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Oceanside Performing Arts Center

Oceanside High School Performing Arts Center 2014

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Draft Environmental Impact Report Oceanside High School Performing Arts Center

Drafted By:

Jason Berney

Paul Smallman

John Koning

University of Redlands 2014


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Table of Contents Cover page

Title page

1.0 Introduction

1.1 Executive summary

1.2 Areas of controversy

1.3 Issues to resolve

1.4 Classification of impact

1.5 Alternatives

2.0 Project description

2.1 Project location

2.2 Existing site characteristics

2.3 Project Objectives

3.0 Environmental setting, impact, mitigation measures

3.1 Land Use Planning

3.1.1 Environmental Setting

3.1.2 Thresholds of Significance

3.1.3 Environmental Impacts

3.1.4 Cumulative Impacts

3.1.5 Mitigation Measures

3.1.6 Level of Significance After Mitigation

3.2 Noise







3.3 Transportation & Traffic







4.0 Alternatives analysis

5.0 Other CEQA considerations

6.0 References

7.0 Organization consultation

Such as USFWS, CAFWS, Caltrans, SCAQMD, etc.

7.1 List of Preparers


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1.0 Introduction

1.1 Executive Summary

The California Environmental Quality Act (CEQA) requires that local government

agencies, before taking action on projects over which they have discretionary approval

authority, consider the environmental consequences of such projects. An Environmental

Impact Report (EIR) is a public document designed to provide to the public and to local

and State governmental agency decision makers an analysis of potential environmental

consequences to support informed decision making.

This EIR has been prepared by the Oxnard Union High School District (OUHSD) to

analyze the environmental impacts associated with implementation of the proposed

Camarillo Academy High School and Performing Arts Center (CAHS+PAC) project

(proposed project); to discuss alternatives; and to propose mitigation measures for

identified potentially significant impacts that will minimize, offset, or otherwise reduce

or avoid those environmental impacts.

This EIR has been prepared pursuant to the requirements of CEQA and the CEQA

Guidelines. The OUHSD is the Lead Agency, and OUHSD staff has reviewed all

submitted drafts, technical studies, and reports for consistency with applicable City of

Camarillo (City) and Ventura County Local Agency Formation Commission (LAFCO)

regulations and policies and has commissioned the preparation of this EIR to reflect its

own independent judgment.

Data for this EIR were obtained from on-site field observations; discussion with affected

agencies; review of adopted plans and policies; review of available studies, reports, and

data; and specialized environmental assessments prepared for the project (e.g., air quality,

hydrology, traffic).

1.2 Areas of Controversy

Pursuant to CEQA Guidelines Section 15123, this EIR acknowledges the areas of

controversy and issues to be resolved that are known to the OUHSD or were raised

during the scoping process. Major issues and concerns raised at the scoping meeting

included the following: (1) potential impacts to agriculturally zoned property to the east

of project site (Prime Farmland and Farmland of Statewide

Importance); (2) increased congestion and noise associated with construction traffic; (3)

possibility of providing access from Somis Road and not Fieldgate Drive and Mar Vista

Drive to eliminate student, bus, and school traffic on residential roads; (4) concerns

related to exterior lighting at athletic fields; (5) potential for increased flooding; (6)

potential impacts construction traffic may have on adjacent agricultural uses, and (7)

increased traffic and parking issues.


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Please note that this is not an exhaustive list of areas of controversy, but rather key issues

that were raised during the scoping process. The EIR addresses each of these areas of

concern or controversy in detail, examines project-related and cumulative environmental

impacts, identifies significant adverse environmental impacts, and proposes mitigation

measures designed to reduce or eliminate potentially significant impacts. Appendix A

includes the Notice of Preparation (NOP) and Initial Study (IS), as well as comments

received in response to the NOP and IS circulated for the proposed project.

1.3 Issues to Resolve

Project development would have potentially significant impacts on the following four

resources:

o Biological Resources

o Cultural Resources

o Noise

o Transportation and Traffic

1.4 Classification of Impact

The following terminology is used to describe the level of significance of impacts.

o A finding of no impact is appropriate if the analysis concludes that the project

would not affect the particular topic area in any way.

o An impact is considered less than significant if the analysis concludes that it

would cause no substantial adverse change to the environment and requires no

mitigation.

o An impact is considered less than significant with mitigation incorporated if the

analysis concludes that it would cause no substantial adverse change to the

environment with the inclusion of environmental commitments or other

enforceable mitigation measures.

o An impact is considered potentially significant if the analysis concludes that it

could have a substantial adverse effect on the environment. If any impact is

identified as potentially significant, an EIR would need to be prepared.

1.5 Alternatives

This section evaluates alternatives to the proposed project as required by CEQA. The

State CEQA Guidelines (Section 15126) require that an EIR describe and evaluate the


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comparative merits of a range of reasonable alternatives to the project, or to the location

of the project, which could feasibly attain the basic objectives of the project. The

guidelines further require that the discussion focus on alternatives capable of eliminating

significant adverse impacts of the project, or reducing them to a level of insignificance

even if these alternatives would.

2.0 Project Description

Proposed Improvements

The proposed project is the development of a new performing arts center within the

confines of Oceanside High School. As shown in Figure 5, Proposed Site Plan, the

majority of the site would be developed with the proposed PAC building. A plaza is

proposed in front of the entrance of the building, and an informal amphitheater and rally

platform would be constructed between the PAC and existing school buildings. A parking

lot with 37 parking spaces is proposed in the northern portion of the site. Fire lanes would

be provided along the western, northern, and southern sides of the PAC; the western and

southern fire lanes would connect to existing fire lanes on the campus. A service road on

the eastern side of the proposed building would separate the building from the adjoining

varsity baseball field.

The proposed PAC includes 29,000 square feet of new building space. It would include a

502-seat performance theater, a 120-seat black box theater, a detached ticket office, two

classrooms (drama and scene shop), and other accessory office, labs, studios and storage

areas. Figure 6, Floor Plan, shows the proposed uses of the facility.

The design of the building includes different roof heights and different types of building

material. The roof heights would range from 21 feet to 52 feet. The southern side of the

building would include Oceanside High School’s logo mounted on a matte-metal panel

that would extend the height of the building to approximately 61 feet. The exterior of the

building would be composed of different materials: the ground-level would be

constructed with a concrete masonry finish, and the upper-levels composed of pre-

finished, copper-colored metal wall panels and glass. Figure 7, Exterior Building

Elevations, illustrate the design of the proposed building. Figure 8, Simulation View,

illustrates the finished exterior of the proposed PAC.

The project would include exterior lighting for security purposes. An electronic sign is

proposed immediately above the main doors on the north face of the building. No other

marquees or high-intensity lighting is proposed in conjunction with the project. The

facility would be certified by the Leadership in Energy & Environmental Design (LEED)

and include sustainable features, including but not limited to, deep overhangs for sun

protection, green screens, low-flush toilets, thermal mass, low water use planting

infiltration, permeable paving, and bioretention basins. The facility would be designed to

slope toward the bioretention basins that would be strategically placed around the


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proposed building and along the northern perimeter of the site. Surface runoff would

drain into the landscaped areas and be filtered and collected in a new set of storm drains

before entering the municipal drain system.

Proposed Operation

The proposed PAC would result in a new theater program at Oceanside High School.

Additionally, with the two proposed drama and scene shop teaching facilities, the high

school’s capacity would increase by 54 seats (assuming the state classroom loading

standard of 27 seats per high school classroom is used). The proposed classrooms are

ancillary and would provide support space for the new theater program. Nonetheless, for

the purposes of this Initial Study, a worst-case assumption has been made. It is assumed

that the proposed project would result in 54 additional seats, which would increase the

capacity of the school from 2,586 seats (88 classrooms) to 2,640 seats (90 classrooms).

No joint use programs are proposed at this time. However, the PAC would be available

for public use through the Civic Center Act.2 Since Oceanside High School does not

currently have a drama/theater program or a performing arts center, for the purposes of

the analysis, it is assumed that operation of the proposed facility would be similar to that

of the Truax Theater at El Camino High School, approximately four miles east of the

project site. Appendix A lists the after-school, school-sponsored, and non-school events

held at Truax during the 2011/12 and 2012/13 school years and the approximate number

of spectators per event. Truax Theater is the only performing arts center currently

operated by the District, and similar to the proposed project, it contains a 500-seat

performance theater. Therefore, it is a good representation of the potential operational

characteristics of the proposed PAC. For the purposes of this Initial Study, it is assumed

the PAC would operate during school hours in support of existing school functions; these

events would not attract offsite patrons. It is also assumed that the PAC would operate on

weekdays, after-school hours, and on Saturday and Sunday in support of school-

sponsored and non-school-sponsored events that would attract offsite patrons. It is

assumed that the new PAC may operate approximately 100 events per year outside of

school hours, including up to 50 sold-out events.


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2.1 Project Location

The project site is 2.47 acres in the northern portion of the 32-acre Oceanside High

School (OHS) campus at 1 Pirates Cove Way in the City of Oceanside in San Diego

County. The campus is just southwest of the Interstate 5-Mission Avenue overpass.

Oceanside High School


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2.2 Existing Site Characteristics

The project site is a surface parking lot with 60 temporary and 155 permanent parking

spaces; the parking lot is used for student parking and for student and school bus loading.

2.3 Project Objectives

Demolition of the existing infrastructure (e.g., parking lot, light poles) on the project site

could commence as early as the fourth quarter of 2014 or as late as the first quarter of

2015, depending on the availability of Proposition H bond proceeds, which is the main

source of project funding. Construction would be completed in one general phase and is

estimated to last 18 months. Construction activities would follow the below sequence:

o Parking lot demolition and grading (months 0 to 1)

o Undergrounding utilities (months 1 to 3)

o Concrete foundations (months 3 to 8)

o Structural steel (months 6 to 9)

o Exterior construction: framing, glazing, masonry stucco, and roofing (months 9 to

13)

o Interior finishes: drywall, paint, cabinets, tile, and flooring (months 11 to 16)


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o Exterior site finishes and landscaping (months 17 to 18)

3.0 Environmental Setting, Impact, Mitigation Measures

3.1 Land Use Planning

Physically divide

Less Than Significant Impact. The proposed project would redevelop a portion of the

existing Oceanside High School campus. Adjacent land uses include a commercial plaza

across Mission Avenue to the north of the project site and I-5 facilities to the east. The

project would not affect circulation or access for properties or roadways adjacent to the

project site. There are no residential properties in the vicinity of the project site that

would be affected by the proposed project. Impacts would not be significant, and no

mitigation is required.

Existing Land Use Planning

Less Than Significant Impact. The project site is zoned as Public and Semi-Public (PS)

and has a General Plan land us designation of Civic Institutional (CI). The proposed PAC

would be consistent with existing General Plan and zoning requirements. Furthermore, as

allowed by Government Code Section 53094, on October 14, 2008, the OUSD Board of

Education unanimously approved Resolution No. 7 (08-09), which exempts the proposed

project from compliance with City of Oceanside ordinances. Impacts are less than

significant. No mitigation is required.

Habitat conservation plan or natural community conservation plan

Less Than Significant Impact. According to maps in the Oceanside Subarea Habitat

Conservation Plan/Natural Community Conservation Plan (HCP/NCCP), the project site

does not contain any sensitive vegetation or animal species, and does not contain any

special habitat conservation zones (Oceanside 2010, Figs. 3-2 to 3-5). Therefore, the

proposed project would not affect implementation of the City’s HCP/NCCP. Impacts are

less than significant. No mitigation measures are required.

3.2 Noise

Noise is defined as unwanted sound and is known to have several adverse effects on

people, including hearing loss, speech and sleep interference, physiological responses,

and annoyance. Based on these known adverse effects of noise, the federal government,


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State of California, and City of Oceanside have established criteria to protect public

health and safety and to prevent disruption of certain human activities. The District uses

long-term noise criteria for land use compatibility considerations that have been

developed by the State of California. Additional details concerning the characterization of

noise and vibration, existing regulations, and calculations for construction noise and

vibration levels can be found in Appendix E to this Initial Study.

Terminology and Noise Descriptors

The following are brief definitions of terminology used in this chapter:

o Noise. Sound that is loud, unpleasant, unexpected, or otherwise undesirable.

o Decibel (dB). A unitless measure of sound that is calculated on a logarithmic

scale. The calculations involve the squared ratio of sound pressure amplitude to a

reference pressure amplitude. The reference pressure is 20 micropascals.

o A-Weighted Decibel (dBA). An overall frequency-weighted sound level in

decibels that approximates the frequency response of the human ear.

o Equivalent Continuous Noise Level (Leq). The mean of the noise level, energy-

averaged over the measurement period; regarded as an average level.

o Day-Night Level (Ldn). The energy average of the A-weighted sound levels

occurring during a 24-hour period, with 10 dB added to the A-weighted sound

levels occurring during the period from 10 PM to 7 AM.

o Community Noise Equivalent Level (CNEL). The energy average of the A-

weighted sound levels occurring during a 24-hour period, with 5 dB added to the

sound levels occurring from 7:00 PM to 10:00 PM and 10 dB added to the sound

levels occurring from 10:00 PM to 7:00 AM. For general community/

environmental noise, CNEL and Ldn values rarely differ by more than 1 dB. As a

matter of practice, Ldn and CNEL values are considered to be equivalent and

interchangeable.

o Sensitive Receptor. Noise- and vibration-sensitive receptors include land uses

where quiet environments are necessary for enjoyment and public health and

safety. Residences, schools, motels and hotels, libraries, religious institutions,

hospitals, and nursing homes are examples.

o Vibration Decibel (Vdb). A unitless measure of vibration that is calculated on a

logarithmic scale. The calculations involve the squared ratio of vibration velocity

amplitude to a reference velocity amplitude. The reference velocity is 1 micro-

inch/second.

Existing Noise Environment

The project site is within the boundaries of the existing Oceanside High School campus.

The primary noise sources within the vicinity of the project site are from traffic on

Interstate 5 to the north and from the surrounding roadways. The nearest existing noise-


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sensitive areas are the single- and multifamily residences to the west, southwest, and

southeast of the high school.

Thresholds of Significance

The analysis of noise and vibration impacts considers project-related construction and

operational phase noise and vibration, as defined by the OUSD, City of Oceanside, State

of California, and the Federal Transit Administration (FTA). The proposed project would

have a significant adverse noise impact if the project would result in any of the following:

o The City of Oceanside Municipal Code prohibits construction activities during the

hours of 10:00 PM to 7:00 AM (Section 38.17 (h)). Furthermore, the city’s

general plan identifies a maximum operating noise level for construction

equipment of 85 dBA at 100 feet. The potential for construction noise impacts to

be objectionable depends on these two factors, as well as on the magnitude of

noise generated by the construction equipment, the frequency of noise sources

during the construction day, and total duration of construction activities.

o The California Green Standards Building Code requires that public schools

(unoccupied, furnished classrooms) have a maximum background noise level of

no more than 45 dBA Leq. This standard is also considered for impacts to on-

campus receptors.

o A minimum 3 dB change in noise levels is necessary for human hearing to discern

a change. Thus, for a substantial increase in ambient noise levels, the project

would increase the ambient noise levels by 3 dBA or more and ambient noise

levels under with-project conditions must exceed 65 dBA CNEL.

o Expose existing residences to school operations noise levels that exceed the

permissible exterior noise standards, as specified in the City of Oceanside

Municipal Code. For residential properties, noise attributable to school activities

shall not exceed an hourly-average sound level of 50 dBA Leq,1-hr between the

hours of 7:00 AM and 9:59 PM) and 45 dBA Leq, 1-hr between the hours of

10:00 PM to 6:59 AM(Section 38.12).

Groundborne Vibration

o Project-related construction activities that would generate vibration that are strong

enough to cause vibration-induced architectural damage to existing residences

based on the FTA Noise and Vibration Impact Guidelines (FTA 2006), which is

0.2 peak particle velocity (PPV) in inches per second (in/sec) for typical wood-

framed buildings.

o Project-related construction activities that would exceed the FTA’s vibration

criteria of 78 VdB (vibration decibel) for daytime vibration-induced annoyance to

residents in nearby structures.


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Environmental Impacts

The following impact analyses address the thresholds of significance with respect to the

proposed project.

a) Exposure of persons to or generation of noise levels in excess of standards established

in the local general plan or noise ordinance, or applicable standards of other agencies?

Less Than Significant Impact

Mobile-Source Noise Impacts

Construction of the 622-seat theatre and addition of the two new classrooms would result

in a net increase in daily trips on a typical school day. During the weekday, the new PAC

could result in 712 average daily trips. These trips would primarily be distributed on

Mission Avenue, Seagaze Drive, and North Horne Street. Existing traffic volumes on

these roadway segments are 26,900, 4,050, and 5,860 vehicles per day, respectively.

Traffic volumes would have to double in order for ambient noise levels to increase by 3

dB (FHWA 2006; FTA 2006). The addition of 712 daily vehicle trips to these roadway

segments would increase noise levels by much less than 1 dB. Therefore, the proposed

project would not generate a substantial increase in the ambient noise environment.

Project-related traffic noise impacts to offsite noise-sensitive receptors would be less than

significant, and no mitigation measures are necessary.

Stationary-Source Noise Impacts

Mechanical Systems

Operation of the proposed project would include use of heating, ventilation, and air

conditioning systems and other mechanical noise. The City of Oceanside prohibits

stationary noise sources from causing the exterior noise levels at residential (single- and

multifamily) locations to exceed an hourly-average noise level of 45 dBA Leq at any time

between the hours of 10:00 PM and 6:59 AM and 50 dBA Leq between 7:00 AMand 9:59

PM. Mechanical systems would be installed to comply with the nighttime exterior noise

limits.

Additionally, any mechanical system installed would generate the same type of noise

already present in the general area. Therefore, use of such equipment would not

substantially elevate average daytime or nighttime noise levels in the vicinity of the

project site, and noise impacts would be less than significant. No mitigation measures are

necessary.

Events and Classroom Use

It is anticipated that up to 100 events per year could be held at the proposed performing

arts center. Each event could generate noise from use of the parking lot and the proposed


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facility. Noise associated with the performances in the main theatre would be fully

enclosed inside the proposed building. In addition to the events, the proposed performing

arts center would have two classrooms for academic use. Noise associated with use of the

classrooms would be lower than event noise and would be comparable to the types and

level of noise already occurring at the high school. Similarly, noise from use of the

proposed classrooms would be fully enclosed within the proposed building. Thus, noise

would be attenuated from the building shell.

Additionally, the existing school buildings and other, offsite commercial buildings would

provide noise attenuation. Noise generated from the courtyard and proposed informal

amphitheater would similarly be attenuated by the existing school buildings. The

proposed performing arts center building would also provide shielding attenuation

benefits to the nearest residences to the south from vehicle noise sources in the

reconfigured parking lot. Furthermore, traffic on I-5 would remain the dominant noise

source in the area and would mask noises generated from the proposed project sources

(including noise from the parking lot, mechanical systems, performing arts center,

informal amphitheater, and other project features). Therefore, noise impacts generated

from use of the proposed performing arts center would be less than significant. No

mitigation measures are necessary.

b) Exposure of persons to or generation of excessive groundborne vibration or

groundborne noise levels?


Operations Vibration

Typically, the types of projects that could result in vibration concerns are industrial uses

that use heavy machinery or rail projects where passing trains could generate perceptible

levels of vibration. The proposed project primarily involves operation of a performing

arts center and installation of a new plaza and informal amphitheater. Thus, project-

related operations would not generate substantial levels of vibration since there are no

significant vibration-generating sources as part of the proposed project. Therefore, there

will be no impact, no mitigation measures are necessary, and this potential impact

requires no further analysis.

Construction Vibration

Construction activities can generate varying degrees of ground vibration, depending on

the construction procedures, the equipment used, and the proximity to vibration-sensitive

uses. Operation of construction equipment generates vibrations that spread through the

ground and diminish in amplitude with distance from the source. The effect on buildings

near a construction site varies depending on soil type, ground strata, and receptor

building construction. The generation of vibration can range from no perceptible effects

at the lowest vibration levels, to low rumbling sounds and perceptible vibrations at

moderate levels, to slight damage at the highest levels. Ground vibrations from


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construction activities rarely reach levels that can damage structures, but can achieve

levels in buildings close to a construction site that are in the perceptible ranges (FTA

2006). Groundborne vibration is usually highest during the demolition and grading

phases of construction, when the heaviest equipment is utilized.

Vibration-Induced Architectural Damage

Project-related construction vibration was evaluated for its potential to cause minor

architectural damage based on FTA’s architectural damage criteria. According to

guidelines from the FTA for assessing damage from vibration caused by construction

equipment, the threshold at which there is a risk of architectural damage to normal houses

with plastered walls and ceilings is 0.2 PPV inch per second and 0.5 PPV for structures

constructed of reinforced-concrete.

The nearest offsite vibration sensitive structure would be the commercial/retail building

approximately 200 feet north of the project site across Mission Avenue. Table 5,

Construction-Related Vibration: Potential for Architectural Damage shows the ground

vibration levels at up to 200 feet from the various equipment items that are anticipated to

be used during construction. As shown in the table, operation of construction equipment

would not generate ground borne vibration levels that would exceed the FTA vibration-

induced architectural damage threshold of 0.5 PPV. Therefore, impacts from vibration-

induced architectural damage would be less than significant.


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Vibration Annoyance

Vibration is typically noticed nearby when objects in a building generate noise from

rattling windows or picture frames. It is typically not perceptible outdoors, and therefore

impacts are normally based on the distance to the nearest building (FTA 2006). Although

the maximum vibration levels10 associated with certain construction activities could be

perceptible in certain instances, the impact would be limited because it would not occur

frequently throughout the day. Also, vibration-related construction activities would occur

in the daytime when people are least sensitive to vibration levels. Further, construction

activities are typically distributed throughout the project site and would only occur for a

very limited duration when equipment would be working in close proximity. Therefore,

vibration annoyance impacts are based on average vibration levels (levels that would be

experienced by sensitive receptors the majority of the time) that exceed the FTA’s

significance threshold for vibration-induced annoyance of 78 VdB for residential land

uses.

As shown in Table 6, construction activity at the nearest on- and offsite sensitive

receptors would not have the potential to exceed FTA’s threshold for vibration annoyance

of 78 VdB. In addition, because vibration levels dissipate rapidly with distance and

construction equipment moves around the site, vibration levels would generally be lower

than those shown in the table. Furthermore, groundborne vibration during construction

would be sporadic and short term. Therefore, vibration annoyance impacts would be less

than significant, and no mitigation measures are necessary.

c) A substantial permanent increase in ambient noise levels in the project vicinity above

levels existing without the project?


As described in section a) above, increases in operational noise levels related to the

proposed project would not substantially increase the existing noise environment.

Therefore, permanent noise impacts would be less than significant, and no mitigation

measures are necessary.


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d) A substantial temporary or periodic increase in ambient noise levels in the project

vicinity above levels existing without the project?


With Mitigation Incorporated. Noise levels generated during construction are based on

the type of equipment operating and the amount of equipment operating at the same time.

Sensitivity to noise is based on the location of the equipment relative to sensitive

receptors, time of day, and the duration of the noise-generating activities. Two types of

short-term noise impacts could occur during construction: (1) mobile-source noise from

the transport of workers, material deliveries, and debris/soil hauling and (2) onsite noise

from use of construction equipment. Construction activities are anticipated to last

approximately 18 months. Demolition and grading activities would take about one month

of the 18-month construction schedule. The majority of the construction efforts would be

toward construction of the proposed performing arts building. The following discusses

construction noise impacts to the offsite residences and onsite noise sensitive receptors

(i.e., students and staff) at the existing school.

Construction Vehicles

The transport of workers and equipment to the construction site would incrementally

increase noise levels along site access roadways. The primary access route for

construction vehicles to the project site would be Mission Avenue. Although not

anticipated, project-related construction worker vehicles, haul trucks, and vendor trucks

could pass by existing residential uses along Mission Road north of I-5. It is anticipated

that construction-related activities would generate, as a worst-case, a total of 26

construction trips per day.11 The existing roadway volumes along the segments of

Mission Avenue in the vicinity of the project are from 16,020 to 26,900 average daily

vehicle trips (LLG 2014).12 Thus, the number of construction-related worker, vendor,

and demolition debris haul trips would result in negligible increases when compared to

the level of noise currently generated on the roadways.13 In addition, these truck trips

would be spread throughout the workday and would primarily occur during non-peak

traffic periods. Therefore, noise impacts from construction-related truck traffic would be

less than significant at noise-sensitive receptors along the construction routes. No

mitigation measures are necessary.

Construction Equipment

Noise generated during construction is based on the type of equipment used, the location

of the equipment relative to sensitive receptors, and the timing and duration of the noise-

generating activities. Each stage of construction involves the use of different kinds of

construction equipment and, therefore, has its own distinct noise characteristics. Noise

levels from construction activities are dominated by the loudest piece of construction

equipment. The dominant noise source is typically the engine, although work-piece noise

(such as dropping of materials) can also be noticeable. Noise levels from project-related


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construction activities were calculated from the simultaneous use of all applicable

construction equipment at spatially averaged distances (i.e., from the center of the general

construction area) to the property line of the nearest residences. There are no offsite,

noise-sensitive receptors in proximity of the project; the nearest such receptors are the

residences at approximately 830 feet to the southeast.

Construction Noise at the Nearest Residences

Using information from the District, coupled with methodologies employed in the air

quality assessment, the expected construction equipment mix was estimated and

categorized by activity phase. The associated aggregate sound levels, by phase, are

summarized in Table 7, Project-Related Construction Noise Levels. The results show that

construction activities would not generate noise levels that would exceed 85 dBA at 100

feet (relative to the city’s noise element).

There are no nearby offsite noise-sensitive receptors in proximity of the project as the

nearest offsite residences are approximately 830 feet southeast of the project site. When

using a distance attenuation parameter of 6 dB per doubling of distance, the above

construction noise levels (by activity phase) at 100 feet would be reduced at least 18 dB

due to distance alone.14 In practical reality, though, any project-related construction

noise would be additionally attenuated by the intervening on- and offsite buildings

between the surrounding residences and the construction area. Furthermore, noise

generated from traffic on I-5 would partially mask construction noise in the surrounding

areas. Therefore, project-related construction noise impacts to offsite receptors would be

less than significant. No mitigation measures are necessary.

Construction Noise at the Nearest Classroom Building

Project-related construction activities may occur during the Oceanside High School hours

of operation. Therefore, there is potential that the staff and students at the existing high

school facilities would be exposed to elevated noise from the construction activities.

Section A5.507 of the California Green Standards Building Code requires that public

schools (unoccupied furnished classrooms) have a maximum interior background noise

level of no more than 45 dBA Leq. This threshold is considered for this CEQA analysis.


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Table 8, Construction Noise Levels at Nearest School Classroom, shows the interior

noise levels at the nearest school classroom.

Mitigation Measures

The following mitigation measures shall be implemented during project construction:

6. Prior to construction, Oceanside High School officials shall meet with the construction

contractor to discuss specific alternate construction methods/equipment to reduce noise

effects at nearby campus buildings. For example: implement low-noise and/or enclosed

generators and air compressors or schedule noise-intensive construction activities during

non-school days. All the reduced-noise alternative methods shall be noted on all site

plans and construction management plans.

7. During the entirety of the construction period, the constructor contractor shall

implement the reduced-noise alternate methods identified in the preconstruction meeting.

8. Prior to the start of any construction activities that coincide with school operations, the

construction contractor shall erect a temporary noise barrier/curtain between the

construction zone and all existing classrooms. The temporary sound barrier shall have a

minimum height of 12 feet, be free of gaps and holes, and achieve a Sound Transmission

Class (STC) of 35 or greater. The barrier can either be (a) a plywood wall made up of ¾-

inch-thick material or (b) a hanging blanket/curtain constructed from a material having a

surface density or at least 2 pounds per square foot to ensure adequate transmission loss

characteristics (Thalheimer 2000). For either configuration, the barrier/curtain system

shall include an exterior lining of sound absorption material on the project side of the

system that has a Noise Reduction Coefficient rating of at least 0.7.

9. Regardless of the time of year that the construction takes place, prior to the start of

construction activities, the construction contractor shall:


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o Inspect all proposed equipment and fit all equipment with properly operating

mufflers, air intake silencers, and engine shrouds that are no less effective than

originally equipped by the manufacturer.

o Post a sign, clearly visible at the site, with a contact name and telephone number

of the District’s authorized representative to respond in the event of a noise

complaint. Place stationary construction equipment as far as practicable from

occupied school classrooms.

o Limit unnecessary engine idling to the extent feasible.

e) For a project located within an airport land use plan or, where such a plan has not been

adopted, within two miles of a public airport or public use airport, would the project

expose people residing or working in the project area to excessive noise levels?

No Impact

The nearest airport to the project site is Oceanside Municipal Airport, approximately 1.4

miles to the northeast. Measured noise contours associated with airport operations

indicate that critical noise contours are primarily within the airport premises (SDCALUC

2010, Fig. IV-4). Therefore, the proposed project would not expose students and staff to

excessive noise levels from aircraft noise.

f) For a project within the vicinity of a private airstrip, would the project expose people

residing or working in the project area to excessive noise levels?

No Impact

The closest private facility to the project site is Tri-City Hospital Heliport in Oceanside

(Airnav.com), approximately 4.75 miles to the east. At this distance, noise from heliport-

related activities would be well below the general ambient (which is mostly from local

traffic noise sources). Thus, the proposed project would not expose students and staff to

excessive noise levels from operations of a private airstrip. No impacts related to private

airstrips would occur, and no mitigation measures are necessary.

3.3 Transportation/Traffic

Linscott Law bases the information in this section partly on the Traffic Impact Analysis for the

Oceanside High School Performing Arts Center & Greenspan, dated April 24, 2014, and

included as Appendix F of this Initial Study.


21

a) Conflict with an applicable plan, ordinance or policy establishing measures of

effectiveness for the performance of the circulation system, taking into account all modes

of transportation including mass transit and non-motorized travel and relevant

components of the circulation system, including but not limited to intersections, streets,

highways and freeways, pedestrian and bicycle paths, and mass transit?

Less Than Significant Impact. The traffic impact study for the proposed project focused

on intersection and street segment impacts from operation of the 502 seats in the main

theater and 120 configurable “black box” seats. The two ancillary classrooms in the PAC

would increase the capacity of the campus by 54 seats and generate new traffic in the

morning peak hour (10 inbound trips and 4 outbound trips); however, this amount is

marginal and does not exceed the 50 peak hour trip threshold that would warrant study

per applicable guidelines. Therefore, the traffic study only considered traffic impacts

during the peak PM weekday hours (5:00 PM to 6:00 PM) and peak PM weekend hours

(6:00 PM to 7:00 PM) associated with PAC events occurring after school hours.

The study area intersections and roadway segments are listed below.

Intersections

o Mission Avenue/Coast Highway (signalized)

o Mission Avenue/Horne Street (signalized)

o Mission Avenue/I-5 SB Off Ramp/Pirates Cove Way (signalized, within Caltrans right-

of-way)

o Mission Avenue/I-5 NB Ramp (uncontrolled, within Caltrans right-of-way)

o Seagaze Drive/Coast Highway (signalized)

o Seagaze Drive/Horne Street (all-way stop sign)

o Roadway Segments

o Mission Avenue: Coast Highway to Horne Street

o Mission Avenue: Horne Street to I-5 SB Ramps

o Seagaze Drive: Coast Highway to Horne Street

o Horne Street: Mission Avenue to Seagaze Drive

o Existing Conditions

o Street Network


22

Mission Avenue is a four-lane, divided roadway east of Horne Street and a four-lane,

undivided roadway west of Horne Street within the study area with a posted speed limit of 25

miles per hour (mph). Curbside parking and bus stops are provided. Mission Avenue is

classified as a Secondary Collector east of Clementine Street, as a Collector Road between

Clementine Street and Cleveland Street, and as a Secondary Collector west of Cleveland

Street on the City of Oceanside Circulation Element.Improvements to Mission Avenue are

currently under construction as part of the Mission Avenue Couplet project, which consists of

the following improvements:

o Convert Mission Avenue from a four-lane, two-way street to a two-lane, westbound-only,

one-way street between Coast Highway and Clementine Street.

o Convert Seagaze Drive from a two-lane, two-way street to a two-lane, eastbound-only,

one-way street between Coast Highway and Clementine Street.

o Convert Clementine Street from a two-lane, two-way street to a two-lane, northbound-

only, one-way street between Mission Avenue and Seagaze Drive.

The couplet is currently under construction, with completion expected by summer 2014.

Figure 9, Existing Roadway Network, shows the existing roadway network.Seagaze Drive is

a two-lane, undivided roadway within the study area with a posted speed limit of 25 mph.

Parking and bus stops are provided. Seagaze Drive is classified as a Collector Road on the

City of Oceanside Circulation Element. Existing Conditions Diagram


23

Figure 3-1. Oceanside High School Performing Arts Center

Improvements to Seagaze Drive are currently under construction as part of the Mission

Avenue Couplet project, as detailed above. Coast Highway is a four-lane, undivided

roadway in the study area with a posted speed limit of 25 mph. Curbside parking is

provided intermittently along the roadway, and bus stops are also provided. Coast

Highway is classified as a Secondary Collector on the City of Oceanside Circulation

Element. Horne Street is a two-lane, undivided roadway in the study area with a posted

speed limit of 25 mph. Intermittent curbside parking is provided. Horne Street is

classified a Collector Road on the City of Oceanside Circulation Element.

Access to the project site is through the intersection of Pirates Cove Way with Mission

Avenue; the ramp from the southbound I-5 freeway intersects Mission Avenue opposite

Pirates Cove Way.

Sidewalks

There are sidewalks on both sides of Horne Street, Mission Avenue, and Seagaze Drive

in the study area.

Bicycle Routes

There are no existing bicycle lanes on the street network. However, as a part of the City’s

Mission Avenue Couplet project, green painted sharrow lanes will be provided for shared

bicycle and auto use along Mission Avenue and Seagaze Drive between Horne Street and


24

Coast Highway. Caltrans’s Interstate 5 North Coast Corridor (I-5/NCC) project will also

enhance the sidewalks and include Class II bicycle lanes on the Mission Avenue freeway

overcrossing.

Public Transit

North County Transit District operates public transit bus routes in the Oceanside region,

and two North County Transit District routes operate near Oceanside High School. Route

303 runs east-west between the City of Vista and Oceanside seven days per week with

mostly 15-minute weekday frequencies; it operates on Mission Avenue past the project

site. Route 313 runs east-west in Oceanside five days per week with hourly frequency; it

operates on Center Avenue south of the project site (NCTD 2014a; NCTD 2014b). The

Sprinter light rail line runs east-west between Oceanside and the City of Escondido seven

days per week with 30-minute frequencies. The nearest Sprinter station to the project site

is Oceanside Transit Center, about 0.75 mile southwest of the project site (NCTD 2014c).

Regional Transportation Plan

The congestion management agency for San Diego County, SANDAG, complies with

federal and state congestion management requirements through its Regional

Transportation Plan 2050 (RTP) issued in 2011 (Gao 2014). Mission Avenue, next to the

north site boundary, is the nearest regional arterial roadway to the project site. The I-5

and State Route 76 (SR-76) are also elements of the regional highway system near the

project site.

Improvements to Seagaze Drive are currently under construction as part of the Mission

Avenue Couplet project, as detailed above. Coast Highway is a four-lane, undivided

roadway in the study area with a posted speed limit of 25 mph. Curbside parking is

provided intermittently along the roadway, and bus stops are also provided. Coast

Highway is classified as a Secondary Collector on the City of Oceanside Circulation

Element. Horne Street is a two-lane, undivided roadway in the study area with a posted

speed limit of 25 mph. Intermittent curbside parking is provided. Horne Street is

classified a Collector Road on the City of Oceanside Circulation Element.

Access to the project site is through the intersection of Pirates Cove Way with Mission

Avenue; the ramp from the southbound I-5 freeway intersects Mission Avenue opposite

Pirates Cove Way.

Sidewalks

There are sidewalks on both sides of Horne Street, Mission Avenue, and Seagaze Drive

in the study area.

Bicycle Routes


25

There are no existing bicycle lanes on the street network. However, as a part of the City’s

Mission Avenue Couplet project, green painted sharrow lanes will be provided for shared

bicycle and auto use along Mission Avenue and Seagaze Drive between Horne Street and

Coast Highway. Caltrans’s Interstate 5 North Coast Corridor (I-5/NCC) project will also

enhance the sidewalks and include Class II bicycle lanes on the Mission Avenue freeway

overcrossing.

Public Transit

North County Transit District operates public transit bus routes in the Oceanside region,

and two North County Transit District routes operate near Oceanside High School. Route

303 runs east-west between the City of Vista and Oceanside seven days per week with

mostly 15-minute weekday frequencies; it operates on Mission Avenue past the project

site. Route 313 runs east-west in Oceanside five days per week with hourly frequency; it

operates on Center Avenue south of the project site (NCTD 2014a; NCTD 2014b). The

Sprinter light rail line runs east-west between Oceanside and the City of Escondido seven

days per week with 30-minute frequencies. The nearest Sprinter station to the project site

is Oceanside Transit Center, about 0.75 mile southwest of the project site (NCTD 2014c).

Regional Transportation Plan

The congestion management agency for San Diego County, SANDAG, complies with

federal and state congestion management requirements through its Regional

Transportation Plan 2050 (RTP) issued in 2011 (Gao 2014). Mission Avenue, next to the

north site boundary, is the nearest regional arterial roadway to the project site. The I-5

and State Route 76 (SR-76) are also elements of the regional highway system near the

project site. Analysis of the remaining study intersections and roadway segments are

based on thresholds established by the City of Oceanside.

Local Facilities

Two types of traffic impacts are assessed in the TIA: 1) Direct impacts of the project and

2) cumulative impacts of the proposed project plus regional growth plus related projects.

Direct impacts are considered significant when they cause an intersection or roadway

segment currently operating at acceptable LOS D or better to operate at an LOS worse

than D Cumulative impacts are considered significant when volume-to-capacity (V/C)

ratios and average delays per vehicle in minutes or seconds exceed the allowable

thresholds shown in Table 9, Cumulative Traffic Impact Significant Thresholds for Local

Facilities.


26

Caltrans Facilities

As provided in the Caltrans Guide for the Preparation of Traffic Impact Studies, a target

LOS D or better at Caltrans facilities is desirable both without and with project-related

trips. If a project degrades operations to LOS E or F (regardless of the preproject LOS), a

significant impact is identified. However, Caltrans acknowledges operations at the target

LOS D or better may not always be feasible, especially if a facility is operating at LOS E

or F under preproject conditions. Therefore, the Caltrans significance criteria stipulates

that if an intersection or roadway segment is operating at less than the target LOS (i.e.,

LOS D) under preproject conditions, then the same LOS should be maintained

postproject. In other words, if the proposed project does not degrade the preproject LOS

of E or F, then the project does not significantly impact the intersection or street segment.

Existing (2014) Traffic Conditions

The existing intersection operations under weekday and weekend PM peak hour

conditions were calculated to operate at LOS D or better. The existing street segments

were calculated to operate at LOS C or better, with the exception of Mission Avenue

between Horne Street and the I-5 southbound ramps, which were calculated to operate at

LOS F during the week and on the weekend. Existing traffic volumes at intersections of

school driveways with roadways are shown on Table 10, Existing Traffic Volumes,

below; and on Figure 3-2, “Existing Traffic Volumes,” of the TIA, included as Appendix

F of this Initial Study.

Project Impacts

Project-Generated Traffic


27

Trip generation estimates for the proposed project—shown in Table 11—are based on the

High School Student trip generation rates found in the SANDAG “(Not So) Brief Guide

of Vehicular Traffic Generation Rates for the San Diego Region” (April 2002). A

capacity event at the PAC is estimated to generate 712 vehicle trips on a weekday and

642 trips on a weekend.

Existing plus Project Conditions

Peak hour intersection and roadway segment operations with project traffic added to

existing traffic are shown in Tables 12 and 13 below and in Figure 7-3, “Existing +

Project Traffic Volumes”, of the TIA in Appendix F. In existing plus project conditions,

weekend PM peak hour intersection traffic conditions will remain the same for all

intersections, but three intersections will operate at a lower level of service, the most

impacted of which is the Mission Avenue/I-5 SB Off Ramp/Pirates Cove Way

intersection. However, all of the study intersections would continue to operate at LOS D

or better, as seen in Table 12. Furthermore, levels of service at all street segments within

the study area will remain the same after completion of the proposed project, as shown in

Table 13. Additionally, project implementation would not conflict with existing city

circulation plans and policies or impede the implementation of the city’s Mission Avenue

Couplet project. Impacts would be less than significant.


28

Opening Year 2016 without-Project Conditions

Opening Year (2016) traffic volumes are based on existing ADT and turning movement

counts. The Mission Avenue Couplet, described above, is assumed to be completed in 2016.

Traffic was rerouted across the network in order to account for the route restrictions

introduced by the one-way couplet.Year 2016 traffic volumes were estimated using a

combination of two methods:


29

o Regional growth was accounted for using a 0.6-percent growth rate for two years (2014

to 2016), totaling

1.2 percent.

o Estimated trip generation from related projects is described below in Table 14. The

locations of related projects are shown on Figure 9-2, “Cumulative Projects Location

Map,” of the TIA in Appendix F. Estimated weekday and weekend PM peak hour trip

generation for related projects is provided in the TIA.

Forecast traffic volumes in 2016 without-project conditions are shown in Table 15 and on

Figure 9-3,“Opening Year (2016) Traffic Volumes,” of the TIA (see Appendix F). All of the

study intersections are calculated to operate at LOS D or better, as seen in Table 15. The

following segments shown in Table 16 are calculated to operate at LOS F during weekday

and weekend PM peak hours:

o Mission Avenue: Coast Highway to Horne Street

o Mission Avenue: Horne Street to I-5 southbound Ramps

Opening Year 2016 plus Project Conditions


30

The Year 2016 with-project traffic volumes were estimated by adding project-generated

traffic volumes to forecast 2016 without-project traffic volumes. As shown in Table 15,

all study intersections are estimated to operate at LOS D or better in 2016 with-project

conditions. Forecast traffic volumes in 2016 with-project conditions are also shown on

Figure 9-4, “Opening Year (2016) + Project Traffic Volumes,” of the TIA in Appendix F.

In Year 2016, the study segments are calculated to continue operating at LOS F during

the week and on the weekend—Mission Avenue from Coast Highway to Horne Street,

and Mission Avenue from Horne Street to the I-5 southbound ramps (see Table 16).

Although at LOS F, project impacts on study street segments do not exceed the 0.02 V/C

threshold, per City of Oceanside significance threshold. Additionally, project

implementation based on the Year 2016 scenario would not conflict with the City of

Oceanside circulation plans and policies or impede the implementation of the City’s

Mission Avenue Couple project. Therefore, traffic impacts to the study intersections and

roadway segments in Year 2016 are considered less than significant.


31

Year 2035 Conditions

Given the small scale of the project and its main purpose, which is to serve the existing

high school program, a future year analysis would not typically have been conducted.

However, one was completed nonetheless to capture potential future traffic impacts

associated with a foreseeable project: the I-5 North Coast Corridor (I-5/NCC) project that

has been approved by the California Department of Transportation (Caltrans) and the

Federal Highway Administration (FHWA). The I-5/NCC project is the expansion of the

I-5 freeway from San Diego to Oceanside and includes localized community

enhancement projects, such as ramp intersection improvements. As it relates to the

proposed project’s study area, the I-5/NCC project will result in a realignment of the

eastbound to southbound I-5 off-ramp as a part of the Mission Avenue/Pirates Cove Way

intersection. It will also result in the signalization of the Mission Avenue/I-5 Northbound

Ramps intersection and eliminate the existing I-5 northbound to eastbound Mission

Avenue ramp, which currently operates as a right turn movement. In conjunction with

these improvements, bicycle and pedestrian enhancements will be provided on Mission

Avenue, including wider (12’–17’) sidewalks and the provision of Class II bicycle lanes

on the freeway overcrossing. The realignment of the freeway on- and off-ramps will also

allow for signalized pedestrian crossing at the I-5 SB Ramps/Mission Avenue/Pirates

Cove Way intersection.

According to Caltrans, one of the purposes of eliminating the freeway on- and off-ramps

on the south side of Mission Avenue is to reduce conflicts between Oceanside High

School students walking across the overpass and vehicles accessing the southbound off-

ramp and northbound on-ramp. The existing freeway ramps on the north side of Mission

Avenue will be enhanced to capture the rerouted trips. The Mission Avenue interchange

improvements will occur during Phase 2 of the I-5/NCC project or sometime between

2021 and 2035. The configuration of the I-5/Mission Avenue ramps relative to the high

school is shown on Figure 10-1, “Year 2035 Conditions Diagram,” of the TIA in


32

Appendix F. The existing ramp configurations are shown on Figure 9, Existing Roadway

Network, of this Initial Study. Since the I-5/NCC improvements will primarily affect

operations at the two Mission Avenue/I-5 Ramp study intersections, only these facilities

were analyzed under Year 2035. Year 2035 without- and with-project traffic volumes on

study area roadways are shown in Table 17. Figure 10-2, “Year 2035 Traffic Volumes,”

and

Figure 10-3, “Year 2035 + Project," of the TIA illustrate the without- and with-project volumes,

respectively. As shown, the following intersections are calculated to operate at LOS E or F under

both without and with project scenarios:

o Mission Avenue/I-5 SB Ramps/Pirates Cove Way: LOS F during the weekday PM peak

hour

o Mission Avenue/I-5 NB Ramps: LOS F during the weekday and LOS E during the

weekend PM peak hours

According to Caltrans significance criteria, the proposed project would not significantly

impact the study intersections during Year 2035 since the LOS level remains the same under

pre- and postproject scenarios. Additionally, project implementation would not impede

Caltrans I-5/NCC project; the design of the PAC building has taken into consideration the

realignment of the I-5 SB Off-Ramp/Mission Avenue/Pirates Cove Way intersection (i.e.,

project’s access driveway). Therefore, cumulative impacts in Year 2035 are less than

significant.

Queuing Analysis at School’s Driveway

A queuing analysis was conducted to determine whether the eastbound left turn queue at

the Mission Avenue/I-5 SB Ramps/Pirates Cove Way intersection will exceed the

available storage length under Year 2035 conditions, thus potentially blocking the

Mission Square Shopping Center driveways. The eastbound left-turn pocket at the

intersection will be approximately 460 feet long. The eastbound left-turn queue at the

study intersection is calculated to be significantly longer than the available storage, which

will cause spill-back onto Mission Avenue under Year 2035 conditions. However, the


33

proposed project is not expected to further degrade operations or contribute to additional

queues under Year 2035 conditions since the project will not add any traffic to the left-

turn movement (i.e., all project-related traffic will be coming from the school driveway,

which is the south leg of the intersection).

Construction Traffic Impacts

Construction of the proposed project would generate construction traffic in the

surrounding area on a temporary basis (approximately 18 months). Construction traffic

consists of heavy trucks, smaller construction trucks, and worker vehicles. Construction

would also generate offsite trips. These trips may impact the community temporarily.

Each phase of construction would have its own traffic intensity and duration. The

building construction phase, which is expected to last approximately 11 months, would

generate the most traffic—approximately one heavy vehicle and 18 construction workers

accessing the site daily. The maximum construction traffic of 40 ADT is less than the

traffic that would be generated by project operation and would be temporary.

Additionally, construction staging would occur within the project site. Access to the

staging area would be provided via Pirates Cove Way. Due to the site’s direct access and

close proximity to the I-5/Mission Avenue freeway ramps, construction traffic is not

expected to access many surface streets. Furthermore, to the extent feasible, construction

traffic will avoid peak hours and the high school’s start and end hours. Thus, construction

traffic would not cause significant traffic and pedestrian impacts.

Sidewalks

The project would not impact sidewalks, including those on Mission Avenue along the

north campus boundary. The I-5/NCC project—by relocating I-5/Mission Avenue ramps

to the north side of Mission Avenue—would reduce existing traffic-pedestrian conflicts

at intersections of ramps with the south side of Mission Avenue. Project implementation

would not affect the I-5/NCC sidewalk improvements.

Bicycle Routes

Project implementation would not alter existing sharrow lanes along Mission Avenue and

Seagaze Drive between Horne Street and Coast Highway, nor would the future Class II

bicycle lanes on the freeway overcrossing (from the I-5/NCC project) be altered by the

project. The proposed improvements, including mitigation measures herein, would occur

onsite, and offsite bicycle facilities would not be affected.

Public Transit

The project would not impact operations of North County Transit District Route 303 on

Mission Avenue or Route 313 on Horne Street. Note that Route 303’s last runs on

Monday through Friday are scheduled to pass Mission Avenue at Horne Street after

11:35 PM (eastbound) and 10:50 PM (westbound), and Route 313’s last runs Monday

through Friday pass Horne Street at Center Avenue after 7:03 PM (eastbound) and 6:07


34

PM (westbound) (NCTD 2014a; NCTD 2014b). Route 313 would not be operating at

times when people are travelling home from evening theater events. No impact to public

transit would occur.

b) Conflict with an applicable congestion management program, including, but not

limited to level of service standards and travel demand measures, or other standards

established by the county congestion management agency for designated roads or

highways? Less Than Significant Impact. SANDAG is the congestion management

agency for San Diego County and complies with federal and state congestion

management requirements through its RTP issued in 2011 (Gao 2014). Mission Avenue

and I-5 are elements of the regional highway system designated in the RTP (SANDAG

2011). Though project-generated traffic would contribute slightly to unacceptable traffic

conditions in 2035 with-project conditions after reconfiguration of the Mission Avenue/I-

5 ramps, cumulative traffic impacts would be less than significant—as explained above in

Section 5.16a. No direct traffic impacts were identified in the TIA for any roadway of the

regional highway system. Impacts would be less than significant.

c) Result in a change in air traffic patterns, including either an increase in traffic levels or

a change in location that results in substantial safety risks?Less Than Significant Impact.

The project site is within the airspace protection area surrounding Oceanside Municipal

Airport pursuant to Federal Aviation Administration Part 77 Regulations. The height

notification elevation above the project site is approximately 325 feet above mean sea

level (amsl) (SDCALUC 2010).15 The project site is at an elevation of about 118 feet

amsl. At its highest point, the proposed PAC would be about 61 feet high, that is, about

179 feet amsl. The proposed PAC would be well under the specified height notification

elevation of 325 feet amsl. The project would not affect air traffic patterns and would not

cause a change in air traffic levels. No significant impact would occur.

d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous

intersections) or incompatible uses (e.g., farm equipment)?Less Than Significant Impact.

The increased levels of traffic, the increased number of pedestrians and bicycles, and the

increased number of vehicular turning movements at the school entrance, at the nearby

intersections, and in the general vicinity of the school would result in an increased

number of traffic conflicts and a corresponding increase in the probability of an accident

occurring. These impacts would not be significant, however, because the streets,

intersections, and driveways are designed to accommodate the anticipated levels of

vehicular and pedestrian activity and have historically accommodated school-related

traffic on a regular basis. Furthermore, the proposed project would be compatible with

the design and operation of a high school. The streets in the vicinity of the school site

have sidewalks adjacent to the street, and the signalized intersections are equipped with

painted crosswalks and pedestrian signals. These features would enhance pedestrian

safety and facilitate pedestrian access to the school from the surrounding neighborhoods.

The planned relocation of two of the Mission Avenue/I-5 ramps from the south side to

the north side of Mission Avenue by a separate project (i.e., Caltrans I-5/NCC project

with completion planned by 2035) would further reduce traffic and pedestrian hazards on

the south side of Mission Avenue. The project would not impede in the implementation


35

of Caltrans I-5/NCC project. Therefore, project development would not substantially

increase hazards due to a design feature or incompatible uses. No significant impact

would occur, and no mitigation is required.

e) Result in inadequate emergency access? Less Than Significant Impact. Access to the

school’s parking lots and drop-off/pick-up area is from Mission Avenue. This access

drive accommodates inbound and outbound traffic with left turns and right turns to and

from Mission Avenue. The project would not impede emergency access to the project site

or to other school facilities. The design of the PAC would comply with requirements for

fire access roads in Section 503 of the California Fire Code (Title 24, California Code of

Regulations, Part 9). Project building plans would be reviewed by the Oceanside Fire

Department for emergency access and turning radii for firefighting apparatus before the

beginning of construction. The proposed project would not change site access. No impact

would occur, and no mitigation is needed.

f) Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or

pedestrian facilities, or otherwise decrease the performance or safety of such facilities?

Less Than Significant Impact. The project would not block sidewalks and would not

interfere with transit bus operations or planned bicycle facilities. The streets near the

project site are all equipped with sidewalks. The nearest bus stops to the project site are

near the intersection of Mission Avenue with Horne Street. Additionally, there are

currently no bicycle lanes in near vicinity of the project site; however, as a part of the

City’s Mission Avenue Couplet project, green painted sharrow lanes will be provided

along Mission Avenue and Seagaze Drive between Horne Street and Coast Highway.

Additionally, the I-5/NCC project will enhance the sidewalks and include Class II bicycle

lanes on the Mission Avenue freeway overcrossing. Operation of the project will not

compromise these alternative modes of transportation. Construction traffic, however, is

expected to include a few heavy to medium trucks per day. To the extent feasible,

construction deliveries would be made during non-peak hours. The construction

contractor would use a flag person to help ensure the sidewalk is clear of pedestrians

when heavy or medium trucks need to cross the sidewalk. Therefore, impacts to

alternative modes of transportation and public transit facilities would be less than

significant.

g) Result in inadequate parking capacity? Less Than Significant Impact with Mitigation

Incorporated. A parking survey was conducted at Oceanside High School to determine

whether the high school’s parking supply could accommodate the project’s demand. The

survey included a count of the number of existing parking stalls at each of the four

parking lots (i.e., supply) on the campus and a count of spaces that were occupied during

the survey (i.e., demand). Three parking surveys were conducted at Oceanside High

School on schools day between 1:00 PM and 2:30 PM, and 4:00 PM and 5:45 PM, and on

a Saturday between 6:00 PM and 6:45 PM. The results of the surveys are provided in

Table 11-1 of the Traffic Impact Study (Appendix F).There are 466 existing parking


36

spaces at Oceanside High School. The proposed performing arts center project would be

constructed on the school’s northern lot, which currently provides 215 parking stalls. The

proposed project includes a 37-stall parking lot. Postconstruction, there would be a net

loss of 178 stalls, and a total of 288 parking stalls would remain to accommodate all uses

on the high school campus.

Operation Parking Impacts

Development of the PAC would result in new parking demands from students generated

by the two new classrooms and spectators attending events at the PAC. The project

would also result in indirect parking impacts caused by the project’s displacement and

permanent loss of 178 existing parking stalls.

Weekday Midday PAC Events

The weekday midday parking demand for the project is associated with the classroom

and theatre components of the project. The two additional classrooms proposed would

increase the school's capacity by 54 students. Based on the 2012–2013 enrollment of

2,254 students and the maximum weekday midday parking demand count of 267 spaces

at 2:00 PM, it was determined that the existing parking demand is approximately 1

parking space for every 9 students. Therefore, the two new classrooms would generate a

need for 6 additional parking spaces. Under the assumption that a PAC event could be

held midday, during a school day, it was also assumed that 311seats of the 622-seat PAC

would be occupied by students and staff already on campus and who therefore would not

need parking. It was assumed that the remaining 311 seats would be occupied by offsite

spectators, such as parents. Using a conservative vehicle occupancy rate of 2.0 people per

vehicle,16 the parking demand generated by offsite spectators would be 156 parking

spaces. Between the projected demand of 6 parking spaces from the two new classrooms

and 156 spaces from offsite spectators, the total midday parking demand was assumed to

be 162 spaces. Based on the survey, the greatest demand for spaces occurred at 2:00 PM

with 267 parking stalls occupied. With the project demand of 162 spaces, the overall

demand would increase to 429 spaces (i.e., 267 + 162). Consequently, there would be a

substantial shortage of 141 spaces (i.e., 288 parking stalls available postconstruction

minus a demand of 429 stalls) if PAC events that attracted offsite visitors were held

during school hours. Due to this shortage and to potential risks associated with visitors on

school grounds during school operation hours, the District has agreed to not schedule

PAC events that would attract visitors during school operational hours (Mitigation

Measure 10). Implementation of this mitigation measure would not result in a new

parking demand during the weekday midday timeframe when school is in session.

Impacts would be less than significant.

Weekday Evening PAC Events

For PAC operations outside of school hours, it was assumed that all 622 seats would

attract spectators not already on the high school campus and require a staff of 10

employees. Using a vehicle occupancy rate of 2.5 people per vehicle for spectators17 and


37

assuming each employee drove, there would be a parking demand of 259 stalls. If no

vehicles were parked on the campus, there would be a surplus of 29 stalls if all seats in

the PAC were sold out. However, based on the survey, at 4:00 PM on a school day there

were 79 vehicles already parked on the campus and at 5:00 PM, there were 57 vehicles. It

is assumed that spectators arrive gradually, starting an hour before an event, with the

majority arriving fifteen minutes to one-half hour before. If a PAC event were to start

either at 4:00 PM or 5:00 PM on a school day, vehicles from school operations would be

parked on the campus, and there would be a parking deficit, potentially up to 50 stalls at

4PM and 28 stalls at 5PM. The deficit would gradually decrease to 1 space by 5:45 PM,

and a parking surplus would start at 6:00 PM and extend through the end of the surveyed

time at 6:45 PM. Due to the potential parking conflicts from parked vehicles remaining

on campus after school hours, the District has agreed to limit operation of the PAC to 502

seats (e.g., main theater) in the evening of school days (see Mitigation Measure 11). With

this mitigation, an event starting at 4PM would still result in a deficit of 2 stalls, and for

an event starting at 5PM there would be no parking deficit. Therefore, the District has

further agreed to Mitigation Measure 12, which prohibits the scheduling of PAC events

prior to 5:00 PM, and to Mitigation Measure 13, which prohibits the scheduling of PAC

events concurrently with other large special or sports events held at Oceanside High

School. The District will also maintain a calendar of all campus events to demonstrate the

performance of these operational parameters (Mitigation Measure 14). Implementation of

these mitigation measures would reduce weekday evening parking impacts to acceptable

standards, and there would be no deficit of onsite parking stalls for weekday evening

PAC events. With mitigation, impacts would be less than significant.

Weekend Evening PAC Events

For a weekend evening event, it was assumed that all 622 seats could be occupied, and

operation of the PAC would require 10 employees. Consequently, PAC operations would

result in a demand of 259 parking stalls. Based on the parking survey conducted (Table

11-1 of the TIA), very few vehicles currently park at the school on the weekend. As

surveyed on a Saturday, only 14 spaces were occupied at 6:00 PM. Therefore, the parking

demand of 259 parking stalls generated from operations of the main theater and black box

theater could be accommodated with the 288 parking stalls on the campus, and there

would be no weekend evening parking deficiency. The District would be allowed to

operate all 622 PAC seats for evening activities, and impacts would remain less than

significant. No mitigation would be required for weekend operations of the PAC.

School Operations

Based on the parking survey conducted at the school (Table 11-1 of the TIA), the existing

peak demand is 267 spaces at 2:00 PM when school is in session. Since the campus

would have 288 stalls postconstruction, the remaining onsite spaces would be sufficient

to accommodate normal school operations, and impacts would be less than significant.


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Special/Sports Events

Although the displacement of 178 parking stalls would not significantly impact normal

school operations, the loss could result in a significant indirect impact associated with

large special/sports events held on the campus. According to the District, Oceanside High

School’s football games attract many spectators, and the school’s parking stalls are

usually all occupied. Spectators come to watch the Junior varsity (JV) games that start at

4:30 PM and remain on the campus until the varsity games start at 7:00 PM, which attract

even more spectators. Spectators at these large events already park on the surrounding

streets. So overflow street parking would not be available to offset the loss of 178 parking

stalls. To mitigate this potentially significant impact, the District has committed to

providing 178 offsite parking spaces at other District-owned properties and shuttling

patrons to and from the project site (Mitigation Measures 15). The District has identified

parking at the District Administration Office at 2111 Mission Avenue; Mission Avenue

Elementary School at 2100 Mission Avenue; and the District Warehouse,

Maintenance/Operations, and Educational Support Services facilities west of Mission

Avenue Elementary School. These offsite parking lots are clustered together and support

the parking demands of the respective District facilities. They are approximately one mile

east of Oceanside High School. Figure 10, Offsite Special Events Parking, identifies the

location of these lots.To confirm whether the three lots could provide at least 178

unoccupied parking spaces, a separate parking survey was conducted at the three lots (see

Appendix I of the TIA). According to the survey, there is a combined supply of 309

spaces. It is assumed spectators would arrive gradually starting an hour before an event,

although the majority would likely arrive fifteen minutes to one-half hour before.

Assuming the majority of spectators would arrive 30 minutes before the start of a JV

game at 4:00 PM, according to the survey, there would be a combined total of 232

unoccupied spaces that could accommodate the overflow parking need of 178 stalls.

Therefore, with the implementation of Mitigation Measure 15, which requires the District

to provide 178 offsite, off-street parking spaces, parking impacts related to special/sports

events would be reduced to preproject conditions, and impacts would be less than

significant. Additionally, since large school-sponsored events held at the campus may not

necessarily be associated with football games, the District has agreed to not start large

events (i.e., those that may attract more than 502 spectators and will require offsite

parking) prior to 4:30 PM to ensure unoccupied parking spaces are available at the offsite

overflow lots (Mitigation Measure 16).

Construction Parking Impacts

During the 18-month construction period, the project site - which currently provides 215

parking stalls -would be unavailable for use by students and staff during normal school

operational hours and during special and sports events (e.g., football games). Vehicles

currently parked on the project site would be required to park in the other school lots or

offsite on the street. With the project site fenced-off for construction activities, the

campus would have 251 parking stalls during the construction period to accommodate the

existing demands associated with normal school operations and special/sports events.


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Special/Sports Events

Although the displacement of 178 parking stalls would not significantly impact normal

school operations, the loss could result in a significant indirect impact associated with

large special/sports events held on the campus. According to the District, Oceanside High

School’s football games attract many spectators, and the school’s parking stalls are

usually all occupied. Spectators come to watch the Junior varsity (JV) games that start at


40

4:30 PM and remain on the campus until the varsity games start at 7:00 PM, which attract

even more spectators. Spectators at these large events already park on the surrounding

streets. So overflow street parking would not be available to offset the loss of 178 parking

stalls. To mitigate this potentially significant impact, the District has committed to

providing 178 offsite parking spaces at other District-owned properties and shuttling

patrons to and from the project site (Mitigation Measures 15). The District has identified

parking at the District Administration Office at 2111 Mission Avenue; Mission Avenue

Elementary School at 2100 Mission Avenue; and the District Warehouse,


Avenue Elementary School. These offsite parking lots are clustered together and support

the parking demands of the respective District facilities. They are approximately one mile

east of Oceanside High School. Figure 10, Offsite Special Events Parking, identifies the

location of these lots.

To confirm whether the three lots could provide at least 178 unoccupied parking spaces, a

separate parking survey was conducted at the three lots (see Appendix I of the TIA).

According to the survey, there is a combined supply of 309 spaces. It is assumed

spectators would arrive gradually starting an hour before an event, although the majority

would likely arrive fifteen minutes to one-half hour before. Assuming the majority of

spectators would arrive 30 minutes before the start of a JV game at 4:00 PM, according to

the survey, there would be a combined total of 232 unoccupied spaces that could

accommodate the overflow parking need of 178 stalls. Therefore, with the

implementation of Mitigation Measure 15, which requires the District to provide 178

offsite, off-street parking spaces, parking impacts related to special/sports events would

be reduced to preproject conditions, and impacts would be less than significant.

Additionally, since large school-sponsored events held at the campus may not necessarily

be associated with football games, the District has agreed to not start large events (i.e.,

those that may attract more than 502 spectators and will require offsite parking) prior to

4:30 PM to ensure unoccupied parking spaces are available at the offsite overflow lots

(Mitigation Measure 16).

Construction Parking Impacts

During the 18-month construction period, the project site - which currently provides 215

parking stalls -would be unavailable for use by students and staff during normal school

operational hours and during special and sports events (e.g., football games). Vehicles

currently parked on the project site would be required to park in the other school lots or

offsite on the street. With the project site fenced-off for construction activities, the

campus would have 251 parking stalls during the construction period to accommodate the

existing demands associated with normal school operations and special/sports events.

Mitigation Measure

10. Post-construction, on school operating days and during school hours, the District shall

limit the use of the performing arts center to school-sponsored functions scheduled


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exclusively for students, teachers, and staff already on the campus. The District shall

avoid scheduling events that will attract persons not already on the campus.

11. After-school events scheduled at the performing arts center shall be limited to the

operation of up to 502 seats (i.e., the 120 black box theater seats shall not be used

concurrently with the 502 main theater seats).

12. After-school events scheduled at the performing arts center shall not commence prior

to 5:00 PM.

13. To avoid potential parking conflicts during and after construction, the District shall

prohibit the scheduling of concurrent special/large sports events (e.g., football games and

PAC events).

14. During and after construction, the District shall develop and maintain a calendar of all

events held at Oceanside High School in order to demonstrate and ensure large events do

not overlap.

15. The District shall secure 215 and 178 offsite, off-street parking stalls during

construction and postconstruction, respectively, for use during large school-sponsored

special and sports events (e.g., football games). The parking spaces may include those at

the District Main Administration Office at 2111 Mission Avenue; Mission Avenue

Elementary School at 2100 Mission Avenue; and/or the District Warehouse,


Avenue Elementary School. The District shall provide a bus shuttle to transport patrons

to/from the PAC and parking lots. The offsite parking lots shall be made available one

hour prior to an event and until one hour after the event to accommodate vehicle arrival

and departure periods, and the bus shuttle shall operate the entire duration the offsite

parking lots are made available. The District shall place signs at the driveways of

Oceanside High School one hour prior to special events and sports events (e.g., football

games) to direct drivers to the off-campus parking lots and to notify them about the

availability of the bus shuttle.

16. During construction, the District shall restrict large special events and sports events

(i.e., those that will attract more than 502 spectators and that will require offsite parking

at the discretion of the District) held at Oceanside High School from commencing prior to

4:30 PM to ensure parking is available at the offsite overflow lots.

4.0 Alternatives Analysis

ON-SITE ALTERNATIVES INITIALLY CONSIDERED BUT REJECTED

FROM FURTHER CONSIDERATION

In addition to the alternatives sites screening, on-site alternatives were evaluated. An

Existing General Plan or Existing Zoning alternative was not considered in this EIR


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because a high school and or performing arts center would not be consistent with the

County’s General Plan designation or zoning. A Reduced Project Alternative was not

considered in this EIR because the proposed project has already been reduced to below

the CDE-recommended criteria for acreage per student. CDE recommends 96.5 sf per

pupil at the high school level for a 1,000 student high school. The area per pupil varies

depending on size of school with a minimum of 91 sf per pupil in grades 9-12. Based on

CDE’s formula, the recommended minimum acreage for 1,000 students is 31 ac.4

The alternatives considered but rejected from further consideration consist of: (1) a two-

story school on the project site; and (2) a high school without the PAC. These alternatives

are described in detail below.

Reconfiguring the proposed project as a two-story school would reduce the building

footprint by approximately 20,000 square feet. Only the classrooms, media rooms and

administration offices would stack easily. Larger span and taller functions including the

exercise room, the food service and multipurpose dining room and the specialty

classrooms for dance, video studio and music do not easily stack. Similarly, the footprint

of the PAC, already a three story building at the main theater, would be very difficult to

reduce in any meaningful way. Stacking the classrooms would require the addition of

elevators for accessibility and a minimum of two stairs for fire, life-safety exiting. This

configuration would limit the connectivity second floor classrooms with outdoor learning

environments, which is a project objective. Given that the school site has already been

reduced below the CDE standards, it is unlikely a two story classroom building scheme

would result in saving any additional agricultural land. Therefore, this alternative would

not would not avoid or substantially lessen the significant impact to agricultural

resources. In addition, this site would not avoid or substantially lessen the significant

impact to air quality during construction because it is expected to require similar grading,

excavation, and soil import as the project site. This alternative was rejected and removed

from further consideration because it would not avoid or substantially lessen the

significant impacts of the proposed project.

Although the PAC complex is a core feature of the proposed project, this alternative was

initially considered. The PAC (B1 on Figure 3.8) includes the main theater and the

smaller black box theater plus shared dressing rooms and the scene shop/wood shop. In

addition to the need for performing arts venues to meet the intended arts theme, both the

black box theater and the scene shop are part of the CDE required classroom count for the

1,000 student high school. Therefore, the project would need to include the black box

theater and the scene shop that also serves the fine arts, engineering and technology

themes for building larger scale models, robots and scenery or equivalent classroom

space. Therefore, the building footprint would only be reduced by approximately 15,000

sf with reconfiguration to remove the main theater. Therefore, similar to the two-story

school alternative, it is unlikely that removal of the main theater would result in saving

any additional agricultural land.


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Therefore, this alternative would not would not avoid or substantially lessen the

significant impact to agricultural resources. In addition, this site would not avoid or

substantially lessen the significant impact to air quality during construction because it is

expected to require similar grading, excavation, and soil import as the project site. This

alternative was rejected and removed from further consideration because it would not

avoid or substantially lessen the significant impacts of the proposed project.

5.4 ALTERNATIVES UNDER CONSIDERATION

Section 21100 of the Public Resources Code and Section 15126 of the CEQA Guidelines

require an EIR to identify and discuss a No Project Alternative and a reasonable range of

alternatives to the proposed project that would feasibly attain most of the basic objectives

of the project and would avoid or substantially lessen any of the significant

environmental impacts. Based on the criteria listed above, there are no alternatives

considered that have the potential to feasibly attain most of the basic objectives of the

project but that may avoid or substantially lessen any of the significant impacts of the

project that have not been rejected based CDE requirements or OUHSD and City

concerns. Therefore, the only alternative considered in this EIR is the No Project

Alternative.

5.4.1 No Project/No Development Alternative

Description. Consistent with Section 15126.6 of the CEQA Guidelines, the No

Project/No Development Alternative is the existing condition of the project site at the

time the Notice of Preparation (NOP) was published. The setting of the site at the time

the NOP was published is described throughout Chapter 4.0 of this EIR with respect to

individual environmental issues and forms the baseline of the impact assessment of the

proposed project. This alternative represents the environmental conditions that would

exist if no new development of any kind were to occur on the project site. The No

Project/No Development Alternative anticipates that the existing agricultural activities

would continue to operate without the development of new buildings, sports fields, and/or

supportive infrastructure for high school and performing arts uses. In addition, no

students would be redistributed to a new high school onsite.

It is assumed that new construction of a high school in the Camarillo area funded by

Measure H would be delayed or would not occur. Therefore, continued pressure to

accommodate enrollment increases at schools within the OUHSD (primarily Adolfo

Camarillo High School and Rio Mesa High School) is anticipated to occur in the future.

Nominal increases in enrollment could be accommodated through careful scheduling of

classrooms and other facilities in order to maximize the use of the existing high school

campuses within the OUHSD, although these efforts could add to the existing problem of

classroom overcrowding. Portable classrooms at these facilities would be maintained and

additional portable classrooms be needed, which would reduce parking or field areas. In

addition, no academy-formatted curriculum school with a focus on arts, engineering and

technology would be available.


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The project site is currently designated Agriculture in the Ventura County General Plan

and is zoned Agricultural Exclusive. The Agriculture designation is applied to irrigated

lands used with the potential to be used for the cultivation of crops and/or the raising of

livestock. The No Project/No Development Alternative would not further the intent of the

site designation, as no new agricultural land would be established; however, this

alternative would not conflict with, i.e., would be consistent with, the General Plan

designation and would not require a General Plan Amendment nor zone change.

5.0 Other CEQA Considerations

For the purpose of this section, unavoidable adverse impacts are those effects of the

project that would significantly affect either natural systems or other community

resources, and cannot be mitigated to a less-than-significant level. This EIR identified the

following significant unavoidable impacts.

• FLOOD HAZARDS: Project development will expose new and existing buildings and

their occupants to flood hazards.

• HISTORICAL RESOURCES: Planned relocation of historic building #4 (Restroom /

Change Room) may not be consistent with historical guidelines to seek to retain historic

structures in their original locations.

• HISTORICAL RESOURCES: Construction of new buildings and other non-building

improvements (i.e., fencing, lighting, landscaping, etc.) could materially impair the

significance of the remaining historic buildings on the site, if these improvements result

in the alteration of the immediate surroundings of these historic resources.

• TRAFFIC: Traffic resulting from the project (without and with the park-and-ride lot)

would result in increased traffic that would not represent substantial increases, except at

the Highway 1/Highway 9 and Chestnut/Mission intersections. Implementation of

Mitigation Measures 9-1 and 9-2 will reduce the project share of traffic to impacted

intersections through fair share contributions. However, until improvements at regional

intersections are funded and implemented, impacts to the Highway 1/Highway 9 and

Chestnut/Mission intersections will remain temporarily significant and unavoidable.

• CUMULATIVE IMPACTS: The proposed project’s incremental impacts would

contribute to significant impacts related to traffic and water supply when combined with

other impacts of other cumulative development. The project would be required to

contribute to its fair share of costs of planned and future traffic improvements, and the

City is currently in the process of conducting environmental review on an Integrated

Water Plan, which considers supplemental water supplies. Until improvements are

funded, the impacts remain temporarily significant and unavoidable.


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6.0 References

Buchana High School. (n.d.). Draft Environmental Impact Report. Retrieved November 25,

2014, from http://www.cusd.com/_media/facilities/DEIR-Buchanan High School

Performing Arts Center.pdf

Camarillo High School. (n.d.). FInal Environmental Impact Report. Retrieved November 25,

2014, from http://www.ouhsd.k12.ca.us/wp-content/uploads/docs/final-eir-1.pdf

Oceanside High School. (n.d.). Initial Study. Retrieved November 26, 2014, from

http://ousd.ca.schoolloop.com/file/1407989713278/1240064430606/44

7.0 List of Preparers

1. Jason Berney

Environmental Planner

1031 Campus Ave


503 867 7387

[email protected]

2. John Koning


1018 College Ave


858 248 0094

[email protected]

3. Paul Smallman


1225 Cornell Avenue


650 483 9739

http://ousd.ca.schoolloop.com/file/1407989713278/1240064430606/44

mailto:[email protected]

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