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<br />Impacts/Feasibility of Alternative 2: Assuming all projected dwelling units were constructed <br />under the Concept 2 Alternative (3,350) and the TOO Strategy (3,431), the TOD Strategy would <br />result in 81 more housing units, which would equate to approximately 207 more people residing <br />in the Strategy Area. Assuming full buildout of office space, the TOD Strategy would result in <br />280,240 square feet more of office, which would accommodate approximately 800 more jobs. <br />Assum ing full buildout of retail, the Concept 2 Alternative would result in approximately 70,000 <br />square feet more of retail, which would accommodate approximately 200 jobs. Therefore, the <br />net difference is that the Concept 2 Alternative would result in 600 fewer jobs, or employees, and <br />207 fewer residents in the Strategy Area than the proposed TOD Strategy. Overall, the Concept <br />2 Alternative would result in less development in the Strategy Area through 2030. <br /> <br />The Concept 2 Alternative would result in continued urbanization of the Strategy Area during the <br />course of its buildout. Views to and from the Strategy Area would likely change with the <br />addition of residential and office development. A description of these views is provided in <br />Chapter 4.1 of this EIR. The existing views of the hills to the east may be affected, though view <br />corridors could be maintained. Under either scenario, several policies would be applied to new <br />development taking place within the Strategy Area to minimize the potential for visual impacts. <br />As a result, the impact on aesthetics resulting from the Concept 2 Alternative is considered the <br />same as the proposed Project. <br /> <br />Due to the less intense level of development that would occur under the Concept 2 Alternative, <br />less traffic would be generated in the Downtown Area. While reduced traffic volumes would <br />benefit traffic operations, the General Plan EIR already concluded that Level of Service (LOS) <br />impacts on several local roadways segments would be significant and unavoidable under buildout <br />of the General Plan. This significant and unavoidable impact would also occur under buildout of <br />the Concept 2 Alternative. <br /> <br />Reasons for Rejecting Alternative 2: The Concept 2 Alternative has not been selected because <br />it would not achieve the desired mixture and intensity of commercial land uses in close proximity <br />to transit within the TOD Strategy Area. As part of the Strategy, the City aims to create a <br />Downtown Area where the combination of office, retail, and residential uses effectively <br />complement each other. <br /> <br />This Alternative would include approximately 210,000 square feet less of job-generating land <br />uses in the Strategy Area than the proposed Strategy. Based on the assumption that 350 square <br />feet of commercial or retail development equates to one job, a deficit of 210,000 square feet <br />could result in 600 fewer jobs. This is potentially 600 fewer people who could live, work, or <br />shop in the TOO Strategy Area. As a result, the City determined that this Alternative did not <br />provide an adequate policy mechanism or vision for achieving the Strategy goals. The Concept 2 <br />Alternative would need to comply with the same mitigating General Plan policies as the <br />proposed TOD Strategy. Therefore, the Concept 2 Alternative would be considered an <br />insubstantial improvement compared to the proposed TOD Strategy due to the reduced amount of <br />traffic noise. <br /> <br />The Concept 2 Alternative would achieve most of the project objectives, since it would result in <br />higher density residential units and the development of mixed use residential, commercial, and <br />retail in the TOD Strategy Area. However, it does not include the desired level of office space <br />development that the City envisions as an integral part of a high-density, mixed use Downtown <br />Area where job-generating land uses exist in close proximity to various modes of transit and <br />different types of retail services. <br /> <br />32 <br />