and Sixth (excluding beach-going trips), Public Works has estimated that these two arterial sections would operate at Levels of Service B and A, respectively. Public Works has recommended that Orange Avenue, between Sixth and Lake, be built as a four-lane divided primary arterial. Orange Avenue, from Lake to Atlanta, is to be built as a four-lane undivided primary arterial. The realigned Lake Street between PCH and the Atlanta/Orange tie in would handle a projected 24,000 ADT and operate at Level of Service B. 2.1.3 Recommendation Staff recommends approval of all requests considered in Area of Concern 2.1. The proposed Atlanta/Orange/Lake realignment will provide a primary alternative route to PCH to both the beach and the downtown core. With the anticipated redevelopment of the downtown into a mix of residential, commercial, office and retail uses, it is essential to provide a primary arterial link into the downtown core to service these uses. 2.2 Walnut Avenue Extension 2.2.1 Background Like the Atlanta/Orange/Lake realignment, the proposed Walnut Avenue extension has undergone thorough analysis by City staff and is seen as a key east-west alternative route to PCH to the downtown and beach areas. 2.2.2 Analysis The amendment request for Area of Concern 2.2 is to designate Walnut Avenue as a primary arterial between Lake Street and Beach Boulevard and from a local street to a secondary between Lake Street and Sixth Street (see Figure 2-3). Two routes, Beach Boulevard and Goldenwest Street, connect the downtown area with the 405 Freeway and inland communities. Access to the freeway may be an important constraint on future development along the coast. The 9 NOTE: Projections are based on ultimate development of the Downtown Specific Plan an(- ,'.eueve l oi,rlent Plan anticipated in 1995. �9 I 13500 13500 aio I � I"I � U ICI V) 0 00 /oy00 �s000 WAS.W WT AV J 11,E 51y00 53000 y3H00 50y00 mr,iriC, lcoX50 HtGHAWAY PROJECTED TRAFFIC HUNTINGTON BEACH G4LIFORNIA VOLUMES PLANNING DIVISION Figure 2-2 10 o� ,1 0 0 � . 1p �,J a ��+f � ♦ P O AVE P-1f' ��,� ` � '!n• 'ce i � -- AVE- � .� ,�P°� ,'L •(vP�� .. •,J -}A- AVE wel 9u AVE Z _----ZZP-IH_ i m°!�Z��•�S Sos _ W VENU OCEAN ----- -- J �. - OCEAN PACIFIC 2.2 Walnut Extension HUNTINGTON BEACH C4LIFORNIA PLANNING DIVISION Figure 2-3 downtown area is located in a less-than-ideal situation in terms of freeway accessibility, being approximately four miles from the freeway itself and connected by a limited number of arterials, segments of which are congested at times. In addition to the proposed Atlanta/Orange/Lake realignment, the Walnut Avenue extension can serve as another inland route to connect Beach Boulevard and Lake Street. Future plans are to tie this route into the planned extension of Hamilton Avenue at Beach Boulevard. This would not only provide convenient access to the future commercial areas east of Lake Street, but would also provide an improved means of travel between downtown Huntington Beach and Costa Mesa, both the Newport and San Diego Freeways, and points beyond. Vehicular movement could be via either Hamilton Avenue/Victoria Street or, eventually, Banning Avenue/19th Street. Currently, Walnut Avenue, west of Lake Street, carries an estimated 1,400 ADT. Assuming ultimate downtown development based on the Downtown Specific Plan and Redevelopment Plan, the Department of Public Works has estimated that if Walnut is extended through to Beach Boulevard (eventually to tie in with Hamilton A venue), Walnut will carry 15,000 ADT east of Lake Street and 10,400 ADT west of Lake, excluding beach-going trips. Upgraded to a primary status between Lake and Beach, and a secondary between 6th and Beach, Walnut can adequately accommodate the projected traffic generation operating at Level of Service B, according to the Department of Public Works estimates. Public Works has recommended that Walnut from Beach to Sixth be developed as four undivided lanes. 2.2.3 Recommendation Staff recommends approval of the proposed changes considered in Area of Concern 2.2. The Walnut extension, as proposed will serve as an important east-west connector to the downtown core and beaches, and alleviate traffic congestion on PCH. Additionally, the eventual connection of Walnut into the proposed Hamilton extension will allow for a direct route from Costa Mesa and adjacent areas into the downtown. 2.3 Fifth/Sixth Street 2.3.1 Background On October 10, 1983, the City Council approved the Downtown Specific Plan. In addition to setting land uses and development standards for the area, the Specific Plan also contained a preliminary analysis of traffic circulation. The study recommended several arterial changes in the Downtown and points of concern for further evaluation. Among the traffic recommendations contained in the Specific Plan was that Sixth Street be redesignated from a local street to a secondary arterial from Main Street to Pacific Coast Highway, thereby replacing Fifth Street which is presently designated as a secondary. The issue of how Sixth Street should tie into Main Street and Lake Street was set aside for additional study. City staff has since analyzed circulation in the downtown area, and developed several proposed changes to the Circulation Plan of Arterial Streets and Highways to address the issues identified in the Specific Plan. This amendment item includes three components: 12 P; r `� 'ado, ��a�nr��� REALIGNMENT o � 0 _ DELETION XvHLL NZ w � O � �aE St D� � � �;+• AVE ,�'`e > s° P� G �, a �M AVE ___ _- -_ Uri, Hu�;HPL:- -_ - - __ ACAC:A AVE _.._ F on_ -- un _ H UH HH 9 mm lrlU F nmHU L�,..E _ AVE WE, UH Hu r w AVE W ___ W lz 0 jI - o®0 on ®8u �x - /�'�I \ _`_��- - AVENUE �1ID��J � - AVENUE _ OCEAN __---� - —--�1 � --- —r - —r-- — PACIFIC —' _ T`__ - --- 0 C E A N _ g HUNTINGTON BEACH CALIFORNi 2.3 Fifth/Sixth Streets P. PLANNING DIVISION �'g Figure 2-4 a) Realignment of Fifth Street to tie in with Sixth Street between Main Street and Orange Avenue, and the redesignation of this link as a secondary arterial. b) Redesignation of Sixth Street from a local street to a primary arterial between Orange A venue and Pacific Coast Highway. c) Deletion of Fifth Street as a secondary arterial between Main Street and Pacific Coast Highway. These proposed changes are shown in Figure 2-4. 2.3.2 Analysis This section analyzes the proposed changes to Fifth Street and Sixth Street in terms of the effects on (1) circulation patterns within the downtown and in the surrounding area including existing and projected traffic volumes, and (2) existing and future land uses in the area. In 1976, Main Street was downgraded to a local collector south of Seventeenth Street on the Circulation Plan of Arterial Streets and Highways. It was intended that Senventeenth Street and Lake Street provide primary arterial access to the downtown area. Fifth Street replaced Main Street on the plan as a secondary carrier of traffic to the downtown core and beach via Lake Street. Subsequent street improvements continued to de-emphasize Main Street and augment Fifth Street in the downtown. In 1981, Main Street from Orange Avenue to Pacific Coast Highway was modified to a one-way street to serve primarily the retail stores and offices within the core area. The intersection of Fifth Street and Pacific Coast Highway was signalized, and was intended to divert beach-connecting trips via Fifth Street. Existing traffic volumes on Main Street and Fifth Street south of Orange Avenue average 2,600 and 3,300 trips per day respectively. Sixth Street currently intersects Main Street at Acacia Avenue and functions essentially as a residential collector at 800 trips per day. The land use intensities under the Local Coastal Element and Downtown Specific Plan will dramatically increase traffic entering and leaving the downtown area in the future. The proposed redeveloped area will be comprised of a mixture of commercial uses of various types: office buildings, residential units, hotels, and recreational facilities. It is projected that approximately 93,863 daily trips will be generated from redevelopment above existing traffic volumes, and excluding beach-going trips. The proposed changes to Fifth Street and Sixth Street in conjunction with the recommended Orange Avenue-Lake Street-Atlanta Avenue connections (Area 2.1) and the Walnut extension (Area 2.2) are designed to accommodate this projected traffic. The deletion of Fifth Street from the Circulation Element would divert most traffic to Sixth Street. The Department of Public Works estimates that the realigned section of Fifth Street with Sixth Street between Lake Street and Orange Avenue would carry 10,000 vehicles daily while Sixth Street south of Orange Avenue to Pacific Coast Highway would carry an estimated 15,800 vehicles (Figure 2-2). Considering the design constraints in realigning Fifth Street with Sixth Street above Orange Avenue, this segment would be built as a two-lane divided secondary arterial, and accommodate the projected traffic at 14 Level of Service D. Sixth Street south of Orange Avenue would be designed as a four-lane undivided primary arterial to accommodate the projected traffic at Level of Service B. The Fifth-Sixth Street connection is designed to provide northerly access from Lake Street and Main Street into the proposed commercial town square. This concept calls for the development of a 20 acre commercial superblock bounded by the proposed Fifth-Sixth Street connection, Lake Street, and Orange Avenue. In addition to consolidating property, the superblock concept will require that Main Street, Fifth Street, Pecan Avenue, and alleyways within the project area be vacated This would eliminate what is essentially a six-way intersection that now exists at Main, Fifth, and Pecan. The proposed Fifth-Sixth Street connection would also provide a secondary connection between Lake Street and Orange Avenue. However, it is intended that most of the traffic using Sixth Street be directed to and from that arterial via the Orange Avenue-Atlanta Avenue connection and the Walnut Avenue extension. To encourage this flow, Sixth Street would be designated as a primary arterial below Orange Avenue with an offset alignment to the northerly Sixth Street segment at the Orange Avenue intersection. This would help limit traffic on Sixth Street above Orange Avenue to local residential users and commercially-oriented users of the town square area. 2.3.3 Staff Recommendation Staff recommends approval of all requests considered in Area of Concern 2.3. The configuration of the proposed commercial town square necessitates deleting Fifth Street and designating Sixth Street as the arterial carrier from Lake Street to Pacific Coast Highway. The redesignation of Sixth Street from a local street to a primary arterial below Orange Avenue would provide a northerly anchor to the downtown circulation system to accommodate the high traffic volumes generated by redevelopment of the core area. 15 APPENDIX A 17 CITY OF HUNTINGTON BEACH INITIAL STUDY OF ENVIRONMENTAL It1PAC1S 1 . BACK61\11UND 1 . Applitmit, Cit +y of 11untington 2. Address 2000 Main Street Beach _ _ _ 3. Telephone 536_-5271 ,9 . Pr'oj('( t I ovation "Downt own" Huntington 1leach _ P► oiect TitlelI)(,scription Circulation Amendment 84_1 _ ►,. Date 4-26-84 - II . ENVIRONMENTAL IMPACTS: (Explanations of all "Yes" and "Maybe" answers are required on attached sheet) . 1 . Physical Lnvironment: Will the project have a significant impact on the physical environment with respect to: a) hydrology, b) air- quality, c) geology, d) flora and fauna , e) noise, t) archaeological/historical . Yes Maybe No x Other- Impact of Environment on Project: Will the project be subject to impacts from the surrounding environment? i .e. , natural environment; manmade environment. Yes Maybe No x 3. -Impacts on Public Services : Will the project have a significant impact upon, ro— re- sult. do a ned for a new or altered government service in any of the following areas : fire, police, schools, parks or other governmental agencies . Yes Mayhe x No 4 . ImpacLs on traffic/Circulation: Will project result in substantial vehicular rlov(--- merA , or impact surrounding circulation system, or increase traffic hazard? Yes X__ M,rybe No �,. Will the project result in a substantial alteration or have a negative affect the existing: land use, population/housing, energy/utilities , natural resources, hrnn,►n het(1 th? Yes Maybe No x h. Othe► potential environmental impacts not discussed above (see attached sheet) . 111 . 01111R RISPONSIBLE AGENCIES AND/OR PERSONS CONTACTED ( ) `>ee Attached ( x ) Not Appl icable IV. MANDATORY FINDINGS OF SIGNIFICANCE: 1 . Will project degrade quality of environment? Yes Maybe No x I. Will project achieve short-term goals to the disadvantage of long-term envirorment�l goals? Yes Maybe No x 3. Does the project have impacts which are individually limited but cumulatively considerable? Yes Maybe No x 4. Will the project adversely affect human beinqs either directly or indirectly? Yes Maybe No X V. DETERMINATION ( x ) Negative Ieclaration ( ) Negative Declaration With Mitigation ( ) InvironinentitI Impact Report / ul1� E •� SIGNATURI II . ENVIRONMENTAL IMPACTS (Explanation of "Yes" and "Maybe" answers) 3. If the Circulation Element Amendment is adopted, it will facilitate the response time of public safety personnel to the "downtown" community. 4. The project will not directly increase the potential for traffic hazard. It will alleviate the congestion on the surrounding State highway and facilitate traffic flow within the immediate area.