HALE CHARTER ACADEMY VISUAL AND PERFORMING ARTS HIGH SCHOOL
SCH No. 2016111059
Volume I Draft Environmental Impact Report
Lead Agency:
Los Angeles Unified School District Office of Environmental Health and Safety 333 South Beaudry Avenue Los Angeles, CA 90017
Prepared by:
Impact Sciences, Inc. 28 N. Marengo Avenue Pasadena, CA 91101
July 2017
HALE CHARTER ACADEMY VISUAL AND PERFORMING ARTS HIGH SCHOOL
SCH No. 2016111059
Volume II Appendices
Lead Agency:
Los Angeles Unified School District Office of Environmental Health and Safety 333 South Beaudry Avenue Los Angeles, CA 90017
Prepared by:
Impact Sciences, Inc. 28 N. Marengo Avenue Pasadena, CA 91101
July 2017 TABLE OF CONTENTS
Section Page Executive Summary ...... ES-1 1.0 Introduction ...... 1.0-1 2.0 Project Description ...... 2.0-1 3.0 Environmental Impact Analysis ...... 3.0-1 3.1 Air Quality ...... 3.1-1 3.2 Energy ...... 3.2-1 3.3 Noise ...... 3.3-1 3.4 Pedestrian Safety ...... 3.4-1 3.5 Transportation and Traffic ...... 3.5-1 4.0 Alternatives ...... 4.0-1 5.0 Other CEQA Considerations ...... 5.0-1 6.0 Effects Found Not to be Significant ...... 6.0-1 7.0 References ...... 7.0-1 8.0 List of Preparers ...... 8.0-1
Appendices 1.0 Notice of Preparation (NOP), Initial Study, and Comments on the NOP 3.1 Air Quality Report 3.3 Noise Technical Report 3.4 Traffic Assessment 6.0 Native American Heritage Commission Correspondence
Impact Sciences, Inc. i Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 LIST OF FIGURES
Figure Page 1.0-1 Proposed Project Site Plan ...... 1.0-3 2.0-1 Regional Location ...... 2.0-4 2.0-2 Project Vicinity ...... 2.0-5 2.0-3 Aerial Photograph ...... 2.0-6 2.0-4 City of Los Angeles General Plan Land Use Designation ...... 2.0-8 2.0-5 Zoning Designation Map...... 2.0-9 2.0-6 Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan Area ...... 2.0-10 2.0-7 Site Plan ...... 2.0-14 3.0-1 Related Projects Map ...... 3.0-5 3.5-1 Existing Area Transit Lines ...... 3.5-5 3.5-2 Study Area Intersections ...... 3.5-6 3.5-3 Existing Lane Configurations ...... 3.5-7 3.5-4a Existing AM Peak Hour Traffic Volumes ...... 3.5-13 3.5-4b Existing PM Peak Hour Traffic Volumes ...... 3.5-14 3.5-5 Project Trip Distribution ...... 3.5-21 3.5-6a Project Trip Assignment (A.M. Peak) ...... 3.5-22 3.5-6b Project Trip Assignment (P.M. Peak) ...... 3.5-23 3.5-7a Existing with Project Intersection Traffic Volumes, A.M. Peak Hour ...... 3.5-30 3.5-7b Existing with Project Intersection Traffic Volumes, P.M. Peak Hour ...... 3.5-31 3.5-8 Location of Related Projects ...... 3.5-34 3.5-9a Future Without Projects A.M. Peak Hour Traffic Volumes ...... 3.5-35 3.5-9b Future Without Projects P.M. Peak Hour Traffic Volumes ...... 3.5-36 3.5-10a Future with Project A.M. Peak Hour Traffic Volumes ...... 3.5-40 3.5-10b Future with Project P.M. Peak Hour Traffic Volumes ...... 3.5-41
Impact Sciences, Inc. ii Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 LIST OF TABLES
Table Page ES-1 Summary of Project Impacts, Mitigation Measures, and Residual Impacts ...... ES-7 1.0-1 Summary of NOP Comments and Location of Where the Comment is Addressed in the Draft EIR ...... 1.0-12 2.0-1 LAUSD Standard Conditions for the Project ...... 2.0-16 3.1-1 State and Federal Ambient Air Quality Standards ...... 3.1-3 3.1-2 2012-2014 Ambient Air Quality Data in Project Vicinity ...... 3.1-8 3.1-3 Project Consistency with Air Quality Management Plan’s Growth Forecast ...... 3.1-14 3.1-4 Project Consistency with City of Los Angeles General Plan Air Quality Element ...... 3.1-14 3.1-5 Proposed Construction Schedule ...... 3.1-17 3.1-6 Estimated Daily Construction Emissions – Unmitigated ...... 3.1-18 3.1-7 Estimated Daily Operations Emissions – Unmitigated ...... 3.1-19 3.2-1 Off-Road Construction Equipment Diesel Fuel Consumption ...... 3.2-10 3.2-2 Construction Worker Petroleum Fuel Consumption ...... 3.2-11 3.2-3 Estimated Petroleum-based Fuel Usage at Project Buildout ...... 3.2-13 3.3-1 Outside-to-Inside Noise Attenuation (dB(A)) ...... 3.3-2 3.3-2 Land Use Disruption Vibration Thresholds (VdB) ...... 3.3-7 3.3-3 Land Use Compatibility for Community Noise Environments ...... 3.3-9 3.3-4 Building Damage Vibration Guidelines (PPV) ...... 3.3-10 3.3-5 Human Annoyance Vibration Guidelines (PPV) ...... 3.3-10 3.3-6 Existing Ambient Noise Levels ...... 3.3-16 3.3-7 Site Preparation Noise Levels – Unmitigated ...... 3.3-18 3.3-8 Building Construction Noise Levels – Unmitigated ...... 3.3-19 3.3-9 Paving Noise Levels – Unmitigated ...... 3.3-21 3.3-10 Existing A.M. Peak Hour Mobile Source Noise Levels ...... 3.3-24 3.3-11 Existing P.M. Peak Hour Mobile Source Noise Levels ...... 3.3-24 3.3-12 Site Preparation Noise Levels – Mitigated ...... 3.3-26 3.3-13 Building Construction Noise Levels – Mitigated ...... 3.3-26 3.3-14 Paving Construction Noise Levels – Unmitigated ...... 3.3-27 3.3-15 Large Bulldozer Vibration Levels at Off-Site Structures – Unmitigated ...... 3.3-28 3.3-16 Hydraulic Breaker Vibration Levels at Off-Site Structures – Unmitigated ...... 3.3-28 3.3-17 Vibratory Roller Vibration Levels at Off-Site Structures – Unmitigated ...... 3.3-28 3.3-18 Hydraulic Breaker Vibration Levels at Off-Site Structures – Unmitigated ...... 3.3-30 3.3-19 Vibratory Roller Vibration Levels at Off-Site Structures – Unmitigated ...... 3.3-30 3.3-20 Future A.M. Peak Hour Mobile Source Noise Levels...... 3.3-31 3.3-21 Future P.M. Peak Hour Mobile Source Noise Levels ...... 3.3-31 3.5-1 Level of Service Definitions ...... 3.5-9 3.5-2 Existing Peak-Hour Level of Service Summary ...... 3.5-10 3.5-3 SCAG Regional Comprehensive Plan Policies Applicable to Transportation/Traffic ...... 3.5-15 3.5-4 City of Los Angeles LOS Threshold Criteria ...... 3.5-17 3.5-5 Project Impact Summary for Existing Plus Project Conditions ...... 3.5-32 3.5-6 Related Project Trip Generation ...... 3.5-33 3.5-7 Future (Year 2021) Without Project Peak-Hour LOS ...... 3.5-37 3.5-8 Future (Year 2021) plus- Project Peak-Hour Level of Service Summary ...... 3.5-38 3.5-9 Future Year 2021 LOS With and Without the Project ...... 3.5-39
Impact Sciences, Inc. iii Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 LIST OF TABLES (Continued)
Table Page 3.5-10 Existing Plus Project and Future Year (2021) Mitigation Results ...... 3.5-42 4.0-1 Comparison of Alternatives to the Proposed Project ...... 4.0-13
Impact Sciences, Inc. iv Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 EXECUTIVE SUMMARY
INTRODUCTION
The purpose of the executive summary is to provide a clear and simple description of the project and its potential environmental impacts. Section 15123 of the California Environmental Quality Act (CEQA) Guidelines1 requires the executive summary to identify each significant effect with proposed mitigation measure(s) and alternatives that would minimize or avoid that effect. The summary is also required to identify areas of controversy known to the Lead Agency, including issues raised by agencies and the public, and issues to be resolved, including the choice among alternatives and whether or how to mitigate the significant effects.
PROJECT LOCATION AND SETTING
The Project site is located at 23834 Highlander Road, and is bounded by Highlander Road on the north, Deveron Ridge Road on the west, Pertshire Circle on the east, and Bell Creek on the south. The Project site is located within the Canoga Park-Winnetka-Woodland Hills-West Hills Plan Area of the City of Los Angeles. The approximately 7.3 acre Project site is currently vacant, but formerly consisted of the Highlander ES campus.
The land uses within the general vicinity of the Project site are primarily single-family residential uses, with the exception of the Mae Boyar Recreation Center directly to the west of the site. Residential uses are located across Deveron Ridge Road, and Bell Creek, a now channelized tributary to the Los Angeles River. Low-scale commercial uses are located to the southeast along Platt Avenue, near Vanowen Street. The West Hills Recreation Center is located approximately 0.6 miles to the west and Bell Canyon Park, a large open space regional park offering hiking, mountain biking, rock climbing, and equestrian riding, is approximately 0.8 miles to the west. A small pocket of neighborhood commercial uses are located 0.1 miles to the south, along Platt Avenue, with a larger pocket of commercial uses, the Platt Village Shopping Center, approximately 0.4 miles to the south. Additional public facilities uses to the south include Haynes Charter for Enriched Studies and a church.
Regional access to the Project site is provided by US 101 to the south and Interstate 118 (I-118) to the north. Local access is provided via Platt Avenue to the east and Valley Circle Boulevard to the west.
1 California Environmental Quality Act, State CEQA Guidelines, Section 15123.
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PROJECT OBJECTIVES
LAUSD has established the following objectives for the proposed Project:
• Provide educational facilities dedicated to the Hale Charter Academy Visual and Performing Arts program and allow the school to increase enrollment and expand to include high school grades.
• Improve access to arts educations opportunities for all students.
• Provide high interest and specialized curriculum with a pathway to high school to increase student retention rates in Local District Northwest.
• Implement Zone of Opportunities in Local District Northwest.
• Build and maintain a school that reflects the wise and efficient use of limited District Bond Funds and General Funds.
• Build and maintain a school that reflects the wise and efficient use of under-utilized District property.
• Build and maintain a school within proximity to Hale Charter Academy, where the VAPA middle school program is housed, thus creating a smooth transition for families, students, and educators engaged in the VAPA program
• Create schools that are centers of community engagement both during and outside of normal operating hours
• Avoid the displacement of existing District programs/operators
PROJECT CHARACTERISTICS
The proposed Project consists of a new 532 seat campus for the Hale Charter Academy high school VAPA program (grades 9 through 14). The Project is expected to generally consist of approximately 73,629 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. Play courts and play fields, as well as faculty parking are also proposed, consistent with LAUSD requirements. No student parking is proposed at this time. In addition to classrooms and administrations spaces, the Project would include a great room/multi-purpose space to support performances and pre-production related curriculum. Current plans are to operate the school on a traditional single-track, two-semester, 180-day calendar. School instructional hours would be from approximately 8:00 a.m. to 3:00 p.m., with staff and students of the proposed school arriving on campus between approximately 7:00 a.m. and 8:00 a.m. and leaving between approximately 3:00 p.m. and 6:00 p.m. The proposed Project would have a dedicated staff with approximately 70 full-time and part-time faculty and staff.
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School Buildings and Facilities
The proposed Project consists of new 532 seat campus for the Hale Charter Academy VAPA high school program (grades 9 through 14). The proposed Project is generally expected to consist of approximately 73,241 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. Buildings would be one to two stories in height (approximately 30 feet to the top of the highest roof and approximately 35 feet to the top of the mechanical screens on the two-story classroom buildings). The proposed Project includes, but is not limited to
• Construction of approximately 28,634 square feet of instructional space, including performance arts, in 19 classrooms with approximately 3,097 square feet of “support space” including restrooms, storage and supply areas.
• Construction of a library, multipurpose room, physical education space, and food service areas.
• An approximately 4,564 square foot administration area.
• Approximately 2,447 square feet of maintenance and operations areas.
• Furnishings and equipment with grade appropriate desks, chairs, and equipment.
The proposed Project design would conform to the requirements of the Americans with Disabilities Act (ADA), Division of the State Architect (DSA), CEQA, and any other required improvements or mitigations to ensure compliance with District, local, state, and/or federal facilities requirements. No existing buildings would be demolished as a result of the proposed Project, as the site is currently vacant. The Project includes a landscape plan to replace existing trees. Trees will be replaced at an appropriate size and selected from LAUSD Approved Plant List. The Hale Charter Academy high school athletic fields would be available during off-school hours for permitted use by public organizations.
Off Site Improvements
The following street and sidewalk improvements would be made off-site as part of the proposed Project in accordance with City of Los Angeles Bureau of Engineering recommendations:
• Construction of a standard ADA access ramp at each street corner with a 25-foot radius curb return.
• Construction of ADA facilities (ramps and sidewalks) as necessary.
• Any cracked, broken, or off-grade curb, gutter, sidewalk, and pavement identified along Highlander Road, Pertshire Circle, and Deveron Ridge Road would be repaired or replaced
• Construction of driveways no wider than 30 feet.
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• Construction of curb outlets or connections to catch basins located at Highlander Road, Pertshire Circle, and Deveron Ridge Road to capture any discharge of roof or site storm water drainage associated with the Project, in accordance with Low Impact Development (LID) requirements, to be demonstrated to the City Engineer.
Access and Circulation
The student drop-off and pick-up operation has been planned to minimize potential vehicular queuing on the local street system. In addition, it is designed to minimize potential safety and traffic issues associated with the single family residences that surround the Project site.
Primary access to the Project site would be available via two student drop-off and pick-up points. The first student drop off and pick up lane would be located along Deveron Ridge Road along the shared border of Mae Boyar Recreation Center and the Project site. This segment of Deveron Ridge Road has been planned for the drop-off/pick-up operation as it is a cul-de-sac with no current uses except to provide street parking for the adjacent Mae Boyar Recreation Center. The cul-de-sac would be reconstructed to allow vehicle ingress from Highlander Road to the pick-up and drop-off lane with minimal queuing on residential streets. The second pick up and drop off point would be provided via the frontage of the Project site on Highlander Road.
ALTERNATIVES TO THE PROJECT
CEQA requires that an environmental impact report (EIR) describe a range of reasonable alternatives to a proposed project that could feasibly avoid or lessen any significant environmental impacts, while attaining the basic objectives of the project. Comparative analysis of the impacts of these alternatives is required. In response to the significant impacts associated with the proposed Project, LAUSD developed and considered several alternatives to the Project. These alternatives include:
Alternative 1 – No Project Alternative/No Development
Section 15126.6(e) of the State CEQA Guidelines provides guidance on consideration of the no project alternative. When examining a development project on a specific piece of property, the No Project/No Development Alternative is the circumstance under which the proposed Project does not proceed and no new development occurs. Under a No Project/No Development scenario, the discussion compares the environmental effects of the property remaining in its current vacant state against the environmental effects that would occur if the proposed Project were approved and constructed.
Impact Sciences, Inc. ES-4 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 Executive Summary
Alternative 2 –Alternative Site
The District owns three other vacant, underutilized properties in Local District Northwest. These sites, Oso, Collins, and Platt Ranch are all owned by the District and not in use. This alternative assumes development of Hale Charter Academy would occur at one of the other named sites.
Existing structures currently stand at Collins and Platt Ranch that could be proposed for Hale Charter Academy under Alternative 2. Demolition of the structures on Collins would occur regardless of the approval of Hale Charter Academy (i.e., the demolition is separate from the proposed Project), Oso currently has no existing buildings on site, and Platt Ranch would require demolition of existing buildings if Alternative 2 were to be selected.
Alternative 3 - Elementary School Alternative
The State CEQA Guidelines require a discussion of what is “reasonably” expected to occur on a particular project site. During the NOP period and scoping meeting, several comments were made that suggested alternative use for the site. In particular, commenters suggested development of the school as an elementary school rather than a high school. (The site was previously in use as an elementary school.) This alternative examines the potential for an elementary school to reduce Project impacts. This alternative fulfills the reasonably foreseeable development alternative since the most likely use to be considered by LAUSD is a school use. An alternative use (other than a school) was considered but rejected.
AREAS OF KNOWN CONTROVERSY
Concerns raised in comments submitted to the LAUSD in response to the NOP and at the Scoping Meeting included the following:
• Noise – Concerns were raised regarding noise that may be generated during construction and operation of the proposed Project. Project impacts related to noise are addressed in Section 3.3. (Noise).
• Pedestrian Safety - Concerns were raised regarding vehicular and student safety. Project impacts related to pedestrian safety are addressed in Section 3.4. (Pedestrian Safety).
• Transportation – Concerns were raised regarding traffic congestion and intersection impacts. Project impacts related to traffic and transit are addressed in Section 3.5. (Traffic/Transportation).
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ISSUES TO BE RESOLVED
The State CEQA Guidelines require an EIR to present issues to be resolved by the lead agency. These issues include the choice between alternatives and whether or how to mitigate potentially significant impacts. The major issues to be resolved by LAUSD, as the Lead Agency for the project include the following:
• Whether the recommended mitigation measures should be adopted or modified;
• Whether additional mitigation measures need to be applied to the Project; and
• Whether the Project or an alternative should be approved.
SUMMARY OF PROJECT IMPACTS
This EIR found two significant and unavoidable impacts:
Construction Noise: Significant and unavoidable impacts would occur at two receptors during site preparation: Mae Boyar Park and Pertshire Circle residences. During the building construction phase, significant and unavoidable impacts would occur at three receptors: Mae Boyar Park, Highlander Road Residences, Pertshire Circle residences and Hartland Street residences. During the paving phase significant and unavoidable impacts would occur at two receptors: Mae Boyar Park and Pertshire Circle Residences. Therefore, significant and unavoidable construction noise impacts would occur as a result of the proposed Project
Operational Traffic: The proposed Project would create significant traffic impacts under future with Project conditions at the intersection of Valley Circle Boulevard and Highlander Road. During the a.m. peak hour this intersection would worsen to LOS F. Mitigation Measure MM-TRA-1 would reduce this impact to less than significant through the contribution of a fair share toward signalization of the significantly-impacted intersection at Valley Circle Boulevard & Highlander Road. However, due to the uncertainly of the timing, this impact is considered to be significant and unavoidable.
A summary of the environmental impacts associated with implementation of the proposed Project, mitigation measures included to avoid or lessen the severity of potentially significant impacts, and residual impacts, is provided in Table ES-1, Summary of Project Impacts, Mitigation Measures, and Residual Impacts, below.
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Table ES-1 Summary of Project Impacts, Mitigation Measures, and Residual Impacts
Significance Threshold and Project Impacts Mitigation Measures Residual Impact Air Quality Impact AIR-1: The proposed Project would not conflict No mitigation is required. Less than significant. with or obstruct implementation of the applicable air quality plan. Impact AIR-2: The proposed project would not violate No mitigation is required. Less than significant any air quality standard or contribute substantially to an existing or project air quality violation. Impact AIR-3: The proposed project would not result in No mitigation is required. Less than significant a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard. Impact AIR-4: The proposed project would not expose No mitigation is required. Less than significant. sensitive receptors to substantial pollutant concentrations. Cumulative AIR: The Project would not result in daily No mitigation is required Not cumulatively construction emissions that would exceed the considerable. thresholds of significance recommended by the SCAQMD. Applying the SCAQMD criteria, the Project would not result in a cumulatively considerable contribution to regional air pollutant emissions. Energy ENE-1: The Project would not involve the wasteful, No mitigation is required. Less than significant. inefficient, and unnecessary consumption of energy, especially fossil fuels such as coal, natural gas, and petroleum, associated with project design, project location, the use of electricity and/or natural gas, and/or the use of fuel by vehicles anticipated to travel to and from the project.
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Significance Threshold and Project Impacts Mitigation Measures Residual Impact Noise Impact NOI-1: The proposed project would result in an NOI-1 The construction contractor or its designee shall ensure all that diesel-powered Even with exposure of persons to, or generation of noise levels in construction vehicles are equipped with exhaust mufflers or other suitable noise implementation of excess of standards established in the local general plan reduction devices capable of achieving a sound attenuation of at least 3 dBA. Mitigation Measure or noise ordinance, or applicable standards of other NOI-2 The construction contractor or its designee shall ensure that temporary sound NOI-1 and NOI-2, agencies. barriers capable of achieving a sound attenuation of at least 15 dBA are erected Project construction along all Project boundaries to obstruct line of sight noise travel between the would still elevate Project and all of the receptors identified by this analysis. ambient noise levels in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activities lasting longer than ten days in a three month period, and would therefore be considered significant and unavoidable. Operational impacts would be less than significant without mitigation. Impact NOI-2: The proposed Project would result NOI-3 The construction contractor or its designee shall ensure that hydraulic breaking With implementation of exposure of persons to or generation of excessive activities maintain a minimum distance of no less than 15 feet from Pertshire Mitigation Measure groundborne vibration or groundborne noise levels Circle Residences, specifically the individual single-family residence located at NOI-3 and NOI-4, 6931 Pertshire Circle, at all times. Breaking activities within 15 feet of this impacts would be less receptor may include lower-intensity construction methods, such as than significant. jackhammering. This requirement shall be included on all construction drawings. NOI-4 The construction contractor or its designee shall ensure that vibratory rolling activities also maintain a minimum distance of no less than 15 feet from Pertshire Circle Residences, specifically the individual single-family residence located at 6931 Pertshire Circle, at all times. This requirement shall also be included on all construction drawings.
Impact NOI-3: The proposed project would not result No mitigation is required Less than significant in a substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project.
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Significance Threshold and Project Impacts Mitigation Measures Residual Impact Noise (continued) Impact NOI-4: The proposed project would result in a Mitigation Measures NOI-1 and NOI-2 would be implemented. Even with substantial temporary or periodic increase in ambient implementation of noise levels in the project vicinity above levels existing Mitigation Measure without the project NOI-1 and NOI-2, Project construction impacts would remain significant and unavoidable. Cumulative Noise: The project, combined with related No mitigation is required. The project would not projects, would not result in a cumulative noise impact. contribute to a cumulatively considerable noise impact Pedestrian Safety Impact PED-1: The proposed Project would not PED-1: The construction contractor or its designee shall ensure that during construction With implementation of substantially increase vehicular and/or pedestrian activities, construction trucks shall not access the site during specific peak Mitigation Measure safety hazards due to a design feature or incompatible student loading/unloading times as specified by LAUSD. This requirement shall PED-1, impacts would uses, with mitigation incorporated. be included on all construction documents. be less than significant. Impact PED-2: The proposed Project would not create Mitigation Measures PED-1 would be implemented. With implementation of unsafe routes to schools for students walking from local Mitigation Measure neighborhoods, with mitigation incorporated. PED-1, impacts would be less than significant. Impact PED-3: The proposed Project would not be No mitigation is required. Less than significant. located on a site that is adjacent to or near a major arterial roadway or freeway that may pose a safety hazard. Cumulative Pedestrian Safety: The Project combined No mitigation is required. Not cumulatively with related projects would not combine to create areas considerable. of cumulative impacts related to pedestrian safety
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Significance Threshold and Project Impacts Mitigation Measures Residual Impact Transportation/Traffic Impact TRA-1: The proposed Project would cause an TRA-1 LAUSD shall contribute a “fair-share” toward signalization of the significantly- Due to the uncertainty increase in traffic which is substantial in relation to the impacted intersection at Valley Circle Boulevard & Highlander Road. of LAUSD’s ability to existing traffic load and capacity of the street system implement the (i.e., result in a substantial increase in either the number proposed mitigation of vehicle trips, the volume to capacity ratio on roads, prior to the opening of or congestion at intersections). the school, the impact at the intersection of Valley Circle Boulevard and Highlander Road is found to remain significant and unavoidable. Impact TRA-2: The proposed Project would not conflict No mitigation is required Less than significant 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. Impact TRA-3: The proposed Project would not No mitigation is required. Less than significant substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). Impact TRA-4: The proposed Project would not result No mitigation is required. Less than significant in inadequate emergency access. Cumulative Traffic: The proposed Project combined TRA-1 LAUSD shall contribute a “fair-share” toward signalization of the significantly- Due to the uncertainty with related projects would result in a significant and impacted intersection at Valley Circle Boulevard & Highlander Road. of LAUSD’s ability to unavoidable intersection impact at Atlantic Avenue and implement the Chakemco Street. proposed mitigation in prior to the opening of the school, the impact at the intersection of Valley Circle Boulevard and Highlander Road is found to remain significant and unavoidable.
Impact Sciences, Inc. ES-10 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 1.0 INTRODUCTION
PURPOSE OF THE ENVIRONMENTAL IMPACT REPORT
This introduction is intended to provide the reader with general information regarding (1) the Project proposed by the District, (2) purpose of an environmental impact report (EIR) (3) standards for EIR adequacy, (4) format and content of this EIR, and (5) EIR procedural requirements for the proposed Project. This section is intended to educate the reader regarding the intent, format, and content of this EIR so that it can be more easily understood.
All projects within the State of California are required to undergo an environmental review to determine the environmental impacts associated with implementation of the Project in accordance with CEQA.
CEQA was enacted in 1970 by the California legislature to disclose to decision makers and the public the significant environmental effects of proposed activities and ways to avoid or reduce the environmental effects by requiring implementation of feasible alternatives or mitigation measures. CEQA applies to all California governmental agencies at all levels, including local agencies, regional agencies, state agencies, boards, commissions, and special districts (such as LAUSD). LAUSD is the lead agency for the proposed Project and, as such, is required to conduct an environmental review to analyze the potential environmental effects associated with the proposed Project.
One of the primary objectives of CEQA is to enhance public participation in the planning process. Community members are encouraged to participate in the environmental review process, request to be notified of meetings and release of documents, monitor newspapers for formal announcements, and submit substantive comments at every possible opportunity afforded by the lead agency. The environmental review process provides ample opportunity for the public to participate through scoping, public review of CEQA documents, and public hearings.
PROJECT BACKGROUND AND PLANNING PROCESS
Project Location
The proposed project consists of a new 532 seat campus for the Hale Charter Academy for Visual and Performing Arts (VAPA) high school program (grades 9 through 14) (“proposed Project” or “Project”). The Project is expected to generally consist of approximately 73,241 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. The Project site is located on 23834 Highlander Road in the City of Los Angeles, California. Outdoor play courts and play fields, as well as faculty parking are also proposed. In addition to classrooms and administration spaces, the Project would
Impact Sciences, Inc. 1.0-1 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 1.0 Introduction
include a great room/multi-purpose space to support performances and pre-production related curriculum. Figure 1.0-1, Proposed Project Site Plan, shows the footprint and layout of the proposed Project. A detailed description of the proposed Project’s components and design is provided below.
The proposed Hale Charter Academy high school would be constructed on a 7.3 acre site that is currently vacant. The site formerly was occupied by the Highlander Road Elementary School (Highlander ES) campus. Highlander ES opened in 1964 but was closed in the summer of 1982 due to declining enrollment and shifting demographics. In February 2016, Highlander ES was identified by the District as a potential site for future development and the existing school facilities were demolished in summer/fall 2016. During the site due diligence process, the District’s Supervising Structural Engineer assessed the structures on the campus and determined that they were in severely deteriorated states and poor condition. Although the structures were vacated, they became an attractive nuisance. The occasional presence of maintenance staff and illegal presence of trespassers and transients on the site resulted in a reasonably foreseeable danger, because they were at significant risk in the event of a structural failure. It was therefore concluded that the campus was not safe for occupancy and recommended for demolition. A Notice of Exemption was filed in May 2016 per CEQA Guidelines Section 15269 and structures on the campus were demolished in the summer/fall of 2016.
The proposed Project would accommodate the expansion of the existing Hale Charter Academy middle school program which is located approximately 1.5 miles to the south at 23830 Califa Street, Woodland Hills. The charter agreement for Hale Charter Academy middle school allows it to serve a maximum enrollment of 2,150 students.1 The proposed Project would expand their enrollment to include a high school program. By providing a high interest and specialized curriculum with a pathway into high school, the District can increase student retention rates in Local District Northwest.
The proposed Project would operate on a traditional single-track, two-semester, 180-day calendar. School instructional hours would be from approximately 8:00 a.m. to 3:00 p.m., with staff and students of the proposed school arriving on campus between approximately 7:00 a.m. and 8:00 a.m. and leaving between approximately 3:00 p.m. and 6:00 p.m.
1 LAUSD. George Ellery Hale Charter Academy - Charter Renewal Petition. Submitted on February 18, 2016. Available at: https://1.cdn.edl.io/t3UMdAYmVogTxzYuzioR4xlpKtau5fzHuVWjIYiOH4bElPns.pdf.
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Potential Drop-Off Area Potential Drop-Off Courtyard
Playfields
Parking Sport Courts
scale:
SOURCE: PDG Architects
FIGURE 1.0-1 Proposed Project Site Plan
0695.017•10/16 1.0 Introduction
Project Background
Highlander ES opened in 1964 and operated as an elementary school until the summer of 1982, when it ceased operating due to declining enrollment and shifting demographics. It was one of 22 schools closed across the District between 1982 and 1984. Following closure, the Highlander ES campus was intermittently leased out to various users, including other schools, churches, and film crews. However, as the schools were not being regularly utilized, the facilities fell into various states of disrepair and became uninhabitable for school use, leading to its complete closure in 2004. Following closure, LAUSD’s Facilities Services Division (FSD) secured the site with perimeter fencing and conducted minimal maintenance activities, including weed abatement, trash removal and graffiti removal.
The occasional presence of maintenance staff and illegal presence of trespassers and transients on the site resulted in a reasonably foreseeable danger, because they were at significant risk in the event of a structural failure. It was therefore concluded that the campus was not safe for occupancy and recommended for demolition. A Notice of Exemption was filed in May 2016 per CEQA Guidelines Section 15269 and structures on the campus were demolished in the summer/fall of 2016.2
Project Summary
The proposed Project consists of new buildings that would be one to two stories in height (approximately 30 feet to the top of the highest roof and approximately 35 feet to the top of the mechanical screens on the two-story classroom buildings). The proposed Project includes, but is not limited to:
• Construction of approximately 19,606 square feet of instructional space in 20 classrooms with approximately 2,718 square feet of “support space” including restrooms, storage and supply areas.
• Approximately 19,777 square feet of performing arts and physical education space including a drama/production multipurpose room, dance rooms and gym (and associated facilities).
• Construction of a library and multipurpose room, and food service areas.
• An approximately 3,354 square foot administration area.
• Approximately 2,447 square feet of maintenance and operations areas.
• Furnishings and equipment with grade appropriate desks, chairs, and equipment.
The proposed Project design would conform to the District’s adopted Design Standards and Programmatic mitigation measures as well as regulatory requirements such as the Americans with
2 LAUSD OEHS, “Demolition of Highlander Elementary School and Oso Elementary School Notice of Exemption,” filed May 31, 2016. http://achieve.lausd.net/ceqa
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Disabilities Act (ADA), Division of the State Architect (DSA), site-specific CEQA process, and other applicable regulations to ensure compliance with local, state, and/or federal facilities requirements. No existing buildings would be demolished as a result of the proposed Project, as the site is currently vacant. As required by LAUSD’s tree replacement policy, any tree removal would be mitigated by the planting of landscaping trees at a minimum 1:1 ratio that are a 24” box or larger, a species that will be the appropriate size at maturity for the space planted, and a species that is included in the LAUSD Approved Plant List. The Hale Charter Academy high school athletic fields would be available during off-school hours for permitted use by public organizations.
The proposed Hale Charter Academy high school would provide a grade 6 through 14 comprehensive arts program in partnership with surrounding post-secondary institutions such as: California State University, Northridge; California Institute of the Arts; California Lutheran University, University of California, Los Angeles; and Pierce College for the advanced study of the visual and performing arts.
The proposed Project would accommodate the expansion of the existing Hale Charter Academy middle school program located approximately 1.5 miles to the south. This action is consistent with the Board of Education’s Resolution to grow school enrollment, and aligns with the District’s desire to improve arts education opportunities for all students. This new program, focused on the arts, is expected to expand enrollment by as many as 532 students.
The proposed Hale Charter Academy high school is part of a much larger educational program which is the development of a Zone of Opportunities in Local District Northwest. Local District Northwest has already proven that by offering high interest programs, students will remain in LAUSD schools and even come from other areas of the District and beyond. The new Hale Charter Academy program is an integral part of providing educational choices to families residing in the Northwest Valley.
PURPOSE AND LEGAL AUTHORITY
Subsequent to the passage of CEQA in 1970, a process was established that would (1) inform governmental decision makers and the public about the potentially significant environmental effects of proposed projects, (2) identify ways that environmental damage can be avoided or significantly reduced, (3) prevent significant, avoidable damage to the environment by requiring changes in projects through the use of alternatives or mitigation measures when the governmental agency finds the changes to be feasible, and (4) disclose to the public the reasons why a governmental agency approved the project in the
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manner the agency chose if significant environmental effects are involved.3 This information is the basis of any EIR.
This EIR is an informational document for the public, and decision makers of the Los Angeles Unified School District. The EIR process will culminate with a District Board hearing to consider whether to certify a Final EIR and approve the Project.
EIR ADEQUACY
The principal use of an EIR is to provide input and information as one aspect of a comprehensive planning analysis. Given the important role of the EIR in the planning and decision-making process, it is imperative that the information presented in the EIR be factual, adequate, and complete. The standards for adequacy of an EIR, defined in Section 15151 of the State CEQA Guidelines, are as follows:
An EIR should be prepared with a sufficient degree of analysis to provide decision makers with information which enables them to make a decision which intelligently takes account of environmental consequences. An evaluation of the environmental effects of a proposed Project need not be exhaustive, but the sufficiency of an EIR is to be reviewed in light of what is reasonably feasible. Disagreement among experts does not make an EIR inadequate, but the EIR should summarize the main points of disagreement among the experts. The courts have looked not for perfection but for adequacy, completeness, and a good faith effort at full disclosure.
This EIR has been prepared by LAUSD in accordance with CEQA, the State CEQA Guidelines and LAUSD guidelines for the implementation of CEQA.
ENVIRONMENTAL REVIEW PROCESS
The environmental review process, as required under CEQA, is summarized below. The steps are presented in sequential order.
1. Notice of Preparation (NOP) Distributed. Immediately after deciding that an EIR is required, the lead agency files an NOP soliciting input on the EIR scope to “responsible,” “trustee,” and involved federal agencies; to the State Clearinghouse, if one or more state agencies is a responsible or trustee agency; and to parties previously requesting notice in writing. A scoping meeting to solicit public input on the issues to be assessed in the EIR, while not always required, may be conducted by the lead agency.
2. Draft Environmental Impact Report (EIR) Prepared. The Draft EIR must contain a (1) table of contents or index, (2) summary, (3) Project description, (4) environmental setting, (5) environmental
3 State of California, State CEQA Guidelines, as amended, Section 15002(a) of the California Code of Regulations, Title 14, Chapter 3
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impacts (direct, indirect, cumulative, growth-inducing and unavoidable impacts), (6) alternatives, (7) mitigation measures, (8) irreversible changes, and (9) organizations and persons consulted.
3. Public Notice and Review. The lead agency must prepare a Notice of Availability of an EIR. The Notice must be placed in the County Clerk's office for 30 days (Public Resources Code Section 21092.3) and sent to anyone requesting it. Additionally, public notice of Draft EIR availability must be given through at least one of the following procedures: (1) publication in a newspaper of general circulation, (2) posting on and off the Project site, and (3) direct mailing to owners and occupants of contiguous properties. LAUSD anticipates providing public notice through all three procedures. The lead agency must consult with and request comments on the Draft EIR from responsible and trustee agencies, and adjacent cities and counties. The minimum public review period for a Draft EIR is 30 days. When a Draft EIR is sent to the State Clearinghouse for review, the public review period must be 45 days, unless a shorter period is approved by the State Clearinghouse (Public Resources Code 21091). Distribution of the Draft EIR may be required through the State Clearinghouse.
4. Notice of Completion. The lead agency must file a Notice of Completion with the State Clearinghouse as soon as it completes a Draft EIR.
5. Final EIR. A Final EIR must include (1) the Draft EIR or a revision thereof, (2) copies of comments received during public review, (3) list of persons and entities commenting, and (4) responses to comments.
6. Certification of Final EIR. Prior to approving a Project, the lead agency shall certify that (1) the Final EIR has been completed in compliance with CEQA, (2) the Final EIR was presented to the decision- making body of the lead agency, and (3) the decision-making body reviewed and considered the information in the Final EIR.
7. Lead Agency Project Decision. The lead agency may (1) disapprove a Project because of its significant environmental effects; (2) require changes to a Project to reduce or avoid significant environmental effects; or (3) approve a Project despite its significant environmental effects, if the proper findings and statement of overriding considerations are adopted.
8. Findings/Statement of Overriding Considerations. For each significant impact of the Project identified in the EIR, the lead or responsible agency must find, based on substantial evidence, that either (1) the Project has been changed to avoid or substantially reduce the magnitude of the impact; (2) changes to the Project are within another agency's jurisdiction and such changes have been or should be adopted; or (3) specific economic, social, or other considerations make the mitigation measures or Project alternatives infeasible. If an agency approves a Project with unavoidable significant environmental effects, it must prepare a written Statement of Overriding Considerations that sets forth the specific social, economic, or other reasons supporting the agency's decision.
9. Mitigation Monitoring/Reporting Program. When an agency makes findings on significant effects identified in the EIR, it must adopt a reporting or monitoring program for mitigation measures that were adopted or made conditions of Project approval to mitigate significant effects.
10. Notice of Determination. An agency must file a Notice of Determination after deciding to approve a Project for which an EIR is prepared. A local agency must file the Notice with the County Clerk.
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The Notice must be posted for 30 days. Posting of the Notice starts a 30-day statute of limitations on CEQA challenges.
EIR Report Format and Content
Among the principal objectives of CEQA is that the environmental review process be a public one, and that the EIR be an informational document for governmental decision makers and the public about potential significant environmental effects of proposed activities.
The environmental impact analysis presented in this EIR is divided into four major sections within Section 3.0, Environmental Impact Analysis, which describe the existing conditions present in the area surrounding the Project site, predict the potential individual and cumulative impacts attributable to the Proposed Project, present mitigation measures that are intended to minimize or avoid significant impacts caused by the Proposed Project, and identify the significant impacts that would occur after implementation of mitigation measures.
Notice of Preparation
In compliance with Section 21080.4 of the California Public Resources Code, a Notice of Preparation (NOP) was prepared by LAUSD and distributed to the State Clearinghouse, Office of Planning and Research, identified responsible and trustee agencies, as well as interested parties on November 22, 2016. The NOP for the EIR was circulated for a 30-day review period starting on November 22, 2016 and ending on January 6, 2017. A Scoping Meeting was held on December 6, 2016. The Initial Study attached to the NOP identified those environmental topics for which the proposed Project could have adverse environmental effects and concluded that an EIR would need to be prepared to document these effects. Written comments were received from agencies and from interested parties during the review period. Refer to Appendix 1.0-1 to this EIR for a copy of the Initial Study and NOP, and refer to Appendix 1.0-2 to this EIR for written comments submitted to LAUSD in response to the NOP.
The NOP was available for review at the following locations:
• LAUSD Office of Environmental Health and Safety, 333 South Beaudry Avenue, 21st Los Angeles, CA 90017
• LAUSD Local District Northwest Office, 6621 Balboa Boulevard, Lake Balboa, CA 91406
• Hale Charter Academy, 23830 Califa Street, Woodland Hills, CA 91367
• Platt Branch Library, 23600 Victory Boulevard, Woodland Hills, CA 91367
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In addition, the NOP and Initial Study were posted on the LAUSD website at: http://achieve.lausd.net/ceqa.
Environmental Issues Assessed in the EIR
This EIR addresses the issues determined to be potentially significant based on the Project’s Initial Study, input from neighbors in the community, and responses to the NOP. The NOP and Initial Study are provided in Appendix 1.0. During the NOP scoping period several letters were received on the scope of the environmental document. The District thoroughly reviewed the comments to determine if the scope of the EIR should be further modified. Table 1.0-1 NOP Comments, provides a summary of the comments received and the location in the EIR document where the comment is addressed.
This EIR addresses these issues and identifies potentially significant environmental impacts of the Project and cumulative development in the City in accordance with provisions set forth in the State CEQA Guidelines. The EIR also recommends feasible mitigation measures, where possible, that would reduce or eliminate adverse environmental effects. The issues addressed in this EIR include:
• Air Quality
• Energy
• Noise
• Pedestrian Safety
• Transportation and Traffic
Environmental Review Process
This Draft EIR will be circulated for review and comment by the public and other interested parties, agencies, and organizations for 45 calendar days. All comments or questions about the Draft EIR should be addressed to the following:
Edward S. Paek, AICP CEQA Project Manager Los Angeles Unified School District Office of Environmental Health & Safety 333 South Beaudry Avenue, 21st Floor Los Angeles, CA 90017
Email: [email protected] Please include “Hale Charter Academy at Highlander” in the subject line.
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The Draft EIR for the proposed Project will be distributed directly to numerous agencies, organizations, groups, and interested persons during the comment period. The Draft EIR is available for review at the following locations:
• LAUSD Office of Environmental Health and Safety, 333 South Beaudry Avenue, 21st Los Angeles, CA 90017
• LAUSD Local District Northwest Office, 6621 Balboa Boulevard, Lake Balboa, CA 91406
• Hale Charter Academy, 23830 Califa Street, Woodland Hills, CA 91367
• Platt Branch Library, 23600 Victory Boulevard, Woodland Hills, CA 91367
It is also available electronically on the OEHS’s website at: http://achieve.lausd.net/CEQA
After public review of the Draft EIR, a Final EIR will be prepared in response to comments received during the public review period. The Final EIR will be posted on the LAUSD website at http://achieve.lausd.net/CEQA prior to consideration of certification of the document by the District's Board of Education.
Organization of the EIR
The EIR is organized into the following chapters so the reader can easily obtain information about the proposed Project and its specific issues:
Executive Summary presents a summary of the proposed Project; considered alternatives; potential impacts and mitigation measures, and describes the analysis and conclusions pertaining to potential growth inducement and cumulative effects.
Chapter 1 Introduction: describes the purpose and use of the EIR, provides a brief overview of the proposed Project, and outlines the organization of the EIR.
Chapter 2 Project Description: This section provides a detailed description of the Project including the Project location, objectives, characteristics, and anticipated public agency actions.
Chapter 3 Environmental Impact Analysis: This section is the primary focus of this EIR. Each environmental issue area contains a discussion of existing conditions for the Project area, an assessment and discussion of the significance of impacts associated with the Project, an assessment of cumulative impacts, an identification of mitigation measures (where applicable), and a discussion of level of impact significance after mitigation.
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Chapter 4 Alternatives: This section includes an assessment of a reasonable range of alternatives to the proposed Project. The range of alternatives selected is based on their ability to feasibly attain most of the basic objectives of the proposed Project and to avoid or substantially lessen any of the significant effects of the proposed Project.
Chapter 5 Other CEQA Considerations: This section provides a summary of significant and unavoidable impacts of the proposed Project and a discussion of potential growth inducing effects of the proposed Project.
Chapter 6 Effects Found Not to be Significant: This section provides analysis of topics that were found not to be significant and did not need to be further analyzed in individual topic areas in the EIR.
Chapter 7 References: This section provides a list of sources used in the development of the EIR.
Chapter 8 List of Preparers: This section lists the individuals involved in preparing the EIR and organizations and persons consulted.
SUMMARY OF NOP COMMENTS
This is a summary of the NOP comments received by LAUSD during the NOP period, which began on November 22, 2016, and ended on January 7, 2017. These comments are provided in Table 1.0-1, Summary of NOP Comments and Location of Where the Comment is Addressed in the Draft EIR.
The NOP comments are presented in the order of federal agencies, state agencies, local agencies, local groups, and individuals. The responses in Table 1 are not intended to provide complete responses to the corresponding comment. The responses to comments are intended to be brief and to direct the reader to the appropriate section of the EIR where comments are addressed in greater detail. Also included are comments made at the scoping meeting on December 6, 2016 that were conducted for the Project.
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Table 1.0-1 Summary of NOP Comments and Location of Where the Comment is Addressed in the Draft EIR
Comment Addressed In Commenter No. Comment Summary Section State Agencies South Coast Air Quality Management District (SCAQMD) dated 12/2/2016 1 Identify and calculate any and all potential adverse air quality Please see Section impacts that could occur from all phases of the Project and all air 3.1 Air Quality of pollutant sources related to the Projects. This should include air the draft EIR quality impacts from construction, operations, and indirect sources. 2 Localized air quality impacts should be calculated and compared Please see Section to localized significance thresholds (LSTs). This should be 3.1 Air Quality of completed by either using LSTs developed by SCAQMD or the draft EIR performing dispersion modeling as necessary. 3 In the event that the Project generates significant adverse air Please see Section quality impacts, CEQA requires that all feasible mitigation 3.1 Air Quality of measures that go beyond what is required by law, be utilized the draft EIR during Project construction and operation to minimize or eliminate significant adverse air quality impacts. 4 SCAQMD staff requests that LAUSD consider the limitations of Please see Section enhanced filtration for the Project, especially from traffic on high 3.1 Air Quality of volume urban roadways or a freeway. It is critical that any the draft EIR proposed mitigation must be carefully evaluated prior to determining if the health risks would be brought below CEQA significance thresholds. Native American Heritage Commission (NAHC) dated 11/30/2016 1 NAHC provides information on consultation requirements per The information is AB 52 and SB 18. included in the appendix and is part of the Administrative Record. Governor’s Office of Planning and Research dated 11/22/2016 1 Responsible agencies must transmit their comment on the scope The commenter’s and content of the NOP, focusing on specific information related requests are noted. to their own statutory responsibility within 30 days of receipt of the NOP from the Lead Agency. Caltrans dated 1/5/2017 1 As the Project will include an addition of car parking lot, the lead Please see Section agency is encouraged to incorporate measures that can promote 3.5 Transportation active transportation. Site design that omits or makes needs of and Traffic of the active transportation modes secondary would be inconsistent Draft EIR. with desired State goals of promoting sustainable transportation.
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Comment Addressed In Commenter No. Comment Summary Section Interested Parties Faye Barta and Victoria McDevitt (on behalf of the Highlander Pomelo Neighborhood Watch) email dated 12/22/2016 1 Please find the attached fourteen pages of comments and Please see Section opposition to the Draft EIR, along with the two-page LADOT 3.5 Transportation Traffic Control Report, and a 53-page petition. We expect that you and Traffic of the will consider all the above and immediately suspend the Draft EIR. proposed Project until you determine an alternate location for it. 2 ATTACHMENT 1 is a traffic control report by the City of Los Please see Section Angeles Department of Transportation that authorized a new 3.5 Transportation traffic signal on the intersection of Highlander Road and Valley and Traffic of the Circle Boulevard. This was based on concerns of pedestrian Draft EIR. safety, traffic relief from a proposed school, and driver visibility.
3 The EIR’s title for the Project (Hale Charter Academy for Visual Please see Section and Performing Arts) is purposefully misleading. The name Hale 2.0 Project has always been associated in our West Hills neighborhood with Description. the middle/junior high school located on Platt Avenue, to which our resident middle school-age children matriculate from elementary school. Because LAUSD purposefully used the name Hale Charter Academy, we believed the Project was simply an expansion of space for the existing Hale campus. The EIR must be corrected to clearly show the Project is intended to be a HIGH SCHOOL ONLY. This distinction is necessary since having high school students invade our neighborhood, many of whom will be newer drivers with limited driving abilities, differs SIGNIFICANTLY from having middle school students invade our neighborhood, none of whom would be legally permitted to drive. 4 In all prior written and verbal communications with LAUSD and Please see Section its staff, LAUSD and its staff represented that the reason for the 2.0 Project proposed site was so that its Hale Academy performing arts Description. students who matriculated to high school and wanted to continue in a high school with a performing arts emphasis would have no place to attend high school nearby and would have to travel long distances to go to any such school. That statement is totally false and purposefully misleading. At El Camino Real Charter High School (ECRCHS), which is less than ONE MILE away from Hale Academy, there is an excellent performing arts program and a lovely, large auditorium for performing arts use. BUT LAUSD does NOT want its students to matriculate from an LAUSD school to a CHARTER school like ECRCHS, because LAUSD would lose those tax dollars paid for those students to ECRCHS or other charter schools. So the REAL reason for proposing this site as a performing arts high school is to retain tax money for performing arts students.
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Comment Addressed In Commenter No. Comment Summary Section 5 The EIR states the Project will have “532 seats”. In all previous Please see Section written correspondence and verbal communications from LAUSD 2.0 Project and its employees, the Project was represented to have only 500 Description. students. The EIR MUST BE CORRECTED to state that originally the Project was falsely represented to our community as a 500student Project, but which has now suddenly and magically increased to 532. This correction is necessary since much of our major concern about the Project deals with the SIZE of the student body at the school. LAUSD has already fraudulently increased the “seat” number from 500 to 532. LAUSD must NOT be permitted to increase the original 500 number ever again. In fact, there simply is NOT enough room in our small neighborhood to house even 500 high school students. 6 In all previous verbal and written communications, LAUSD Please see Section represented that, at most, there would be only ONE two-story 2.0 Project building. This is a major concern of the neighborhood, which Description. consists solely of single family residences, over 99% of which are singlestory. Four two-story buildings will appear gigantic, loom above and overshadow our single-story neighborhood. Further, the size of the site is ONLY 7.3 acres. The EIR proposes playing fields and staff parking on the Project site, in addition to FOUR two-story buildings, all on that TINY parcel. The EIR MUST be corrected to read only ONE two-story building and three single story buildings, with playing fields and staff parking. If that lower configuration would be insufficient to house the proposed high school, then LAUSD MUST ABANDON its plans for the Project at the site. To build anything more than the only one twostory building and three single story buildings on this parcel would be destroying the aesthetics of our singlestory neighborhood and undermine the value of our homes. 7 The Project site was formerly a neighborhood elementary school Please see Section which was closed in 1982 due to declining enrollment. There were 6.0 Effects Found never more than approximately 400 elementary school students at Not to be that school and none of them drove. In the era when the Significant. elementary school was operating, children in the neighborhood walked to and from school because it was safe to do so. After the elementary school was closed, there were major developments and changes in the neighborhood and areas surrounding it, and with our society in general. The EIR states that since the most current use for the site WAS a school, therefore the construction of a new school would have NO impact on the community and no further analysis is necessary. (Draft EIR at pages 75 and 76.) This statement is, at best, simplistic and, at worst, a blatant attempt to compare apples to oranges and conclude the fruits are identical, thereby “justifying” that the site is appropriate for LAUSD’s proposed high school. The absurdity of likening an elementary school from the 1980’s to a high school at the end of the second ten years of the next century exhibits the complete LACK of transparency and honesty for which LAUSD is notorious.
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Comment Addressed In Commenter No. Comment Summary Section 8 This comment expresses traffic concerns, transportation concerns, Please see Section and safety concerns upon Project implementation. 3.5 Transportation and Traffic of this Draft EIR. 9. This comment expresses traffic concerns, transportation concerns, Please see Section and safety concerns upon Project implementation. 3.5 Transportation and Traffic of this Draft EIR. 10 This comment expresses traffic and transportation concerns upon Please see Section Project implementation. 3.5 Transportation and Traffic of this Draft EIR. 11 This comment expresses traffic concerns, transportation concerns, Please see Section and safety concerns upon Project implementation. 3.5 Transportation and Traffic of this Draft EIR. 12 The Draft EIR TOTALLY fails to mention that the site may be See Section 6.0 located within and actually borders the Rocketdyne/Boeing Santa Effects Found Not Susana Field Lab federally designated groundwater to be Significant contamination area. The area, which is now under federal guidelines for clean-up, has been proven to be hazardous to the health of both humans and animals. LAUSD’s lack of transparency is quite evident in its failure to acknowledge the existence of this proven contamination and shows its complete disregard for the health and safety of its OWN STUDENTS AND STAFF. To build a new high school on this site could jeopardize the health and welfare of every single being who is present at the site. 13 There are over 100 trees on the proposed site. The draft EIR See Section 6.0 recommends removal of some of those trees. But at the initial EIR Effects Found Not meeting held by LAUSD on 12/6/2016, LAUSD officials stated that to be Significant ALL of the trees will be removed. In addition, the draft EIR states that before such trees are demolished, an ornithologist will be employed to “count the birds’ nests” and to determine if the removal of the trees would impact the local bird population. Really???? Wouldn’t even a child understand that removal of trees would impact bird population? Such a blatant misuse of a natural resource like the trees and a feigned concern for the bird population continues to show the total lack of transparency LAUSD brings with its plans for this site.
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Comment Addressed In Commenter No. Comment Summary Section Mark Berens email dated 12/23/2016 1 We are requesting a temporary suspension of due diligence and Refer to Section 4.0 an opportunity to begin discussing alternative uses for the site. Alternatives. Mark Doering-Powell and Jacqueline Levine dated 12/29/2016 1 300+ high school students showing up with vehicles will make Please see Section our neighborhood traffic situation more untenable than it already 3.5 Transportation is. and Traffic of the Draft EIR. 2 If the proposed development is indeed a high school, it would Please see Section require a parking lot and additional access over Bell Canyon 3.5 Transportation Creek to/from Platt Avenue. Please consider this important issue and Traffic of the also for the sake of students there, should emergency egress ever Draft EIR. be needed. Jeff Snyder email dated 1/04/2016 1 I now oppose the building of this school on the Highlander site. Please see Section Rather, I firmly believe this school should not be inserted into this 3.5 Transportation neighborhood due to the lack of street capacity, traffic, crowding and Traffic of the and parking. Draft EIR. Tom and Donna Brukiewa email dated 1/05/2016 1 The proposal will double the number of students as were there Please see Section before. These children will be more mobile in our neighborhood, XV Public Safety leading to property damage, theft, possible break-ins, etc. of the Initial Study included in Appendix 1.0. 2 Platt Avenue is already a noisy, heavily trafficked street that is Please see Section often prone to accidents. 3.5 Transportation and Traffic of the Draft EIR. 3 This year there was a traffic death of one of our residents that Please see Section took place adjacent to the school property on Highlander Road at 3.5Transportation Darnoch, and we think there will be a higher risk with young and Traffic of the drivers in this area. Draft EIR. 4 More traffic and even typical school noise will negatively impact Please see Section our neighborhood. 3.5 Transportation and Traffic, and Section 3.3 Noise of the Draft EIR. Mark Berens email dated 1/06/2016 1 Why does LAUSD need to build a high school at this location, the Please see Section site of the former Highlander Road Elementary School? 2.0 Project Description of the Draft EIR.
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Comment Addressed In Commenter No. Comment Summary Section Joyce Hagen-Brenner dated 12/04/2016 1 My family’s main concern is about traffic congestion. Even if Please see Section LAUSD tries to deal with the logistics problem by only allowing 3.5Transportation drop-off and pick-up of students at the school, the traffic that and Traffic of this situation creates is still going to be substantial. Draft EIR. 2 You should also be aware that Platt Avenue, near Highlander and Please see Section Vanowen streets, has a very high accident rate. Just in the last 3.5 Transportation month, there have been at least four accidents that various and Traffic of this members of my family witnessed firsthand. Draft EIR. Jeff Snyder dated 12/05/2016 1 I am providing this response to the initial plans, which I have Please see Section reviewed and which I understand do not currently include 3.5 Transportation construction of a parking lot for students -- only faculty. and Traffic of this I want to register my strong opposition to this plan early in the Draft EIR. process due to the lack of parking for what could be hundreds of vehicles in this neighborhood. Your documents show the parking issues and congestion associated with this proposal are significant. If the initial plans are not modified to include a student parking area within the school and if the planning does not include a comprehensive plan for traffic congestion, noise and safety, I will do everything in my power, including deploying the news media, to stop LAUSD from building a school without student parking, which could result in 300 vehicles on our streets each day the school is open. As you know, this site is in a very enclosed neighborhood withonly a two-lane street (Highlander) providing access to the school, unlike the settings for El Camino High and Hale Middle School. This plan is unconscionable! I expect that LAUSD will reconsider it’s initial plans in light of these serious concerns. Steve Wyskocil email dated 12/5/2016 1 Traffic – There are 1,000 homes on the hill that have only two Please see Section ways down the hill, either toward Platt Ave or to Valley Circle. 3.5 Transportation Additional Traffic during will add significant and potential and Traffic of this danger to drop offs and pickups. Draft EIR. 2 Construction – Numerous flat tires and other debris was endured Please see Section during the demolition of the existing school. I would expect a 3.5 Transportation similar situation during construction, perhaps even worse as and Traffic for heavy truck bring in materials. construction traffic information. 3 This is a residential suburban neighborhood and any additional This comment does commercial or school type activity can bring in bad elements and not relate to the addition “gang” type situations. scope of the EIR.
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Comment Addressed In Commenter No. Comment Summary Section 4 Intersection – One death occurred at the intersection of the school Please see Section why is why the stop sign has been recently installed. I am very 3.5 Transportation concerned about safety. and Traffic of this Draft EIR. Laverne Braun email dated 12/08/2016 1 This proposed school would create a traffic nightmare on Please see Section Highlander Avenue. The school would be located on a 2 way 3.5 Transportation street. The only way to get to the school is off Valley Circle to the and Traffic of this west or Platt Avenue to the right on a 2 way street. Draft EIR. 2 There would be no place for buses or first responders to turn Please see Section around. I am sure if you lived in this neighborhood and the 3.5 Transportation school such as the one proposed to be build, and you had an and Traffic of this emergency where first responders could not get to you in time Draft EIR. and you lost a loved one or lost your home due to a fire or medical emergency, you would understand why this West Hills neighborhood is totally against Hale Academy of the Arts being built. 3 The Project would affect air quality not only during the Please see Section construction but afterwards with all the additional cars that 3.1 Air Quality of would be in this small residential community. Air pollution this Draft EIR. would affect not only the children but the elderly and everyone else in between. Also there would be more air pollution during other events that would take place. Scoping Meeting Tuesday, December 6, 2016 Angela 1 If you look at Junior High Schools and High Schools, you will see Please see Section Haufer that they front major streets they are not in neighborhoods. 3.5 Transportation Number one (1). Number two (2): There is a Mae Boyer Park and Traffic of this there. Where a lot of children come and a lot of elementary Draft EIR schools and private schools. Anyway, the Park there is used a lot by children during the day time. I can’t understand how can these children could be there if there is a High School right across the way. Little alone the traffic that goes out and when you show that plan, there is no place for students to park it just adds stress [ph]. I would not like to see that Mae Boyer Park being taken away. Robert 2 There is only one exit, direct exit out of there, Platt Avenue. In the Please see Section morning time, during rush hour, Platt Avenue will be packed 3.5 Transportation with cars, and people coming to school there will create a massive and Traffic of this traffic jam. People coming in, trying to get out and like I said, Draft EIR there is no other direct exit out of there. That’s number one (1). Number two (2), Where are the hundreds of cars that are property of students driving to school going to park? Where are, they going to park? In front of our homes every day? Well, I’m sure waiting for an answer… right? So why, so why are you building such a large school in such a small place? Why don’t you reduce the number of students that are going to be there and just reduce all these problems?
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Comment Addressed In Commenter No. Comment Summary Section Betty Field 3 I think that the major concern of my community is High School. Please see Section High School for the children, will be a negative impact on the 3.5 Transportation youngsters who are at Mae Boyer Park for a variety of reasons. and Traffic and 4.0 Some of them are preschoolers, I understand that generally those Alternatives of this children go with their parents. But I think that a High School Draft EIR influence of kids just filtering out of the school. As we know, it happens will be a negative impact on the entire community especially the younger children in this community. Traffic is an enormous concern, parking for the High School students eleven (11) and twelve (12) graders. The majority of them are diving their own vehicles. As you are well aware, an eleventh (11) grader or sixteen-year-(16) old is not permitted to take other passengers with them if they are minors. So, that doesn’t mean that kids are going to car pool together with four (4) or five (5) of them in one car. We’re going to be speaking about individual drivers taking their own vehicles, parking up and down Highlander Road, which is a small street. The school as you know, is bordered by two (2) small shallow cul-de-sacs. Not even large enough for emergency vehicles make a turnaround where they required at any time to visit the new school. I strongly urge LAUSD, public staff and the Board of Education to consider Hugh’s Career Center as the High School site for the Hale Academy.
Anthony 4 I am troubled and have been troubled by the use of the name Please see Section Bursal “VAPA” instead of the use of the name “High School”. Ah- this 2.0 Project proposal, is, is to build a High School in our community and I Description, would ask that LA Unified give and utilize the correct term for Section 3.5 what it is that they plan to build. I am concerned with the Transportation decision for the finding of “no impact” on their land use. Ah- for and Traffic, and the upcoming EIR. I think that is a mistake and it must be 6.0 Effects Found addressed. The fact that the Highlander property was once used Not Significant of for an Elementary School thirty-five (35) years ago, has nothing to this Draft EIR do with the impact on our community of a High School on that same land today, in 2016. Highlander Road cannot handle what will come with that school. I don’t believe Platt Avenue can handle what will come with that school, nor can Valley Circle handle what will come with that school. And there are no other routes in or out. Please call this what it is the building of a new High School in the community of West Hills and please add land use to the upcoming EIR.
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Comment Addressed In Commenter No. Comment Summary Section Page Warren 5 I definitely agree with what was just said over there about the Please see Section traffic. Just in the last week alone, I’ve seen two (2) huge accidents 3.4 Pedestrian turning from Hyland up on Platt onto Highlander both involving Safety and Section children. So, I can just imagine if you add five-hundred (500) 3.5 Transportation driving at least probably one-hundred twenty-five (125) driving and Traffic of this ah young adults to my street. My two one way lane each way Draft EIR street. uhm- so, that’s my biggest impact. also, the people that they bring in. uhm- also we also we said at the last meeting the original Highlander Road boundaries will be in place for this school and I just want to make sure that is still the case. because it is neighborhood school. Thank you. Irene Easter 6 I’ve been in the neighborhood for 41 years and even though we’re Please see Section considering all the traffic from students, what happens when they 3.5 Transportation have events? And how many hundreds of cars are going to come and Traffic of this in the neighborhood for these events? Draft EIR Joyce 7 I echo with concerns, especially for the traffic that everyone else is Please see Section Hegenburger voiced. with respect to events. Given that it is going to be a Visual 3.5 Transportation and Performing Arts High School, I believe there will a lot of and Traffic and events, which is great for the school, not good for the Section 6.0 Effects neighborhood. Because a lot events will take place after school Not Significant of hours and on weekends. So, in terms of the impact you’ll not this Draft EIR only have you know, weekday impact but, lots of evening and weekend impact. Also, if they decide that there’s just going to be drop off and pick up. So, they’re trying to control the amount of traffic, how is the City going to enforce that with respect to High School drivers? Are they going to drive around and ticket everybody who they think is illegally parked? I don’t know what the mechanism is but it seems unrealistic and that is going to have a huge impact on the neighborhood. And also, with respect to emergencies, given that there are so few places to get in and out of the neighborhood. In the event of a major Earthquake, I can just imagine, what it’s going to be like for people trying to get out of the neighborhood from the entire Highlander division plus everybody at the school. And, and it’s staging to me to even consider even for safety reasons alone, building the school on that site. Rad Myasky 8 I think we all have concerns about the traffic it seems like that’s Please see Section something that we all are responding to. As one of the big 3.5 Transportation concerns we have approaching that and I certainly share the and Traffic of this concerns. On other hand, though, it is nice to see that the District Draft EIR is kind of putting at least ideas, exploring options for this chunk of land that’s been just kind of sitting there vacant for what? 35 years now at this point? so, we certainly have concerns that have to be investigated. I’m at least encouraged by the idea that we’re not just letting sit- land sit there useless and that we’re exploring options in building this property.
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Comment Addressed In Commenter No. Comment Summary Section Dominique 9 We live, she mentioned two cul-de-sacs of which, we live in one Please see Section Romeo of them. And, I can tell you that we a border the Baseball field. 3.5 Transportation There is only a link fence between us when the school was active, and Traffic of this kids/students kept throwing stuff into our pool. We had all kinds Draft EIR. of debris and not only is our cul-de-sac a small one. But the traffic, there are accidents constantly on Highlander and Platt, I mean, there are numerous accidents. Not just- only, if you look at the neighbor’s fence there, these are just quick fixing it and he just leaves it is all ripped. Because people keep crashing into that corner there. I’m concerned about the student throwing stuff in our property and having a big link fence that you can see through and I’m very concerned about all of the traffic. Like I said, that lady there spoke very well a while ago, for, for me anyway. That’s it. Faye Barkow 10 Alright, at the bottom of page 75. Where it’s indicating the land Please see Section use, it says and I quote “As the most current use for this project 6.0, Effects Found site, was a school. The construction of a new school would not Not To Be result in any division of a community. No impacts would resolve Significant of this and no further analysis is necessary in the EIR”. That is absolutely Draft EIR. false! As Tony, I think that’s your name? As Tony pointed out, that wasn’t an Elementary School. Andrew Baer 11 This is an intimate community, it’s a tiny community here and Please see Section you’re talking about building a multi-tier building in the middle 6.0, Effects Found of it. I can already forsee that it’s going to cause a huge impact Not To Be on just the day to day before, before the school is even built. I Significant of this mean, my, my concern is that, how is that also going to affect in to Draft EIR. the Mae Byer Park? You know, how can you expect to build such a- monumental structure with, without having it spill over into the rest of the community? That’s my question, thank you. Chivan 12 The only thing you seem to be considering is High School. That Please see Section Walden would work perfectly for Nursery School or Elementary School. 2.0 Project Because like they said, it would take away a tremendous amount Description and of the traffic flow. And you would not have the problems with the Section 3.5 Park. But this- you got to remember that this school when it was Transportation in use 35 ago. It was an Elementary School and we didn’t have all and Traffic of this the additional communities around us. We’ve got other Draft EIR. communities that are of, of Valley Circle that are behind us - Highlander that weren’t there before. So, know, you’ve got even bigger population just in the neighborhood itself. Trying to get those roads trying to accommodate just the neighborhood that’s grown and now you want to add a High School on it. It’s not a brilliant idea. I understand that you guys want to do something with it, but do something that makes sense. Because this, kind of area it cannot accommodate that traffic and there is no light at Valley Circle which dramatically needs to be done.
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Comment Addressed In Commenter No. Comment Summary Section Stacy Bruce 13 I have a preteen that’s 15 and I have a son that’s in college that I Please see Section love dearly. I don’t want 50 of them and their friends hanging 3.5 Transportation around my front lawn. So, I don’t want 50 of them even parking and Traffic of this near my house. So, with those concerns are enough. In which for Draft EIR. whatever reason there wasn’t necessarily adequate parking facilities on site or in the neighborhoods to accommodate the potential population. So, it seems that while it’s been several concerns expressed around construction around noise that’s resounding you would think that as even expressed. And as a parent, that’s certainly a concern of mine too. I worry about where my child walks and I worry how receptive the neighbors are. To her being there. So, I would think that maybe there are other schools that have addressed these concerns. While it might not have a place in the CEQA Report, maybe from the community relations standpoint it might be worth and I don’t want to be disrespectful to the community to investigate what was the previous solutions have been for transporting kids, for incentivizing carpooling. I know one of you made a comment on how you prevent people from parking in the neighborhood. I know because I had to pay for a 75 dollar ticket at the El Camino drop off last year. El Camino neighbors, I understand it was a very lengthy process for them to get the parking restrictions changed in the neighborhood towards 2 hour parking from the hours of 8:00 to 3:00. So, that was a fact for solution. I was to pay one of those tickets, so then we started carpooling. But, I understand that took quite some time for those residents to actually get that call put in place. So, it might be interesting to investigate what some of those options are. If the District is interested in pursuing any level of school on that site. That might be helpful, to, to make that information available. Thank you. Ken Smith 14 If you walk around the school that we’re in here today, you can Please see Section see that you can drive all the way around this campus. The one 3.5 Transportation we’re talking about is 35 years old because you cannot drive and Traffic and 4.0 around it. So, until you figure out a way how to drive around it, I Alternatives of this don’t think you can make it a school. The only viable use for this Draft EIR. property Is probably a Senior Center. That’s the only way you’re gonna have the traffic and population down and some usefulness. But as far as them making a school of it, I don’t think you’re gonna be able to do it. It’s not gonna work out.
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Comment Addressed In Commenter No. Comment Summary Section Mat 15 Anything that you want to build there that would bring in more Please see Section people into our neighborhood. That light in that area would have 6.0 Effects Not to change. You would have to have a protective turn lane. Where Significant and people stop because traffic thus comes far too fast of Platt, and it’s Section 3.5 just I mean, it’s scary for… sometimes for experienced drivers, Transportation much less for unexperienced drivers who are people not used to and Traffic of this the traffic pattern. another thing that I would put in the Report is, Draft EIR I would add use of the Park in your Report because the Park will see a lot more use especially with Performing Arts students. I was in Performing Arts in High School, pretty much any flat land that we could use to practice something we use it. And so, that is going to spill into the Park for sure. So, I would look at that as well. It’s a small park only a couple of benches, only couple trash cans and you’re going to add a lot more kids around. So, I would put that in there. And then, I’m also concerned about the traffic for the safety for fire and for evacuation- getting access on egress on one main street I think it could be troublesome in the worst- case scenario. Erin 16 I attended Highlander Road Elementary School when I was a Please see Section Moberson child and I was a witness that can tell you that we nearly all 6.0 Effects Found walked, every single student walked. I remember walking back to Not To Be my, my home on Patton Way [ph] with the other kids and I also Significant and recall there were two fifth grades, two kindergarten’s, I was a fifth Section 3.5 grader there. Basically, there were two of each class. Which means Transportation it was probably about 300 kids there and we all walked. So, know, and Traffic of this we are talking about 500 students. Two of those grade levels will Draft EIR be old enough to drive. That’s two hundred and fifty (250) cars. so I think that’s a really significant and accurate number, which be aware of. Also, at the last meeting, we were told that there would be no two story buildings and I’ve heard in our of presentation of tonight of two story buildings? So, I’m a little concerned about. We would not consider anything higher than a one story building. And with this presentation, I’ve heard two story building and looking on this side of the map. Additionally, I live on Highlander Road, say exactly across from the parking lot of the school and I would say everyday but at least once a week, the fire engine is in front of my house. Going incredibly slow over the speed bumps and they usually stop right around the Park because they’ve been called for there’s no longer an emergency and they have to try to turn around. And that’s an ordeal, for them. Now imagine, there’s cars parked on both sides of the streets all day. It’s extremely with all the things you’ve said. But I lived it, I attended that school. It’s happing already in front of my house with the few cars that are parked there.
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Comment Addressed In Commenter No. Comment Summary Section Bob Mayer 17 I agree with area council person that, this name is kind of Please see Section deceitful it makes it sound like it’s a Junior High with kids who 3.5 Transportation aren’t driving and now, it’s gonna be for High Schoolers who are and Traffic and driving. But, I question whether or not this school is in a flood Section 6.0, Effects lane, that Bell Creek right behind it. I don’t, I don’t know what the Found Not To Be 100 -year plot level is or anything like that. But I would think that Significant of this school was in a flood prone area –potential and the third thing is, Draft EIR we talked about traffic mainly cars. They start bringing kids in on buses or buses to go on road trips or whatever, you can’t, where are they going to turn those around? You can only go in one-way you can no longer go all the way to West end of Highlander and you have no signal because the City is seem not fit to put one in a very dangerous area for cars who are zipping up and down Valley Circle at 50 or 60 that’s what I have to say. Mark Barrons 18 So, within the prime of CEQA, at what point, cause it’s very clear Please see Section how we as the neighborhood feel. At what point, do we get to 4.0 Alternatives of pick the conversation to something other than a High School? So, this Draft EIR. I’m not hearing a whole lot to put something there right? At what point, can we begin to consider other options for applying that CEQA criteria to that. Because you know, there’s gotta be a threshold. At some point, we’re hearing some feedback from the homeowners, right? And we don’t want the High School. I’m not speaking for everybody, right? We don’t want the High School, we want something. you know, when, when is that threshold met? And when do we get start talking about other options? Nina Martin 19 As my husband said, there’s only one way in and one way out. At Please see Section Smith every school that I can think of, Elementary, Middle School, High 3.3 Noise, Section School you have access on multiple sites If not all four, most of 3.4 Pedestrian them are all four. Every, Pomelo Elementary School offers them in Safety and Section the school. This Elementary School and parents drive around, so 3.5 Transportation no matter how many, you know, if you have kids who aren’t yet and Traffic of this driving yet, the parents are driving. And they honk their horns Draft EIR for their kids because I remember when my son was Lockhurst, and my friend lived across the street and we’d be out there with our kids after school and parents would come after school and they be honking for their kids and honking for their kids so that the see them and, and come out. So, there’s the noise issue with that, so it’s not just noise after school. There’s the traffic and the noise and all that. That’s one thing. But also, I think we need to remember the fact that a woman lost their life on Highlander this year. A pedestrian who crossed the street and lost her life and you know, parents aren’t watching, they are in a hurrying up to drop off their kids they don’t, you know, they are just not careful. You got High School kids who are looking at their phones crossing streets, all the time I see it. People aren’t paying any attention. So, the kids aren’t paying attention; cause they’re going to be looking at their phones while they are crossing the street. Somebody is going to be driving not paying attention talking to somebody hurrying up to park because I’m late for school. You’re going to have not only traffic accidents, but you’re going to have more
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Comment Addressed In Commenter No. Comment Summary Section pedestrian accidents. And there’s, there’s just no way, that, that be okay, to have kids lose their lives or people who like to walk in the neighborhood take their morning walks. It’s very dangerous. Robert Moose 20 Virtually every High School I can think of in the Valley is on Main Please see Section Street. And there’s a reason for it you guys. That way, they don’t 3.5 Transportation pass the neighborhoods. Nearly as much as this project will do. and Traffic of this This is not the place for a High School. Schools have main streets Draft EIR. and people can drop off their kids, pick up the kids and buses they come and buses can come. Without impacting the neighbors as with this one. Joyce 21 I was speaking to one of the business owners who is at the very Please see Section Hegenburger corner of Platt, very close to Vanowen. He said there are so many 3.4 Pedestrian traffic accidents there. And remember, this is going to be one of Safety, Section 3.5 the main intersections anybody passes to get access to this school. Transportation He said, there are so many traffic accidents; he has trained a and Traffic and camera onto that intersection of Vanowen and Platt. Because Section 6.0, Effects people are constantly coming to his shop and saying “Did you see Found Not To Be the accident that happened with me?” or if somebody- somebody Significant of this eye witnessed? So, that is one point people that you may not be Draft EIR aware of. there were two teenagers killed at that intersection less than a month ago. The other thing and I’m not sure what the Report will say, but when you have a [U/I] the LA River very close to where the school would be. There’s a liquefaction danger with earthquake because the land is more saturated by water even though there is not enough water in there. It depends on the time of the year. But I think that just building a school on that site is dangerous because of the liquefaction. That certainly, what I heard about the 94 earthquake that took place in Sherman Oaks. Lots of places along the river, got hit like 10 times harder than some of the other neighborhoods. Irene Easter 22 The concern that I have on top of all the traffic and that invasion Please see Section will be the security of our neighborhood. Now we can try to keep 3.5 Transportation track of what’s coming and going. But if we have all these and Traffic of this hundreds of more people not only vehicles coming in and out of Draft EIR. our streets. How can we even have a neighborhood watch? Fae 23 On the bottom of page 50 it says while there is no generation of Please see Section serious risk emissions from cars because the school will eliminate 3.4 Pedestrian the need to drive long distances to this school and yet we were Safety, Section 3.5 told that this is, is not just going to be the neighborhood school to Transportation anybody who goes to Hale now and who might want to transfer and Traffic and to it. So, that’s the false premise. In addition to that, as this lady Section 6.0, Effects pointed out, my friend lost a friend on Highlander because Found Not To Be people drive too fast and don’t see anything. In addition to that, Significant of this we have speed bumps on Highlander. Did the city schools take Draft EIR that into consideration? I have no idea. And finally, when parents come to pick up students and drop them off they don’t just get there’re and leave they park, they idle their engines and as she said, they honk their horns. Now, picture that, next to the student parking on Highlander, there’s no- there’s only two lanes there.
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Comment Addressed In Commenter No. Comment Summary Section So were talking about horrendous problems with traffic. But please go home and read this 106 page report. And if you’re not the least bit interested in traffic or deaths of pedestrians or anything like that, think about the trees. I counted the trees on the lot there are over 100 trees. When you build a two story building you’re going to have to take down a lot of trees. That’s going to impact our neighborhood also. Just remember that it’s all in this report. Bob 24 What is the methodology that LADOT is going to use to measure Please see Section all the youth category two (2) traffic? Specifically, on Highlander 3.5 Transportation between Valley Circle and Platt I ask because it was several years and Traffic of this ago, I was at a West Hills Neighborhood Council meeting I think, Draft EIR. ah and there was some conversation about the traffic stop sign at that intersection of Valley Circle and Highlander and DOT came up and no offense to anybody who’s with DOT. But the data sample is petty small. They were there for a day or 4 hours or whatever. They determined that the traffic patterns were such that, it didn’t justify a signal or stop sign. So, I just want to understand the methodology is and how big the sample size is. You hearing about the anti-go [ph] that LAPD got plenty of data but I like to better understand because I would be shocked to learn that DOT spent some time in our neighborhood and they did not find vehicles speeding and see signs of reckless driving and accidents and things like that. Chivan 25 But another thing, please do not be closedminded to… please Please see Section Walden don’t be stuck on it because of a High School. I think that over all, 4.0 Alternatives of that’s all you’re going to hear. We get that you want to do this Draft EIR. something with the property; we want you to do something the property. But it needs to work for everybody. And an Elementary, or a Nursery School, a Community Center, a Senior Center. There is a Community Center there, a Senior Center there. You have so much help from the community, volunteers in the community and I’m sure financially, LAUSD could find a way to work something out to make some kind of profit on that property even if were for a Community Center. So, please don’t be just stuck on… High School because that’s what twice now. Valerie Flyer 26 Traffic is still traffic. The other thing that we have to think about Please see Section is what kind of traffic are we going to get for that too. 3.5 Transportation and Traffic of this Draft EIR.
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Comment Addressed In Commenter No. Comment Summary Section Bekka Gaus 27 I really don’t think we need another Elementary School, is it ever Please see 4.0 possible to sell the land? I mean, does LAUSD even sell land? Alternatives, Okay, okay, like they said a Senior Center and I understand there Section 3.4 is Adult Education, ah- nothing could ever go there because the Pedestrian Safety people that live in that area protested. And so I guess that’s off and Section 3.5 limits. But I would like, next time I come to a meeting, you guys Transportation have a backup plan. So… I appreciate LAUSD, you guys work and Traffic of this hard for our students and she’s right about the Elementary Draft EIR School. We do drop-off, because my son is in High School and he went to Pomelo and… this is a very nice school too. I attended Highlander as a student as well. When I did, there was not one speed bump, there was not one stop sign in all Highlander and Platt was just the stop sign, no light, you can imagine there’s no traffic that’s what that school was designed for. We used to walk across the street, unattended. The way this projects stands now is, totally inappropriate, to add so much traffic to the neighborhood which is the traffic already grown exponentially and in addition, the one lady had a good point, I have studied the historical topographical maps and the original course of Bell Creek [ph] actually ran real close to Highlander plus I suspect that property has a lot of land fields and that that should be looked at. Erin 28 While parents are parked on the street to drop off their children, Please see Section Robertson but once those spaces are gone. They double park to let their child 3.4 Pedestrian out, even across the street and encourage the child to run across Safety and Section the street thru the yellow double parked traffic. So, imagine 3.5 Transportation Highlander Road, cars parked from one end to the other up all the and Traffic of this street because It’s two 250 cars up on Highlander Road. And then Draft EIR. the 16 years olds – are the younger than 16 year olds are being dropped off by their parents who have no place to park to let them out, so now that’s another stopped on the street to let them out and they’re trying to get to work. also I’d like to comment that not only Montevista, not there when I attended Highlander Road, but Valley Circle ended at Bell Canyon and did not go through. it’s a very, very different place of what it was at that time.
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Comment Addressed In Commenter No. Comment Summary Section Anthony 29 Some plans for the site and I noticed that, they include both sports Please see Section Bersali courts and play fields this 500 person High School. 532 person 3.3 Noise, Section High School, will there be any limitations on that High Schools 3.5 Transportation participation in sports such as Soccer, or Football just like the and Traffic and other High Schools in the area? On these playfields, on these Section 6.0 Effects courts, will there be any limitation in the building of stands or a Found Not To Be Stadium like presently exit because with the 500 High Schoolers Significant of this that have the right to participate in sports like everyone else. Will Draft EIR. this look like a park in a High School, or a El Camino Real High School or Chatsworth High School or Shawna High School Stadium? Will large lights be erected, stadium lights? That will flood the community with lights. When you look at land use, when you look at planning, you have to consider noise for the community. Noise that was never, ever in place after hours, after 6:00 p.m., after 8:00 p.m. I live right near a High School, there’s regularly noise at 10:30, 11:00 o’clock at night. Near the High School especially on Friday night or Saturday when there’s sports. Will that be coming to this community? That’s a different land use. That will have a different impact on the community. Ah- last point, there is an unprotected left hand turn of Platt Avenue on to Highlander that must be analyzed. There is a danger to north bound traffic of Platt there is a natural speed zone on Sherman Way west bound that heads into the Sherman Way curve that prevents traffic. If there is any traffic in that area, whatsoever for people who are trying to make left hand turns on Highlander in an unprotected fashion. They will have to be facing cars that are coming at 30, 40, maybe even 50 miles an hour coming in and out and there must be some protected turns in that area. Frankly, it’s needed now and definitely for the High School. Susan 30 I live on Pomelo Drive and the point about the traffic on Sherman Please see Section Bernard Way is real, real hard to judge when you’re making a left turn 3.4 Pedestrian onto Highlander the, the traffic coming around, it’s hard to judge Safety and Section how closely you are of them. The point that I want to make is, 3.5 Transportation we’ve been having these meetings for at least a year and we’ve and Traffic of this been talking about traffic issues, and light issues and noise and, Draft EIR. and impact on our neighborhood and yet, here we are. And so, what, all these the last meetings with the Operations Manager, we had at the park across the street, he said, “oh no problem, we’re you know, just tear the buildings down, we’ll be fine, we’re going to leave the property, ah- we’re going to leave the trees, leave the water and you can use the property”.
Impact Sciences, Inc. 1.0-28 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 1.0 Introduction
Comment Addressed In Commenter No. Comment Summary Section Jean Smith 31 We are talking about a Visual Arts Performing Arts School. Please see 1.0 Nobody is talking about Arts here. We are taking about a Sports Introduction, 2.0 Field… where’s the Theatre? First of all, if it’s a Performing Arts Project School, I mean, I’m talking about, this… well why did you call Description and something a Performing Arts Theater first of all. So, that’s a Section 3.4 question I’m, seeing lots of Sports Fields. Secondly if it is a Pedestrian Safety Performing Arts school, you got to remember there’s Marching of this Draft EIR. Bands in the Performing Arts Schools that practice and if there’s 200 of them out practicing late with their instruments and you hear whistles and that goes on weekends, I mean… it just, I’m not understanding Performing Arts aspect of this when I see al l of these other things together of Theatre Performing Arts School. My next question, and this is my ignorance, forgive me but… this is a LAUSD property, correct? So… is this, are all of these meeting occurring as courtesy to us only and, and you, you ultimately make the decision? on our livelihood, on our investments in our properties and the safety of our children, safety of ourselves, and all of these things is this basically, these just courtesy and you guys ultimately make whatever decision you want to make? Dave 32 I’m a music teacher in the Alhambra School District and so I’m Please see Section very aware of the High School and the different cars in the 3.5 Transportation neighborhood. I teach Performing Arts in the neighborhood of and Traffic and 4.0 Alhambra High School and ah- it’s chaotic at first after school Alternatives of this [U/I] I have to park 2 blocks sometimes. The neighbors don’t like Draft EIR. it, okay, and I don’t blame them. So, I don’t think this is the right way to approach the High School in our neighborhood. I don’t think it’s great. I would be great to walk to work. But no, I don’t want to do that. So, I think maybe some alternative I was thinking like maybe like a dog Park. Jan 33 I used to teach at Montevista School and, I’d like to say that, that, Please see Section there were parents that were taking a U-turn in front of the 3.5 Transportation school. But to keep our students-parents from making a U turn in and Traffic of this front of our school. and secondly, I don’t understand why the Draft EIR. CEQA meetings are? Now, instead of, you said thank you to all of us for coming during a holiday time to, to this meeting and I would like to know why you scheduled this CEQA meeting during a holiday time?
Impact Sciences, Inc. 1.0-29 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 1.0 Introduction
Comment Addressed In Commenter No. Comment Summary Section Richard 34 I’ve done construction all my life, all my life and all the projects Please see Section Goldbuck that I have ever worked on, commercial or industrial and so forth, 3.4 Pedestrian they always made them provide on-site, parking and now I see Safety and Section that, this playground is there. So, there’s not going to be any 3.5 Transportation parking on site. All the parking is going to be down ah- on and Traffic of this Highlander, it’s going to be abound Platt on both sides people are Draft EIR. going to be walking across right after school, back and forth and up the other streets towards the West. Now, if they put all those cars there, let’s say 250 cars that’s still not enough parking. So, where are the people going to park? The other thing, is that, Highlander if people are parked on school days and the people come to pick up the children, double parked, that street only has one lane there’s nowhere for cars to pass, they have to wait. There is only one lane. Most of the schools have double lanes so people can move. It’s not like that here. So, it’s going to be congested on Highlander completely. There’s not enough parking. Also, I had an office close to Van Owen and even before this was projected, when we heard car screech and there was an accident, often on that corner we would go out to see if they need an ambulance. We did it all and so with now, when they have the juveniles going through there, there’s going to be accidents, there’s going to be more of them than before. There’s not enough parking, for this thing, they should have provided some on-site there. Tony 35 When they put the speed humps in, I was very pro- please hurry Please see Section up, please put the speed humps in. Because the people in 3.4 Pedestrian Montevista were going about 45, 50 miles an hour down Safety and Section Highlander Road and some of the park which does not have fence 3.5 Transportation around it. So, we’re talking about new and inexperienced 16-year- and Traffic of this old drivers leaving the school at 2:30 while the small children are Draft EIR. in the Park and no fence around the Park to prevent them from running out in the street and I think that should be part of your concern. I realize that you are not- charge of the Park, but you are bringing the drivers into the communities. Brad 36 I would encourage you also to reconsider recreation a in the effect Please see Section that the students coming out of the High School would have on 6.0, Effects Found the Mae Boyer Park, you have that listed as “no impact”. I Not To Be imagine that there would be “some impact” but that should Significant of this probably be studied a little more as well. So, I consider you to Draft EIR. reconsider ah- the effect there. Asaff 37 It’s just not clear to me and I would like to get an answer, ah- I, I This comment does was raised by a few people here. Is there a will be at any point of not relate to the time ah- a representation for us in which we would have a voice, scope of the EIR. meaning not just raising a concern here but a Public Official elected by society not a LAUSD but rather a neighborhood council or or somebody that represent us in which we could influence in terms of making the decision or, is it strictly a LAUSD decision? That’s something that’s not clear and I’d like to get an answer to that.
Impact Sciences, Inc. 1.0-30 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 2.0 PROJECT DESCRIPTION
INTRODUCTION
The purpose of the project description is to describe the project in a way that will be meaningful to the public, reviewing agencies, and decision makers. This project description provides information pertaining to the Hale Charter Academy for Visual and Performing Arts (“proposed Project” or “Project”). As described in Section 15124 of the California Environmental Quality Act (CEQA) Guidelines, the project description in an EIR is required to contain the following information: (1) the location of the proposed Project; (2) a statement of Project objectives; (3) a general description of the Project’s technical, economic, and environmental characteristics; and (4) a statement briefly describing the intended uses of the EIR. The State CEQA Guidelines state that a project description need not be exhaustive, but should provide the level of detail needed for the evaluation and review of potential environmental impacts.
The project description is the starting point for all environmental analysis required by the State CEQA Guidelines. Section 15146 of the State CEQA Guidelines states that the degree of specificity required in an EIR will correspond to the degree of specificity involved in the underlying activity, which is described in the EIR. In this case, the proposed project consists of the construction of a new 532-seat campus for the Hale Charter Academy for Visual and Performing Arts (VAPA) high school program. The following project description serves as the basis for the environmental analysis contained in this Draft EIR.
PROJECT LOCATION
The Project site is located at 23834 Highlander Road in the Canoga Park-Winnetka-Woodland Hills-West Hills Plan Area of the City of Los Angeles. The approximately 7.3 acre Project site is currently vacant, but formerly consisted of the Highlander Road Elementary School (Highlander ES) campus. The Project site is bounded by Highlander Road on the north, Deveron Ridge Road on the west, Pertshire Circle on the east, and Bell Creek on the south. (Figure 2.0-1, Regional Location). Regional access to the Project site is provided by US 101 to the south and Interstate 118 (I-118) to the north. Local access is provided via Platt Avenue to the east and Valley Circle Boulevard to the west.
The land uses within the general vicinity of the Project site are primarily single-family residential uses, with the exception of the Mae Boyar Recreation Center directly to the west of the site. Residential uses are located across Deveron Ridge Road, and Bell Creek, a now channelized tributary to the Los Angeles River. (Figure 2.0-2, Project Vicinity) Low-scale commercial uses are located to the southeast along Platt Avenue, near Vanowen Street. The West Hills Recreation Center is located approximately 0.6 miles to the west and Bell Canyon Park, a large open space regional park offering hiking, mountain biking, rock
Impact Sciences, Inc. 2.0-1 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 2.0 Project Description
climbing, and equestrian riding, is approximately 0.8 miles to the west. A small pocket of neighborhood commercial uses are located 0.1 miles to the south, along Platt Avenue, with a larger pocket of commercial uses, the Platt Village Shopping Center, approximately 0.4 miles to the south. Additional public facilities uses to the south include Haynes Charter for Enriched Studies and a church. An aerial view of the site is provided in Figure 2.0-3 Aerial Photograph.
SITE BACKGROUND AND EXISTING CONDITIONS
Highlander ES opened in 1964 and operated as an elementary school until the summer of 1982, when it ceased operating due to declining enrollment and shifting demographics. It was one of 22 schools closed across the District between 1982 and 1984. A variety of alternative uses were found for Valley schools no longer needed for LAUSD students, including magnet and community adult schools, private schools, and TV production. However, nine campuses remained vacant.
Following closure, the Highlander ES campus was intermittently leased out to various users, including other schools, churches, and film crews. However, as the school was not being regularly utilized, the facilities fell into various states of disrepair and became uninhabitable for school use, leading to its complete closure in 2004. 1 LAUSD’s Facilities Services Division (FSD) subsequently secured the site with perimeter fencing and conducted minimal maintenance activities, including weed abatement, trash removal and graffiti removal.
In February 2016, Highlander ES was identified by the District as a potential site for future development. During the site due diligence process, the District’s Supervising Structural Engineer assessed the structures on the campus and determined that they were in severely deteriorated states and poor condition. Although the structures were vacated, they became an attractive nuisance. The occasional presence of maintenance staff and illegal presence of trespassers and transients on the site resulted in a reasonably foreseeable danger, because they were at significant risk in the event of a structural failure. It was therefore concluded that the campus was not safe for occupancy and recommended for demolition. A Notice of Exemption was filed in May 2016 per CEQA Guidelines Section 15269 and structures on the campus were demolished in the summer/fall of 2016.2
In February of 2016, the Board authorized the initiation of due diligence activities for the potential use and development of the closed campus for the VAPA high school program. The proposed Project will be considered by the Board only upon completion of the CEQA process and certification of the EIR.
1 Historic Resource Evaluation Report for Highlander Elementary School, Los Angeles, ASM Affiliates, June 2016. 2 LAUSD OEHS, “Demolition of Highlander Elementary School and Oso Elementary School School Notice of Exemption,” filed May 31, 2016. http://achieve.lausd.net/ceqa
Impact Sciences, Inc. 2.0-2 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 2.0 Project Description
Hale Charter Academy for Visual and Performing Arts
The proposed Hale Charter Academyresponds to the expressed needs of the Northwest Woodland Hills community by providing a grade 6th through 14th comprehensive arts program in partnership with surrounding post-secondary institutions such as: California State University, Northridge; California Institute of the Arts; California Lutheran University, University of California, Los Angeles; and Pierce College for the advanced study of the visual and performing arts. The District has based the need for the project on the high number of residents in the area based in the entertainment industry and students have indicated a high interest in both performing and visual art fields.3
The proposed Project is an expansion of the existing Hale Charter Academy middle school program (that currently has a waiting list of more than 300 students). The proposed new program would allow the school to grow their enrollment and expand to include high school grades. This action is consistent with the Board of Education’s Resolution to grow school enrollment, and aligns with the District’s desire to improve arts education opportunities for all students. This new program, focused on the arts is expected to expand enrollment by 532 students. By providing a high interest and specialized curriculum with a pathway into high school, the District can increase student retention rates in the Local District Northwest.
The proposed Hale Charter Academy and the new school development being contemplated at the former Highlander ES campus are part of a much larger educational program which is the development of a Zone of Opportunities in Local District Northwest. Local District Northwest has already proven that by offering high interest programs, students will remain in our schools and even come from other areas of the District and beyond. The proposed Hale Charter Academy high school VAPA program, an extension of the existing Hale Charter Academy middle school VAPA program, is an integral part of providing opportunities and choices to families residing in the Northwest Valley.
3 LAUSD, Board of Education Report, #Rep-276-15/16
Impact Sciences, Inc. 2.0-3 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 Kern County Kern County Ventura County Los Angeles County
Lockwood Valley
INTERSTATE 5
Los Angeles County
Ventura County
LIFORN CA IA
LIFORN Piru CA IA Santa Clarita 14 126
LIFORNI Fillmore CA A
LIFORN 150 CA IA 126
LIFORN CA IA 126 Bardsdale
LIFORN CA IA 23 INTERSTATE Santa Paula Project5 Site Moorpark Porter Ranch LIFORN CA IA
LIFORN Mission HillsCA IA 118 INTERSTATE LIFORN CA IA 118 210 118 Simi Valley Granada Hills
US Chatsworth LIFORN CA IA
LIFORN 101 23 CA IA Sun Valley Camarillo 27 LIFORN CA IA Newbury Park 34 INTERSTATE Warner Center LIFORN Thousand Oaks CA IA 5 170 North Hollywood
LIFORN CA IA US 134 101 Woodland Hills Encino Sherman Oaks Calabasas Hollywood US Point Mugu INTERSTATE 101 405
LIFORN CA IA
LIFORN 23 CA IA Beverly Hills 2
LIFORN CA IA INTERSTATE Malibu 1 10 Santa Monica Culver City
LIFORN P CA IA a c 90 i f i
LIFORN c CA IA O 1 Inglewood c INTERSTATE e 105 a n 7.5 3.75 0 7.5
n APPROXIMATE SCALE IN MILES
SOURCE: Impact Sciences, Inc., 2016
FIGURE 2.0-1 Regional Location
0695.017•09/16 500 250 0 500 Legend Project Site n APPROXIMATE SCALE IN FEET
SOURCE: Google Maps 2016
FIGURE 2.0-2 Project Vicinity
0695.17•07/17 500 250 0 500 Legend Project Site n APPROXIMATE SCALE IN FEET
SOURCE: PDG Architects
FIGURE 2.0-3 Aerial Photograph
0695.17•09/16 2.0 Project Description
Land Use and Zoning
The City of Los Angeles General Plan land use designation for the Project site is “Public Facilities” (Figure 2.0-4 City of Los Angeles General Plan Land Use Designation). The City of Los Angeles Municipal Code – Zoning Plan has designated the proposed project site as PF: Public Facilities, a zone for the use and development of publicly owned land, including fire and police stations, public libraries not located inside public parks, post office and related facilities, public health facilities such as clinics and hospitals, public elementary and secondary schools, public parking facilities under freeway rights-of- way, and farming and nurseries under power transmission rights-of-way (Figure 2.0-5, Zoning Designation Map). The City of Los Angeles has designated the properties surrounding the Project site as R1 (One-Family Zone/Low Residential Land Use) to the north, west, south and east of the Project site in the City’s Zoning Plan and General Plan. The proposed Project site is located on Assessor’s Parcel Number (APN) 2028-027-900. The Project site is located in the Canoga Park-Winnetka-Woodland Hills- West Hills Community Plan Area (CPA) which is one of the 35 CPAs that comprise the land use element for the City of Los Angeles General Plan (Figure 2.0-6, Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan Area).
Impact Sciences, Inc. 2.0-7 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 City of Los Angeles ZIMAS PUBLIC Generalized Zoning 08/31/2016 Department of City Planning Legend Project Site
GENERAL PLAN LAND USE OPEN SPACE / PUBLIC FACILITIES LAND USE Open Space RESIDENTIAL Public / Open Space Minimum Residential Public / Quasi-Public Open Space Very Low / Very Low I Residential Other Public Open Space Very Low II Residential Public Facilities Low / Low I Residential Low II Residential COMMERCIAL Low Medium / Low Medium I Residential Neighborhood Commercial
SOURCE: City of Los Angeles Address: 23834 W HIGHLANDER ROAD Tract: TR 26298 Zoning: [Q]PF-1XL FIGURE 2.0-4 APN: 2028027900 Block: None General Plan: Public Facilities PIN #: 183B089 501 Lot: 1 City of Los Angeles General Plan Land Use Designation
0695.17•09/16 Arb: None
Streets Copyright (c) Thomas Brothers Maps, Inc. City of Los Angeles ZIMAS PUBLIC Generalized Zoning 08/31/2016 Department of City Planning Legend Project Site
SOURCE: City of Los Angeles Address: 23834 W HIGHLANDER ROAD Tract: TR 26298 Zoning: [Q]PF-1XL FIGURE 2.0-5 APN: 2028027900 Block: None General Plan: Public Facilities PIN #: 183B089 501 Lot: 1 Zoning Designation Map
0695.17•09/16 Arb: None
Streets Copyright (c) Thomas Brothers Maps, Inc. SOURCE: City of Los Angeles
FIGURE 2.0-6 Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan Area
0695.17•09/16
as of April 23 2013-CPC-2008-3470-SP-GPA-SUD (Warner Center Plan 2035 date posted 081914) PLT:09/16/14 2.0 Project Description
PROJECT OBJECTIVES
LAUSD has established the following objectives for the proposed Project:
1. Provide educational facilities dedicated to the Hale Charter Academy Visual and Performing Arts program and allow the school to increase enrollment and expand to include high school grades.
2. Improve access to arts educations opportunities for all students.
3. Provide high interest and specialized curriculum with a pathway to high school to increase student retention rates in Local District Northwest.
4. Implement Zone of Opportunities in Local District Northwest.
5. Build and maintain a school that reflects the wise and efficient use of limited District Bond Funds and General Funds.
6. Build and maintain a school that reflects the wise and efficient use of under-utilized District property.
7. Build and maintain a school within proximity to Hale Charter Academy, where the VAPA middle school program is housed, thus creating a smooth transition for families, students, and educators engaged in the VAPA program
8. Create schools that are centers of community engagement both during and outside of normal operating hours
9. Avoid the displacement of existing District programs/operators
PROJECT CHARACTERISTICS
The proposed Project consists of a new 532 seat campus for the Hale Charter Academy high school VAPA program (grades 9 through 14). The Project is expected to generally consist of approximately 73,629 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. Play courts and play fields, as well as faculty parking are also proposed, consistent with LAUSD requirements. No student parking is proposed at this time. In addition to classrooms and administrations spaces, the Project would include a great room/multi-purpose space to support performances and pre-production related curriculum. Current plans are to operate the school on a traditional single-track, two-semester, 180-day calendar. School instructional hours would be from approximately 8:00 a.m. to 3:00 p.m., with staff and students of the proposed school arriving on campus between approximately 7:00 a.m. and 8:00 a.m. and leaving between approximately 3:00 p.m. and 6:00 p.m. The proposed Project would have a dedicated staff with approximately 70 full-time and part-time faculty and staff. A site plan is provided in Figure 2.0-7.
Impact Sciences, Inc. 2.0-11 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 2.0 Project Description
School Buildings and Facilities
The proposed Project consists of new 532 seat campus for the Hale Charter Academy VAPA high school program (grades 9 through 14). The proposed project is generally expected to consist of approximately 73,241 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. Buildings would be one to two stories in height (approximately 30 feet to the top of the highest roof and approximately 35 feet to the top of the mechanical screens on the two-story classroom buildings). (Figure 2.0-7, Site Plan) The proposed Project includes, but is not limited to
• Construction of approximately 28,634 square feet of instructional space, including performance arts, in 19 classrooms with approximately 3,097 square feet of “support space” including restrooms, storage and supply areas.
• Construction of a library, multipurpose room, physical education space, and food service areas.
• An approximately 4,564 square foot administration area.
• Approximately 2,447 square feet of maintenance and operations areas.
• Furnishings and equipment with grade appropriate desks, chairs, and equipment.
The proposed Project design would conform to the requirements of the Americans with Disabilities Act (ADA), Division of the State Architect (DSA), CEQA, and any other required improvements or mitigations to ensure compliance with District, local, state, and/or federal facilities requirements. No existing buildings would be demolished as a result of the proposed Project, as the site is currently vacant. The Project includes a landscape plan to replace existing trees. New trees will be replaced at an appropriate size and selected from LAUSD Approved Plant List. The Hale Charter Academy athletic fields would be available during off-school hours for permitted use by public organizations.
Off Site Improvements
The following street and sidewalk improvements would be made off-site as part of the proposed project in accordance with City of Los Angeles Bureau of Engineering recommendations:
• Construction of a standard ADA access ramp at each street corner with a 25-foot radius curb return.
• Construction of ADA facilities (ramps and sidewalks) as necessary.
• Any cracked, broken, or off-grade curb, gutter, sidewalk, and pavement identified along Highlander Road, Pertshire Circle, and Deveron Ridge Road would be repaired or replaced
• Construction of driveways no wider than 30 feet.
Impact Sciences, Inc. 2.0-12 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 2.0 Project Description
• Construction of curb outlets or connections to catch basins located at Highlander Road, Pertshire Circle, and Deveron Ridge Road to capture any discharge of roof or site storm water drainage associated with the Project, in accordance with Low Impact Development (LID) requirements, to be demonstrated to the City Engineer.
Access and Circulation
The student drop-off and pick-up operation has been planned to minimize potential vehicular queuing on the local street system. In addition, it is designed to minimize potential safety and traffic issues associated with the single family residences that surround the Project site.
Primary access to the Project site would be available via two student drop-off and pick-up points. The first student drop off and pick up lane would be located along Deveron Ridge Road along the shared border of Mae Boyar Recreation Center and the Project site. This segment of Deveron Ridge Road has been planned for the drop-off/pick-up operation as it is a cul-de-sac with no current uses except to provide street parking for the adjacent Mae Boyar Recreation Center. The cul-de-sac would be reconstructed to allow vehicle ingress from Highlander Road to the pick-up and drop-off lane with minimal queuing on residential streets. The second pick up and drop off point would be provided via the frontage of the Project site on Highlander Road.
Project Schedule
LAUSD anticipates pre-construction activities to be completed in the 2nd quarter of 2019 (including DSA review and approval). Construction activities are anticipated to begin in the 3rd quarter of 2019 and to be
completed in the 3rd quarter of 2021.
Impact Sciences, Inc. 2.0-13 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 Potential Drop-Off Area
Potential Drop-Off Area Potential Drop-Off Courtyard
Playfields
Parking Sport Courts
scale:
SOURCE: PDG Architects
FIGURE 2.0-7 Site Plan
0695.17•09/16 2.0 Project Description
PROGRAM EIR FOR THE SCHOOL UPGRADE PROGRAM
The proposed Project is part of the District’s School Upgrade Program (Program), for which an EIR was prepared and certified by the District’s Board of Education (Program EIR). Therefore, this EIR, where applicable, incorporates the Program EIR by reference, thereby providing project-level analysis that concentrates on site-specific issues related to the proposed Project. Applicable Standard Conditions of Approval (SC) provided in the Program EIR are cited in this EIR. The Program EIR is available for review online at http://achieve.lausd.net/ceqa.
LAUSD Standard Conditions of Approval
LAUSD Standard Conditions of Approval (SC) are uniformly applied development standards and were adopted by the LAUSD Board of Education in November 2015.4 The SCs were compiled from established LAUSD standards, guidelines, specifications, practices, plans, policies, and programs, as well as typically applied mitigation measures. The SCs are divided into the 18 LAUSD CEQA environmental topics (Appendix G of the CEQA Guidelines and also includes Pedestrian Safety). For each Standard Condition of Approval compliance is triggered by factors such as the project type, existing conditions, and type of environmental impact. Compliance with every standard condition is not required. The SC’s applicable to the proposed Project are listed in Table 2.0-1 LAUSD Standard Conditions for Projects..
4 LAUSD. 2015. Program EIR for the School Upgrade Program. Available at: http://achieve.lausd.net/ceqa.
Impact Sciences, Inc. 2.0-15 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017
Table 2.0-1 LAUSD Standard Conditions for the Project
SC Topic Trigger for Implementation Standard Conditions Compliance Phase Aesthetics SC-AE-3 Visual Character Project design Prior LAUSD shall assess a proposed project’s consistency with the general character of the surrounding neighborhood, including any proposed changes to the density, height, bulk, and setback of new building (including stadium), addition, or renovation. Where feasible, LAUSD shall make appropriate design changes to reduce or eliminate viewshed obstruction and degradation of neighborhood character. Such design changes could include, but are not limited to, changes to campus layout, height of buildings, landscaping, and/or the architectural style of buildings. SC-AE-6 Light and glare Nighttime Lighting During and after installation of lights, the Project shall comply with the School Design illumination installation Guide, which outlines requirements for lighting and measures to minimize glare for pedestrians, drivers and sports teams, and to avoid light spilling onto adjacent properties. SC-AE-7 Light and glare Nighttime During project LAUSD shall reduce the lighting intensity from the new sources on adjacent residences to illumination design no more than two foot-candles, measured at the residential property line. LAUSD shall utilize hoods, filtering louvers, glare shields, and/or landscaping as necessary to achieve the standard. The lamp enclosures and poles shall also be painted to reduce reflection. Following installation of lights the lighting contractor shall review and adjust lights to ensure the standard is met. SC-AE-8: Light and glare Nighttime During project Design site lighting and select lighting styles and technologies to have minimal impact illumination design off-site and minimal contribution to sky glow. Minimize outdoor lighting of architectural and landscape features and design interior lighting to minimize trespass outside from the interior. International Dark-Sky Association (IDA) and the Illuminating Engineering Society (IES) Model Lighting Ordinance (MLO) shall be used a guide for environmentally responsible outdoor lighting. The MLO outdoor lighting has outdoor lighting standards that reduce glare, light trespass, and skyglow. The Joint IDA-IESNA Model Outdoor Lighting Ordinance (MLO) uses lighting zones (LZ0-4) which allow the District to vary the stringency of lighting restrictions according to the sensitivity of the area as well as consideration for the community. The MLO also incorporates the Backlight-Uplight- Glare (BUG) rating system for luminaires, which provides more effective control of unwanted light. IDA-IESNA Model establishes standards to: • Limit the amount of light that can be used • Minimize glare by controlling the amount of light that tends to create glare • Minimize sky glow by controlling the amount of uplight • Minimize the amount of off-site impacts or light trespass
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Air Quality SC-AQ-2 Construction Use of During LAUSD’s construction contractor shall ensure that construction equipment is properly emissions construction construction tuned and maintained in accordance with manufacturer’s specifications, to ensure equipment excessive emissions are not generated by unmaintained equipment. SC-AQ -3 Construction Removal of soil During LAUSD’s construction contractor shall: emissions construction • Maintain slow speeds with all vehicles • Load impacted soil directly into transportation trucks to minimize soil handling • Water/mist soil as it is being excavated and loaded onto the transportation trucks • Water/mist and/or apply surfactants to soil placed transportation trucks prior to exiting the site • Minimize soil drop height into transportation trucks or stockpiles during dumping • During transport, cover or enclose trucks transporting soils, increase freeboard requirements, and repair trucks exhibiting spillage due to leaks • Cover the bottom of the excavated area with polyethylene sheeting when work is not being performed • Place stockpiled soil on polyethylene sheeting and cover with similar material. • Place stockpiled soil in areas shielded from prevailing winds. SC-AQ-4 Construction Exterior During If site-specific review of a school construction project identified potentially significant emissions construction construction adverse regional and localized construction air quality impacts, then LAUSD shall and the use of implement all feasible measures to reduce air pollutant emissions below the South Coast large, heavy or Air Quality Management District’s (SCAQMD) regional and localized significance noisy thresholds. construction LAUSD shall mandate that construction bid contract include measures identified in the equipment air quality analysis. Measures shall reduce construction emissions during high-emission construction phases from vehicles and other fuel driven construction engines, activities that generate fugitive dust, and surface coating operations. Specific air emissions reduction measures include, but are not limited to, the following: Exhaust Emissions • Schedule construction activities that affect traffic flow to off-peak hours (e.g. between 10:00 AM and 3:00 PM). • Consolidate truck deliveries and/or limit the number of haul trips per day. • Route construction trucks off congested streets. • Employ high pressure fuel injection systems or engine timing retardation. • Utilize ultra-low sulfur diesel fuel, containing 15 ppm sulfur or lessb(ULSD) in all diesel construction equipment. • Use construction equipment rated by the United States Environmental Protection
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Air Quality (continued) • Agency as having Tier 3 (model year 2006 or newer) or Tier 4 (model year 2008 or newer) emission limits for engines between 50 and 750 horsepower. • Restrict non-essential diesel engine idle time, to not more than five consecutive minutes. • Utilize electrical power rather than internal combustion engine power generators as soon as feasible during construction. • Utilize electric or alternatively fueled equipment, if feasible. • Utilize construction equipment with the minimum practical engine size. • Utilize low-emission on-road construction fleet vehicles. • Ensure construction equipment is properly serviced and maintained to the manufacturer’s standards. Fugitive Dust • Apply non-toxic soil stabilizers according to manufacturers’ specification to all inactive construction areas (previously graded areas inactive for ten days or more). • Replace ground cover in disturbed areas as quickly as possible. • Sweep streets at the end of the day if visible soil material is carried onto adjacent public paved roads (recommend water sweepers with reclaimed water). • Install wheel washers where vehicles enter and exit unpaved roads onto paved roads, or wash off trucks and any equipment leaving the site each trip. • Pave construction roads that have a traffic volume of more than 50 daily trips by construction equipment, and/or 150 daily trips for all vehicles. • Pave all construction access roads for at least 100 feet from the main road to the project site. • Water the disturbed areas of the active construction site at least three times per day, except during periods of rainfall. • Enclose, cover, water twice daily, or apply non-toxic soil binders according to manufacturers’ specifications to exposed piles (i.e., gravel, dirt, and sand) with a five percent or greater silt content. • Suspend all excavating and grading operations when wind speeds (as instantaneous gusts) exceed 25 miles per hour (mph). Apply water at least three times daily, except during periods of rainfall, to all unpaved road surfaces. • Limit traffic speeds on unpaved road to 15 mph or less. • Prohibit high emission causing fugitive dust activities on days where violations of the ambient air quality standard have been forecast by SCAQMD. • Tarp and/or maintain a minimum of 24 inches of freeboard on trucks hauling dirt,
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Air Quality (continued) sand, soil, or other loose materials. • Limit the amount of daily soil and/or demolition debris loaded and hauled per day. Biological Resources SC-BIO-3 Biological Tree removal During If tree or building removal is required during nesting season, LAUSD shall either: Resources construction • Retain a qualified biologist to conduct an intensive nest search in all trees and buildings slated for removal before construction begins. If nest with young are found, the LAUSD shall not remove the trees until the young have fledged or the nest has been abandoned, or, • Delay tree or building removal until September 1 to February 28 to ensure reproductive success for native species using the site for nesting Cultural SC-CUL-13 Archeological In the event of During The contractor shall halt construction activities in the immediate area and notify the resources an archeological construction LAUSD. LAUSD shall retain a qualified archeologist to make an immediate evaluation of find significance and appropriate treatment of the resource. To complete this assessment, the qualified archeologist will be afforded the necessary time to recover, analyze, and curate the find. The qualified archeologist shall recommend the extent of archeological monitoring necessary to ensure the protection of any other resources that may be in the area. Construction activities may continue on other parts of the building site while evaluation and treatment of historical or unique archaeological resources takes place. SC-CUL-17 Archeological In the event of During LAUSD shall determine whether it is feasible to prepare and implement a Phase III Data resources an archeological construction Recovery/Mitigation Program. A Phase III Data Recovery/Mitigation Program would be find designed by a Qualified Archaeologist to recover a statistically valid sample of the archaeological remains and to document the site to a level where the impacts can be determined to be less than significant. All documentation shall be prepared in the standard format of the ARMR Guidelines, as prepared by the OHP. Once a Phase III Data Recovery/Mitigation Program is completed, an archaeological monitor shall be present on site to oversee the grading, demolition activities, and/or initial construction activities to ensure that construction proceeds in accordance with the adopted Phase III Data Recovery/Mitigation Program. The extent of the Phase III Data Recovery/Mitigation Program and the extent and duration of the archaeological monitoring program depend on site-specific factors. SC-CUL-18 Archeological In the event of During All work shall stop within a 30-foot radius of the discovery. Work shall not continue resources an archeological construction until the discovery has been evaluated by a qualified archaeologist and the local Native find American representative has been contacted and consulted to assist in the accurate recordation and recovery of the resources. SC-CUL-19 Paleontological Ground During LAUSD shall have a paleontological monitor on-call during construction activities. This resources disturbance construction monitor shall provide the construction crew(s) with a brief summary of the sensitivity, the rationale behind the need for protection of these resources, and information on the
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Cultural (continued) initial identification of paleontological resources. If paleontological resources are uncovered during construction, the on-call paleontologist shall be notified and afforded the necessary time and funds to recover, analyze, and curate the find(s). Subsequently, the monitor shall remain onsite for the duration of the ground disturbances to ensure the protection of any other resources that may be in the area. SC-CUL-20 Paleontological Ground During The paleontological monitor shall be on site for all ground altering activities and shall resources disturbance construction advise LAUSD as to necessary means of protecting potentially significant paleontological resources, including, but not limited to, possible cessation of construction activities in the immediate area of a find. If resources are identified during the monitoring program, the paleontologist shall be afforded the necessary time and funds to recover, analyze, and curate the find(s). Subsequently, the monitor shall remain on site for the duration of the ground disturbances to insure the protection of any other resources that may be in the area. Geology and Soils SC-HWQ-2 Soils and erosion Ground During This checklist has requirements for compliance with the General Construction Activity Compliance disturbance construction Permit and is used by OEHS to evaluate permit compliance. Requirements listed include Checklist for a SWPPP; BMPs for minimizing storm water pollution to be specified in a SWPPP; and Stormwater monitoring storm water discharges to ensure that sedimentation of downstream waters Requirements remains within regulatory limits at a Construction Site Greenhouse Gas SC-GHG-1 Greenhouse gas Water use During operation During school operation, LAUSD shall perform regular preventative maintenance on emissions during pumps, valves, piping, and tanks to minimize water loss. operation SC-GHG-2 Greenhouse gas Water use for During operation LAUSD shall utilize automatic sprinklers set to irrigate landscaping during the early emissions landscaping morning hours to reduce water loss from evaporation. SC-GHG-3 Greenhouse gas Water use for During operation LAUSD shall reset automatic sprinkler timers to water less during cooler months and emissions landscaping rainy season. SC-GHG-4 Greenhouse gas Water During project LAUSD shall develop a water budget for landscape (both non-recreational and emissions use/landscape design and recreational) and ornamental water use to conform to the local water efficient landscape planning operation ordinance. If no local ordinance is applicable, then use the landscape and ornamental budget outlined by the California Department of Water Resources. SC-GHG-5 Greenhouse gas Energy use During project LAUSD shall ensure that the time dependent valued energy of the proposed project emissions design design is at least 10 percent, with a goal of 20 percent less than a standard design that is a minimum compliance with the California Title 24, Part 6 energy efficiency standards that
are in force at the time the project is submitted to the Division of the State Architect .
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Hydrology and Water Quality SC-HWQ-1 Storm water Project design Project design Stormwater Technical Manual: This manual establishes design requirements and provides guidance for the cost-effective improvement of water quality in new and significantly redeveloped LAUSD school sites. These guidelines are intended to improve water quality and mitigate potential impacts to the Maximum Extent Practicable (MEP). While these guidelines meet current post-construction SUSMP requirements. The guidelines address the mandated post-construction element of the NPDES program requirements. SC-HWQ-2 Storm water General Construction Compliance Checklist for Stormwater Requirements at a Construction Site: This checklist Construction has requirements for compliance with the General Construction Activity Permit and is Permit used by OEHS to evaluate permit compliance. Requirements listed include a SWPPP; BMPs for minimizing storm water pollution to be specified in a SWPPP; and monitoring storm water discharges to ensure that sedimentation of downstream waters remains within regulatory limits SC-HWQ-3 Storm water General Construction and During construction and operation, miscellaneous requirements include: Construction operation • Environmental Training Curriculum Permit • Hazardous Waste Management Program • Medical Waste Management Program • Environmental Compliance Inspections • Safe School Inspections • Integrated Pest Management Program • Fats Oil and Grease Management Program • Solid Waste Management Program SC-HWQ-4 Flood hazards During site due Prior to granting The analysis for new projects shall include evaluation of all possible flood hazards as diligence and of entitlements determined by: (1) review of FEMA flood maps; (2) review of flood information environmental provided by local city or county floodplain managers; (3) review of California review Department of Water Resources dam safety information; and, (4) local drainage analysis by a civil engineer. The flood hazard determination shall include consideration of tsunamis and debris flow. New projects should be located outside of these hazard areas, if practical. SC-HWQ-5 Flood hazards During site During design of Where placing the project outside the floodplain is impractical, the school or project review the project structure shall be protected from flooding by containment and control of flood flows (e.g., elevating lowest floors at least one foot above the expected 100-year flood level).
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Noise SC-AQ-2 Construction If large During project LAUSD’s construction contractor shall ensure that construction equipment is properly noise construction construction tuned and maintained in accordance with manufacturer’s specifications, to ensure equipment is excessive noise is not generated by unmaintained equipment. used SC-NOI-1 Exterior Campus Exterior noise During project LAUSD shall include features such as sound walls, building configuration, and other Noise levels are or design design featuers in order to attenuate exterior noise levels on a school campus to less than would be great 70 dBA L10 or 67 dBA Leq. than 70 dBA SC-NOI-9 Construction Exterior During LAUSD shall prepare a noise assessment. If site-specific review of a school construction Noise construction Construction project identifies potentially significant adverse construction noise impacts, then LAUSD and the use of shall implement all feasible measures to reduce below applicable noise ordinances. large, heavy or Exterior construction noise levels exceed local noise standards, policies, or ordinances at noisy noise sensitive receptors. LAUSD shall mandate that construction bid contracts include construction the measures identified in the noise assessment. Specific noise reduction measures equipment include, but are not limited to, the following: Source Controls: • Time Constraints – prohibiting work during sensitive nighttime hours • Scheduling – performing noisy work during less sensitive time periods (on operating campus: delay the loudest noise generation until class instruction at the nearest classrooms has ended; residential: only between 7:00 AM and 7:00 PM) • Equipment Restrictions – restricting the type of equipment used • Noise Restrictions – specifying stringent noise limits • Substitute Methods – using quieter methods and/or equipment • Exhaust Mufflers – ensuring equipment have quality mufflers installed • Lubrication & Maintenance – well maintained equipment is quieter • Reduced Power Operation – use only necessary size and power • Limit Equipment On-Site – only have necessary equipment onsite • Noise Compliance Monitoring – technician on site to ensure compliance • Quieter Backup Alarms – manually-adjustable or ambient sensitive types Path Controls • Noise Barriers – semi-permanent or portable wooden or concrete barriers • Noise Curtains – flexible intervening curtain systems hung from supports • Enclosures – encasing localized and stationary noise sources • Increased Distance – perform noisy activities farther away from receptors, including operation of portable equipment, storage and maintenance of equipment
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Noise (continued) Receptor Controls • Window Treatments – reinforcing the building’s noise reduction ability • Community Participation – open dialog to involve affected residents • Noise Complaint Process – ability to log and respond to noise complaints. Advance notice of the start of construction shall be delivered to all noise sensitive receptors adjacent to the project area. The notice shall state specifically where and when construction activities will occur, and provide contact information for filing noise complaints with the contractor and the District. In the event of noise complaints the LAUSD shall monitor noise from the construction activity to ensure that construction noise does not exceed limits specified in the noise ordinance. • Temporary Relocation – in extreme otherwise unmitigatable cases. Temporarily move residents or students to facilities away from the construction activity. Public Services SC-PS-1 Police and fire Construction of Prior to project LAUSD shall: 1) have local fire and police jurisdictions review all construction and site new schools construction plans prior to the State Fire Marshall’s final approval; and 2) provide a full site plan for the local review, including all buildings, both existing and proposed, fences, drive gates, retaining walls, and other construction affecting emergency vehicle access, with unobstructed fire lanes for access indicated SC-PS-2 Emergency During site Prior to operation LAUSD shall implement emergency preparedness and response procedures in all schools response planning of the school as required in LAUSD References, Bulletins, Safety Notes, and Emergency Preparedness Plans. Transportation and Pedestrian Safety SC-PED-1 Pedestrian safety Increase in During project Caltrans SRTS Program: The LAUSD is a participant in the SRTS program administered capacity by design by Caltrans and local law enforcement and transportation agencies. OEHS provides more than 25 pedestrian safety evaluations as a component of traffic studies conducted for new school percent or 10 projects. This pedestrian safety evaluation includes a determination of whether adequate classroom walkways and sidewalks are provided along the perimeter of, across from, and adjacent to a proposed school site and along the paths of identified pedestrian routes within a 0.25 mile radius of a proposed school site. The purpose of this review is to ensure that pedestrians are adequately separated from vehicular traffic. SC-PED -2 Safety analysis Increase in During project OEHS CEQA Specification Manual, Appendix C, Traffic and Pedestrian Safety capacity by design Requirements for New Schools. LAUSD has developed these performance guidelines to more than 25 minimize potential pedestrian safety risks to students, faculty and staff, and visitors at percent or 10 LAUSD schools. The performance guidelines include the requirements for student drop- classroom off areas, vehicle access, and pedestrian routes to school. Appendix C states school traffic studies shall identify measures to ensure separation between pedestrians and vehicles along potential pedestrian routes, such as sidewalks, crosswalks, bike paths, crossing guards, pedestrian and traffic signals, stop signs, warning signs, and other pedestrian access measures.
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Transportation and Pedestrian Safety (continued) SC-PED-3 Safety analysis Increase in During project OEHS CEQA Specifications Manual, Appendix D, Sidewalk Requirements for New capacity by design Schools. more than 25 LAUSD shall coordinate with the responsible traffic jurisdiction/agency to ensure these percent or 10 areas are improved prior to the opening of a school. Improvements shall include but are classroom not limited to: (1) Clearly designate passenger loading areas with the use of signage, painted curbs, etc (2) Install new walkway and/or sidewalk segments where none exist (3) Any substandard walk/sidewalk segments shall be improved to a minimum of eight feet wide (4) Provide other alternative measures that separate foot traffic from vehicular traffic, such as distinct travel pathways or barricades SC-PED-4 Safety analysis Increase in Prior to project School Traffic Safety Reference Guide REF – 4492.1: Guide sets forth requirements for capacity by approval traffic and pedestrian safety, and procedures for school principals to request assistance more than 25 from OEHS, the Los Angeles Schools Police Department (LASPD), or the local police percent or 10 department regarding traffic and pedestrian safety. Distribution and posting of the Back classroom to School Safety Tips flyer is required. This guide also includes procedures for traffic surveys, parking restrictions, crosswalks, advance warning signs (school zone), school parking signage, traffic controls, crossing guards, or for determinations on whether vehicle enforcement is required to ensure the safety of students and staff. SC-PED-5 Access to school Construction of Prior to project School Design Guide: The Guide states student drop-off and pick-up, bus loading areas, bus loading approval and parking areas shall be separated to allow students to enter and exit the school area, student grounds safely drop-off/pick- up area and/or parking SC-T-3 Traffic analysis Increase in Prior to project Coordinate with the local City or County Jurisdiction and agree on the following: capacity by approval - Compliance with the jurisdiction’s design guidelines for access, parking, and circulation more than 25 in the vicinity of the project percent or 10 classrooms - Scope of analysis and methodology for the traffic and pedestrian studies, including trip generation rates, trip distribution, number and location of intersections, traffic impact thresholds - Implementation of SRTS, traffic control and pedestrian safety devices Traffic and pedestrian safety impacts studies shall address local traffic and congestion during morning arrival times, and before and after evening stadium events. Loading zones will be analyzed to determine adequacy of pick-up and dropoff points. Recommendations will be developed in consultation with the local jurisdiction for curb loading bays or curb parking restrictions to accommodate loading needs and will control double parking and across-the-street loading. SC-T-4 Construction Construction Prior to LAUSD shall require its contractors to submit a construction worksite traffic control plan traffic equipment to construction to the LADOT for review prior to construction. The plan will show the location of any use public haul routes, hours of operation, protective devices, warning signs, and access to abutting
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SC Topic Trigger for Implementation Standard Conditions Compliance Phase Transportation and Pedestrian Safety (continued) roadways properties. LAUSD shall encourage its contractor to limit construction-related trucks to off-peak commute periods. As required by Caltrans, applicable transportation related safety measures shall be implemented during construction. SC-T-5 Operational School During school LAUSD shall incorporate applicable Best Management Practices (BMPs) including but traffic operation operation not limited to: LAUSD shall encourage ride-sharing programs for students and teachers. Tribal Cultural Resources SC-TCR-1 Tribal Cultural Discovery of During project All work shall stop within a 30 foot radius of the discovery. Work shall not continue until Resources tribal resources construction the discovery has been evaluated by a qualified archaeologist and the local Native American representative has been contacted and consulted to assist in the accurate recordation and recovery of the resources. Utilities and Service Systems SC-USS-1 Waste Disposal of solid During project Construction and demolition waste shall be recycled to the maximum extent feasible. management waste construction LAUSD has established a minimum non-hazardous construction and demolition debris recycling requirement of 75 percent by weight as defined in Specification 01340, Construction & Demolition Waste Management. (School Design Guide. January 2014) Specification 01340, Construction & Demolition Waste Management includes procedures for preparation and implementation, including reporting and documentation, of a Waste Management Plan for reusing, recycling, salvage or disposal of non-hazardous waste materials generated during demolition and/or new construction [Construction & Demolition (C&D) Waste], to foster material recovery and re-use and to minimize disposal in landfills. Requires the collection and separation of all C&D waste materials generated on-site, reuse or recycling on-site, transportation to approved recyclers or reuse organizations, or transportation to legally designated landfills, for the purpose of recycling salvaging and/or reusing a minimum of 75 percent of the C&D waste generated. SC-USS-2 Water use Upgrade of Prior to project LAUSD shall coordinate with the City of Los Angeles DWP or other appropriate water facilities construction jurisdiction and department prior to the relocation or upgrade of any water facilities to reduce the potential for disruptions in service SC-USS-3 Waste Disposal of solid During project Provide easily accessible area serving the entire school that are dedicated to the collection management waste operation and storage of materials for recycling including (at a minimum) paper, cardboard, glass, plastics, metals and landscaping waste. There shall be at least one centralized collection point (loading dock), and ability for separation of recyclables where waste is disposed of for classrooms and common areas such as cafeteria’s, gyms or multi-purpose rooms.
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Collaborative for High Performance Schools Criteria
LAUSD is the first school district in the United States to adopt and implement the Collaborative for High Performance Schools (CHPS) Criteria.5 The LAUSD Board of Education adopted a Resolution on High Performance School Facilities requiring Phase II of the New School Construction Program and future schools to be certified according to CHPS.6 These measures are considered beneficial to improving environmental quality. LAUSD has incorporated these into the project design and operation of projects as part of standard LAUSD practices. The CHPS criteria are assumed to be part of the District’s projects as they may apply to specific projects and are not included as mitigation measures. CHPS recommends flexible standards to promote energy efficiency, water efficiency, site planning, materials, and indoor environmental quality. Certain CHPS points are mandatory and are identified below as part of certain LAUSD Design Standards.
LAUSD Design Standards Best Management Practices
In addition to the CHPS criteria, LAUSD applies best management practices (BMPs) in accordance with the 2016 School Design Guide for LAUSD, which are established and refined as part of LAUSD’s current building efforts.7 The mandatory CHPS criteria and standard LAUSD BMPs measures are presented below as they may be applied to this specific proposed project.
Noise/Acoustics. In accordance with CHPS Criteria EQ3.0: Minimum Acoustical Performance, unoccupied classrooms must have a maximum background noise level of no more than 45 dBA Leq. Background noise levels of 45 dBA are not sufficient for classrooms with young children, students with limited English proficiency, and those with hearing impairments or language disorders. Districts and designers are strongly encouraged to move beyond these prerequisites and achieve background noise levels of 35 dBA for all classrooms. An analysis of the acoustical environment of the proposed project site (such as traffic) and characterization of planned building components (such as heating, ventilation, and air conditioning) was conducted to achieve a classroom acoustical performance with 45 A-weighted decibels (dBA) at the equivalent sound level (Leq) for an interior background noise level (unoccupied
5 Los Angeles Unified School District. Key OEHS Programs. Available at: http://achieve.lausd.net/Page/3495 6 Los Angeles Unified School District. 28 October 2003. Los Angeles City Board of Education Resolution, Sustainability and the Design and Construction of High Performance Schools. Los Angeles, CA. Available at: http://www.laschools.org/documents/download/sustainability%2Fhealthy_schools%2FBoard_Resolution_on_ CHPS.pdf 7 Los Angeles Unified School District, Design Standards Department. October 2016. “School Design Guide: Los Angeles Unified School District.” Available at: http://www.laschools.org/new-site/asset- management/schooldesign-guide
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with HVAC ) or better.8 Where excessive noise from operation of the new school site could disturb adjacent residential uses, the proposed project might incorporate buffers, such as masonry walls, between playgrounds and adjacent residential uses.
Hazards. In accordance with CHPS Criteria SS1.0: Code Compliance, locally or privately funded new schools, new buildings at existing schools, or major modernizations shall undertake an environmental evaluation that assesses possible environmental hazards from existing or formal hazardous waste sites; existing hazardous material pipelines (other than natural gas supplied to school); freeways and other busy traffic corridors, large agricultural operations, or rail yards within ¼ mile; and other operations that might reasonably be anticipated to emit hazardous air emissions, or to handle hazardous, or extremely hazardous materials, substances or waste.
Light and Glare. In accordance with CHPS Criteria SS5.1: Light Pollution Reduction, interior lighting shall be designed so that the angle of maximum candela from each interior luminaire as located in the building shall not exit out through the windows or maintain all non-emergency lighting on a programmable timer that turns lighting off during non-operable hours.9 Additionally, exterior lighting shall only be provided when it is clearly required for safety and comfort and designed not to exceed 80 percent of the lighting power allowed by the California energy efficiency standards in effect at the time of submission of the project to the Division of the State Architect. For a new building on an existing campus, additions, and major modernizations, the exterior requirement applies to the entire school site, not just the lighting around the new building or the building(s) being modernized. In accordance with the 2014 School Design Guide, all luminaires or lighting sources in connection with school construction projects shall be installed in such a manner as to minimize glare for pedestrians and drivers and to minimize light spilling onto adjacent properties.
Water Supply. LAUSD shall require its construction contractor to coordinate with the City of Los Angeles Department of Water and Power (LADWP) or other appropriate jurisdiction and department prior to the relocation or upgrade of any water facilities to reduce the potential for disruptions in service. With respect to outdoor systems, in accordance with CHPS Criteria WE1.0: Create Water Use Budget, CHPS requires the landscape and ornamental water-use budget to conform to the California Model Water Efficient Landscape Ordinance.
8 The unit of measurement of environmental noise is the decibel (dB). To better approximate the range of sensitivity of the human ear to sounds of different frequencies, the A-weighted decibel scale was devised. Because the human ear is less sensitive to low-frequency sounds, the A-scale de-emphasizes these frequencies by incorporating frequency weighting of the sound signal. When the A-scale is used, the decibel 9 Collaborative for High Performance Schools. 2009. California Criteria for High Performance Schools Best Practices Manual. Volume III. 2009 Edition. Available at: http://www.chps.net/manual/index.htm
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Fire Protection. In accordance with the 2016 School Design Guide, LAUSD shall reduce impacts to fire protection services in connection with new construction projects by requiring local fire jurisdictions to review and approve site plans.
Energy Efficiency. Under CHPS Criteria EE1.0: Minimum Energy Performance, new school designs must exceed the California energy efficiency standards (Title 24 – 2008, Part 6) by 15 percent or energy-efficient lighting with occupancy controls and/or economizers on the package equipment must be included in the design.10,11 In addition, new buildings must meet 2013 Title 24 standards, which became effective on July 1, 2014.
Waste Reduction and Efficient Material Use. Under CHPS Criteria ME1.0: Storage and Collection of Recyclables, the proposed project must meet local ordinance requirements for recycling space and provide an easily accessible area serving the entire school that is dedicated to the separation, collection, and storage of materials for recycling including, at a minimum, paper, cardboard, glass, plastics, metals, and landscaping waste.
Indoor Air Quality. Under CHPS Criteria EQ2.0A: Minimum HVAC and Construction IEQ Requirements, the proposed project must meet the performance requirements of ASHRAE Standard 62.1- 2007, which requires the design of building ventilation systems to ensure that the continuous delivery of outside air is no less than the governing design standard (Title 8, Sec. 5142), and occur at all times rooms are occupied. Ventilation rates shall be no less than required by California Title 24, Part 6, §121 or the outdoor ventilation rate calculated according to the outdoor air ventilation rate procedure in § 6.2 ASHRAE 62.1-2007. The design must ensure that the supply operates in continuous mode and is not readily defeated (i.e., blocked registers or windows) during occupancy periods.
Thermal Comfort. Under CHPS Criteria EQ2.0B: ASHRAE 55 Thermal Comfort Code Compliance and Moisture Control, the proposed project must comply, at minimum with the American Society of Heating, Refrigeration, and Air-Conditioning Engineers (ASHRAE) Standard 55-2004 for thermal comfort standards, including humidity control within established ranges per climate zone. Indoor design temperature and humidity conditions for general comfort applications shall be determined in accordance with appropriate American National Standards Institute (ANSI) or ASHRAE standards.12
10 Collaborative for High Performance Schools. 2009. California Criteria for High Performance Schools Best Practices Manual. Volume III. 2009 Edition. Available at: http://www.chps.net/manual/index.htm 11 California Energy Commission. 2008 Building Energy Efficiency Standards. Available at: http://www.energy.ca.gov/2008publications/CEC-400-2008-001/CEC-400-2008-001-CMF.PDF 12 Note: ASHRAE Standard 55-2013 -- Thermal Environmental Conditions for Human Occupancy (ANSI Approved) is the most up-to-date version of ASHRAE 55.
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LAUSD Construction BMPs
Water Quality and Hydrology
LAUSD shall obtain a National Pollution Discharge Elimination System (NPDES) permit from the Regional Water Quality Control Board (RWQCB) with requirements for discharge, BMPs, and Stormwater Pollution Prevention Plan (SWPPP). LAUSD’s construction contractor shall properly discharge any water accumulation within the excavation pit in accordance with BMPs and a dewatering plan that must be developed and approved prior to construction as part of the NPDES General Construction Stormwater Permit. LAUSD’s construction contractor shall prevent sediment flows from entering storm drainage systems by constructing temporary filter inlets around existing storm drain inlets prior to the stabilization of the construction site area. The sediment trapped in these impounding areas shall be removed after each storm. LAUSD’s construction contractor shall collect and discharge surface runoff into the storm water collection system. The design of the storm drain system (i.e., drain inlets and conveyances) must be adequate to prevent localized flooding due to foliage and debris entrapment from increased storm runoff and prevent contamination of any nearby water basins. To accommodate the additional storm water runoff and annual water yield resulting from the construction, storm drain improvements shall provide capacity to carry 25-year peak runoff rates. As required, an NPDES storm water permit application shall be submitted and the effluent quality criteria shall be specified in the permit, as determined by the Los Angeles RWQCB based on receiving water guidelines and waste load allocations. Monitoring of the outflow from the collection system may be required in the permit to ensure that the requirements and water quality criteria specified by the permit are achieved. The construction contractor shall use reclaimed water during the construction process, specifically for dust control, soil compaction, and concrete mixing, to the extent feasible.
Construction Traffic
LAUSD shall require its contractors to submit a construction worksite traffic control plan to the LADOT for review prior to construction. The plan will show the location of any haul routes, hours of operation, protective devices, warning signs, and access to abutting properties. LAUSD shall encourage its contractor to limit construction-related trucks to off-peak commute periods. As required by the State of California Department of Transportation (Caltrans), applicable transportation related safety measures shall be implemented during construction.
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Construction Air Emissions
LAUSD shall comply with all applicable South Coast Air Quality Management District (SCAQMD) rules and regulations in carrying out its Program. To reduce the potential for significant hazardous emissions during a removal action, LAUSD or its construction contractor shall:
• Maintain slow speeds with all vehicles
• Load impacted soil directly into transportation trucks to minimize soil handling
• Water/mist soil as it is being excavated and loaded onto the transportation trucks
• Water/mist and/or apply surfactants to soil placed in transportation trucks prior to exiting the site
• During dumping, minimize soil drop height into transportation trucks or stockpiles
• During transport, cover or enclose trucks transporting soils, increase freeboard requirements, and repair trucks exhibiting spillage due to leaks
• Cover the bottom of the excavated area with polyethylene sheeting when work is not being performed
• Place stockpiled soil on polyethylene sheeting and cover with similar material
• Place stockpiled soil in areas shielded from prevailing winds
Construction Noise
The LAUSD shall require the construction contractor to keep properly functioning mufflers on all internal combustion and vehicle engines used in construction. The LAUSD shall require its construction contractor to provide advance notice of the start of construction to all noise sensitive receptors, businesses, and residences adjacent to the project area. The announcement shall state specifically where and when construction activities will occur, and provide contact information for filing noise complaints. During construction activities, LAUSD’s construction contractor or Owner’s Authorized Representative (OAR) shall serve as the contact person in the event that noise levels become disruptive to local residents. During construction activities, the construction contractor shall locate portable equipment and shall store and maintain equipment as far as possible from the adjacent residents. LAUSD shall require the construction contractor to comply with all applicable noise ordinances of the affected jurisdiction (e.g., City of Los Angeles). In the event of complaints by nearby residents or sensitive receptors, LAUSD shall monitor noise from the construction activity to ensure that construction noise does not exceed limits specified in the noise ordinance. LAUSD shall include the applicable city or county ordinance in all construction contracts. LAUSD shall require its contractors to build a masonry wall or other noise
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reducing measures along the property line adjacent to residential uses when necessary to reduce noise levels on adjacent sensitive receptors. If project construction noise levels are expected to exceed noise thresholds of significance, LAUSD may require the construction contractor to install effective noise attenuation measures that may be identified as part of the environmental review of each individual project.
Hazardous Materials
For state-funded classroom construction projects, LAUSD shall assess and remediate hazardous materials under DTSC supervision. For classroom construction projects that do not receive DTSC oversight, LAUSD will assess and remediate hazardous material under supervision of the LAUSD OEHS and in conformance with all applicable laws and regulations. .
Sewer Services
LAUSD or its construction contractor shall coordinate with the City of Los Angeles Department of Public Works, Bureau of Sanitation, and Bureau of Engineering or other appropriate jurisdictions and departments prior to the relocation or upgrade of any sewer facilities to reduce the potential for disruptions in service.
Waste Management
To ensure optimal diversion of solid resources generated by a project, the LAUSD shall require its contractors to prepare and implement, including reporting and documentation, a Waste Management Plan (Process) for reusing, recycling, salvage or disposal of non-hazardous waste materials generated during demolition and/or new construction (Construction & Demolition [C&D] Waste), to foster material recovery and reuse and to minimize disposal in landfills. In accordance with the CHPS Criteria ME2.0: Minimum Construction Site Waste Management, all new construction work and major modernizations are required to recycle, compost, and/or salvage at least 50 percent (by weight) of the non-hazardous construction and demolition debris. In accordance with the 2014 School Design Guide, LAUSD shall establish a minimum non-hazardous construction and demolition debris recycling requirement of 75 percent of waste, as defined in Specification 01340, Construction & Demolition Waste Management. LAUSD has established procedures for C&D Waste management that must be complied with in meeting this requirement. The procedures establish a standard format for preparing the plan and monthly progress reporting.
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PROJECT DESIGN FEATURES
Project Design Features (PDFs) are environmental protection features that modify a physical element of a site-specific project and are depicted in a site plan or documented in the project design plans. PDFs may be incorporated into a project design or description in order to offset or avoid a potential environmental impact and do not require more than adhering to a site plan or project design. Unlike mitigation measures, PDFs are not special actions that need to be specifically defined or analyzed for effectiveness in reducing potential impacts.
MITIGATION MEASURES
If after incorporation and implementation of federal,,state, and local regulations, Project Design Features, and Standard Conditions of Approval there are still significant environmental impacts, then feasible and project-specific mitigation measures are required to reduce impacts to less than significant levels. Mitigation under CEQA Guidelines Section 15370 includes:
• Avoiding the impact altogether by not taking a certain action or parts of an action.
• Minimizing impacts by limiting the degree or magnitude of the action and its implementation.
• Rectifying the impact by repairing, rehabilitating, or restoring the impacted environment.
• Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action.
• Compensating for the impact by replacing or providing substitute resources or environments.
Mitigation measures must further reduce significant environmental impacts above and beyond compliance with federal, state, and local laws and regulations, Project Design Features, and Standard Conditions of Approval.
REQUIRED PERMITS AND APPROVALS
Consistent with Section 15065(b) of the State CEQA Guidelines, LAUSD is the lead agency for the project. As such, LAUSD would use this EIR to formulate its actions to either approve or deny the project. This section provides, to the extent the information is known to LAUSD, a list of the agencies that are expected to use the EIR in their decision-making and a list of permits and other approvals required to implement the project.
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Lead Agency Approval
The Final EIR must be certified by the LAUSD Board of Education as to its adequacy in complying with the requirements of CEQA before action can be taken on the proposed project. The Board of Education shall consider the information contained in the EIR in making a decision to approve or deny the proposed project. The analysis in the EIR is intended to provide environmental review for the whole of the proposed project, including the planning of the proposed project, excavation and grading of the site, construction of school buildings and appurtenant facilities, and ongoing operation of the school and associated school programs in accordance with CEQA requirements. This EIR is intended to provide environmental review for the proposed project in accordance with the requirements of CEQA.
Required Permits and Approvals
A public agency, other than the Lead Agency, that has discretionary approval power over a project is known as a Responsible Agency, as defined by State CEQA Guidelines. The Responsible Agencies and their corresponding approvals for this project include the following:
State of California
• Department of Education − School Facilities Planning Division (approval of final plan) • Department of General Services − Division of State Architect (approval of construction drawings)
City of Los Angeles
• Department of Public Works Bureau of Engineering (approval of off-site improvements) • Fire Department (approval of site plan for emergency access)
Regional Agencies
• Los Angeles Water Quality Control Board (NPDES permit, issuance of waste discharge requirement [WDR] permit, construction storm water run-off permits, 401 waiver of water quality certification) Reviewing Agencies
• Reviewing agencies include those agencies that do not have discretionary powers, but that may review the EIR for adequacy. Potential reviewing agencies include the following:
Federal
• U.S. Army Corps of Engineers
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State of California
• Environmental Protection Agency
• Office of Historic Preservation
• Department of Transportation
• Natural Resources Agency
− Department of Conservation
− Department of Fish and Wildlife
− Department of Parks and Recreation
• Native American Heritage Commission
• California Highway Patrol
City of Los Angeles
• Department of City Planning
• Department of Transportation
• Police Department
• Bureau of Sanitation
• Waste Water Engineering Services Division
• Department of Water and Power
• Department of Recreation and Parks
• Department of Environmental Affairs
Regional Agencies
• Los Angeles County Metropolitan Transportation Authority
• Los Angeles Regional Water Quality Control Board
• South Coast Air Quality Management District
• Southern California Association of Governments
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3.0 ENVIRONMENTAL IMPACT ANALYSIS
INTRODUCTION
The purpose of this section is to inform decision makers and the public of the type and magnitude of the change to the existing environment that would result from the proposed Project. Environmental topics addressed in this Draft Environmental Impact Report (Draft EIR) have been identified in the Notice of Preparation and Initial Study (NOP/IS) prepared by the District for the proposed Project. The environmental impact analysis sections of this Draft EIR provide a comprehensive discussion of the existing local and regional environmental conditions, evaluate expected Project level and cumulative impacts that would result from the proposed Project, and determine the level of significance of reasonably foreseeable impacts. The environmental impact analysis sections also identify mitigation measures intended to reduce potentially significant environmental impacts to the greatest extent feasible.
This EIR addresses the issues determined to be potentially significant based on the Project’s IS, input from neighbors in the community, and responses to the NOP and scoping meetings. This EIR addresses these issues and identifies potentially significant environmental impacts of the Project and cumulative development in the City in accordance with provisions set forth in the California Environmental Quality Act (CEQA) Guidelines. The EIR also recommends feasible mitigation measures, where possible, that would reduce or eliminate adverse significant environmental effects. Through this process, the District has determined that the EIR analysis should focus on the following resource areas:
• Air Quality • Energy
• Noise • Pedestrian Safety
• Transportation and Traffic
Discussion of Energy impacts were not addressed in the Initial Study, but are included in the EIR in accordance with recent case law Ukiah Citizens for Safety First v. City of Ukiah (1st Dist., Div. 3, 2016) 248 Cal.App.4th 256. In the Ukiah case, the court found the EIR for a Costco did not sufficiently analyze the Project’s energy use. For these reasons, this EIR includes analysis of the Project’s potential energy use in accordance with the guidance provided in Appendix F of the CEQA Guidelines.
This section of the EIR addresses the potentially significant environmental impacts of the proposed Project for the resources listed above. Each environmental resource area is discussed under the following headings: Existing Conditions, Regulatory Framework, Methodology, Thresholds of Significance, Impacts and Mitigation Measures, and Cumulative Impacts.
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CUMULATIVE IMPACT ANALYSIS
The technical analysis contained in Section 3.0, Environmental Impact Analysis, examines both the proposed Project-specific impacts and the potential environmental effects associated with cumulative development. CEQA requires that EIRs discuss cumulative impacts, in addition to the proposed Project-specific impacts. In accordance with CEQA, the discussion of cumulative impacts must reflect the severity of the impacts and the likelihood of their occurrence; however, the discussion need not be as detailed as the discussion of environmental impacts attributable to the proposed Project alone. According to Section 15355 of the State CEQA Guidelines:
Cumulative impacts refer to two or more individual effects which, when considered together, are considerable or which compound or increase other environmental impacts.
(a) The individual effects may be changes resulting from a single project or a number of separate projects.
(b) The cumulative impact from several projects is the change in the environment, which results from the incremental impact of the project when added to other closely related past, present, and reasonably foreseeable probable future projects. Cumulative impacts can result from individually minor but collectively significant projects taking place over a period of time.
Section 15130(a)(l) of the State CEQA Guidelines further states, “a cumulative impact consists of an impact which is created as a result of the combination of the proposed Project evaluated in the EIR together with other projects causing related impacts.”
Section 15130(a) of the State CEQA Guidelines also requires that EIRs discuss the cumulative impacts of a project when the proposed Project's incremental effect is “cumulatively considerable.”1 Where a lead agency is examining a proposed project with an incremental effect that is not cumulatively considerable, it need not consider the effect significant but must briefly describe the basis for its conclusion. If the combined cumulative impact associated with the proposed Project's incremental effect and the effects of other projects is not significant, Section 15130(a)(2) of the State CEQA Guidelines requires a brief discussion in the EIR of why a cumulative impact is not significant and why it is not discussed in further detail. Section 15130(a)(3) of the State CEQA Guidelines requires supporting analysis in the EIR if a determination is made that a project's contribution to a significant cumulative impact is rendered less than cumulatively considerable and, therefore, is not significant. CEQA recognizes that the analysis of cumulative impacts need not be as detailed as the analysis of project-related impacts, but instead should “be guided by the standards of practicality and reasonableness” (State CEQA Guidelines Section 15130(b)).
1 Under Section 15065(a)(3) of the State CEQA Guidelines, “cumulatively considerable” means that “the incremental effects of an individual project are significant when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects.”
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The discussion of cumulative impacts in this Draft EIR focuses on whether the impacts of the proposed Project are cumulatively considerable.
The fact that a cumulative impact is significant does not necessarily mean that the proposed Project- related contribution to the cumulative impact analysis is significant as well. Instead, under CEQA, a project-related contribution to a significant cumulative impact is only significant if the contribution is “cumulatively considerable.” To support each significance conclusion, the Draft EIR provides a cumulative impact analysis; and where project-specific impacts have been identified that, together with the effects of other related projects, could result in cumulatively significant impacts, these potential impacts are documented.
Section 15130(b) of the State CEQA Guidelines defines consideration of the following two elements as necessary to provide an adequate discussion of cumulative impacts: “(a) a list of past, present, and reasonably anticipated future projects producing related or cumulative impacts, including those projects outside the control of the City, or (b) a summary of projections contained in an adopted general plan or related planning document which is designed to evaluate regional or area wide conditions.” In this Draft EIR, a combination of these two methods is used depending upon the specific environmental issue area being analyzed.
Cumulative impact discussions for each issue area are provided in the technical analyses contained within Chapter 3.0 Environmental Analysis. As previously stated, and as set forth in the State CEQA Guidelines, Related Projects consist of closely related past, present, and reasonably foreseeable probable future projects that would likely result in similar impacts and are located in the same geographic area. LADOT identified two potential projects within the cumulative impact area of the proposed Project. These Related Projects are located within a 2-mile radius from the Project site and are listed in Table 3.0- 1, List of Related Projects, along with their location and a brief description (Figure 3.0-1, Related Projects Map).
The cumulative impacts analyzed in this EIR would likely represent a “worst-case” scenario for the following reasons:
• Not all the related projects will be approved and/or built. Further, it is also likely that several of the related projects will not be constructed at the same time as the proposed Project or opened until after the proposed Project has been built and occupied.
• Impact projections for related projects would likely be, or have been, subject to unspecified mitigation measures, which would reduce potential impacts.
• Many related projects are expressed in terms of gross square footage or are conceptual plans such as master plans that assume complete development; in reality, such projects may be smaller
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because of the demolition or removal of existing land uses resulting from the development of the related projects
Table 3.0-1 List of Related Projects: LADOT Record of Proposed Project
Map Key Project Name/Address Description 1 West Hills – Sherman Place MUP 23135 160 apartments Sherman Place 10,000 s.f. medical office 2 7371-SL 23200 West Sherman Way 51 single family units
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0695.017•03/17 3.1 AIR QUALITY
INTRODUCTION
This section presents existing air quality conditions in the Project area (including the Project site, the applicable air district jurisdiction, and the air basin) and analyzes the potential air quality impacts, both temporary (i.e., construction) and long term (i.e., operational), from the implementation of the proposed Hale Charter Academy Project. The section also provides a description of the regulatory framework for air quality management on a federal, state, regional, and local level. The section is based on an Air Quality and Noise Impact Report prepared by DKA Planning, dated March 7, 2017. The report is included in Appendix 3.1 of this Draft EIR.
EXISTING CONDITIONS
Regional Air Quality
The Project Site is located within the Los Angeles County non-desert portion of the South Coast Air Basin. The Basin is in an area of high air pollution potential due to its climate and topography. The region lies in the semi-permanent high pressure zone of the eastern Pacific, resulting in a mild climate tempered by cool sea breezes with light average wind speeds. The Basin experiences warm summers, mild winters, infrequent rainfalls, light winds, and moderate humidity. This usually mild climatological pattern is interrupted infrequently by periods of extremely hot weather, winter storms, or Santa Ana winds. The Basin is a coastal plain with connecting broad valleys and low hills, bounded by the Pacific Ocean to the west and high mountains around the rest of its perimeter. The mountains and hills within the area contribute to the variation of rainfall, temperature, and winds throughout the region.
The Basin experiences frequent temperature inversions that help to form smog. While temperature typically decreases with height, it actually increases under inversion conditions as altitude increases, thereby preventing air close to the ground from mixing with the air above. As a result, air pollutants are trapped near the ground. During the summer, air quality problems are created due to the interaction between the ocean surface and the lower layer of the atmosphere. This interaction creates a moist marine layer. An upper layer of warm air mass forms over the cool marine layer, preventing air pollutants from dispersing upward. Additionally, hydrocarbons and NO2 react under strong sunlight, creating smog. Light daytime winds, predominantly from the west, further aggravate the condition by driving air pollutants inland toward the mountains.
Air quality problems also occur during the fall and winter, when CO and NO2 emissions tend to be higher. CO concentrations are generally worse in the morning and late evening (around 10:00 p.m.) when
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temperatures are cooler. High CO levels during the late evenings result from stagnant atmospheric conditions trapping CO. Since CO emissions are produced almost entirely from automobiles; the highest
CO concentrations in the Basin are associated with heavy traffic. NO2 concentrations are also generally higher during fall and winter days.
Air Pollution and Potential Health Effects
Criteria Pollutants
The determination of whether a region’s air quality is healthful or unhealthful is made by comparing contaminant levels in ambient air samples to national and state standards. California and the United States Environmental Protection Agency (US EPA) have established health-based air quality standards
for the following criteria air pollutants: O3, carbon monoxide (CO), nitrogen dioxide (NO2), sulfur dioxide
(SO2), respirable particulate matter (PM10), fine particulate matter (PM2.5), and lead. These standards were established to protect sensitive receptors with a margin of safety from adverse health impacts due to exposure to air pollution. The California standards are more stringent than the federal standards, and in the case of PM10 and SO2, much more stringent. California has also established standards for sulfates, visibility-reducing particles, hydrogen sulfide, and vinyl chloride. The state and national ambient air quality standards and their effects on health are summarized in Table 3.1-1, State and Federal Ambient Air Quality Standards.
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Table 3.1-1 State and Federal Ambient Air Quality Standards
Concentration/Averaging Time State Federal State Standard Attainment Federal Primary Attainment Air Pollutant (CAAQS)1 Status2 Standard (NAAQS)3 Status4 Most Relevant Health Effects
Ozone (O3) 0.09 ppm, 1-hour avg. Non-Attainment None None (a) Pulmonary function decrements and localized lung edema in 0.070 ppm, 8-hour avg. Non-Attainment 0.075 ppm, 8-hour avg. Non-Attainment humans and animals; (b) Risk to public health implied by alterations (three-year average of in pulmonary morphology and host defense in animals; (c) Increased annual 4th-highest daily mortality risk; (d) Risk to public health implied by altered connective tissue metabolism and altered pulmonary morphology in animals maximum) after long-term exposures and pulmonary function decrements in chronically exposed humans; (e) Vegetation damage; and (f) Property damage Nitrogen Dioxide 0.18 ppm, 1-hour avg. Attainment 0.100 ppm, 1-hour avg. Attainment/ (a) Potential to aggravate chronic respiratory disease and respiratory (NO2) (three-year avg. of the Unclassified symptoms in sensitive groups; (b) Risk to public health implied by 98th percentile of the pulmonary and extrapulmonary biochemical and cellular changes daily maximum 1-hour and pulmonary structural changes; and (c) Contribution to avg.) atmospheric discoloration 0.030 ppm, annual Attainment 0.053 ppm, annual Attainment/ arithmetic mean arithmetic mean Unclassified Carbon Monoxide 20 ppm, 1-hour avg. Attainment 35 ppm, 1-hour avg. Attainment (a) Aggravation of angina pectoris and other aspects of coronary (CO) (not to be exceeded (Maintenance) heart disease; (b) Decreased exercise tolerance in persons with more than once per peripheral vascular disease and lung disease; (c) Impairment of year) central nervous system functions; and (d) Possible increased risk to 9.0 ppm, 8-hour avg. Attainment 9 ppm, 8-hour avg. (not Attainment fetuses to be exceeded more (Maintenance) than once per year) Sulfur Dioxide 0.25 ppm, 1-hour avg. Attainment 0.075 ppb, 1-hour avg. Attainment Bronchoconstriction accompanied by symptoms, which may include (SO2) (three-year avg. of the wheezing, shortness of breath and chest tightness, during exercise or 99th percentile) physical activity in person with asthma 0.04 ppm, 24-hour avg. Attainment 0.5 ppm, 3-hr avg. (not Attainment to be exceeded more than once per year)
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Concentration/Averaging Time State Federal State Standard Attainment Federal Primary Attainment Air Pollutant (CAAQS)1 Status2 Standard (NAAQS)3 Status4 Most Relevant Health Effects Respirable 50 µg/m3, 24-hour avg. Non-Attainment 150 µg/m3, 24-hour Attainment (a) Exacerbation of symptoms in sensitive patients with respiratory Particulate Matter 20 µg/m3, annual Non-Attainment avg. (not to be or cardiovascular disease; (b) Declines in pulmonary function growth (PM10) exceeded more than in children; and (c) Increased risk of premature death arithmetic mean once per year on average over three years) Fine Particulate 12 µg/m3, annual Non-Attainment 35 µg/m3, 24-hour avg. Non-Attainment a) Exacerbation of symptoms in sensitive patients with respiratory or Matter (PM2.5) arithmetic mean (three-year average of cardiovascular disease; (b) Declines in pulmonary function growth in 98th percentile) children; and (c) Increased risk of premature death 15 µg/m3, annual Non-Attainment arithmetic mean (three-year average) Lead(Pb) 1.5 µg/m3, 30-day avg. Attainment 0.15 µg/m3, three- Non-Attainment (a) Learning disabilities, and (b) Impairment of blood formation and month rolling average nerve conduction Visibility- In sufficient amount such Unclassified None N/A Visibility impairment on days when relative humidity is less than 70 Reducing Particles that the extinction percent. coefficient is greater than 0.23 inverse kilometers at relative humidity less than 70%, 8-hour avg. (10:00 AM–6:00 PM) Sulfates 25 µg/m3, 24-hour avg. Attainment None N/A (a) Decrease in ventilatory function, (b) Aggravation of asthmatic symptoms, (c) Aggravation of cardio-pulmonary disease, (d) Vegetation damage, (e) Degradation of visibility, and (f) Property damage Hydrogen Sulfide 0.03 ppm, 1-hour avg. Unclassified None N/A Odor annoyance (H2S) Vinyl Chloride 0.010 ppm, 24-hour avg. Unclassified None N/A Known carcinogen
µg/m3 = microgram per cubic meter; ppm = parts per million by volume. CAAQS = California Ambient Air Quality Standards; NAAQS = National Ambient Air Quality Standards. 1=CAAQS standards, CARB website, http://www.arb.ca.gov/research/aaqs/caaqs/caaqs.htm, accessed January 20, 2015 2=State attainment status, CARB website, http://www.arb.ca.gov/desig/adm/adm.htm, accessed January 20, 2015 3=Federal standards, US EPA website, http://epa.gov/air/criteria.html, accessed January 20, 2015 4=Federal attainment status, CARB website, http://www.arb.ca.gov/desig/adm/adm.htm, accessed January 20, 2015 If a Basin satisfies the established regulatory agency criteria the Basin is in “attainment.” If the Basin does not meet the established federal or state standard, the Basin is in “non-attainment.”
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Toxic Air Contaminants
Toxic air contaminants (TAC) refer to a diverse group of “non-criteria” air pollutants that can affect human health, but have not had ambient air quality standards established for them. This is not because they are fundamentally different from the pollutants discussed above, but because their effects tend to be local rather than regional. TACs are classified as carcinogenic and noncarcinogenic, where carcinogenic TACs can cause cancer and noncarcinogenic TACs can cause acute and chronic impacts to different target organ systems (e.g., eyes, respiratory, reproductive, developmental, nervous, and cardiovascular). The California Air Resources Board (CARB) and the Office of Environmental Health Hazard Assessment (OEHHA) determine if a substance should be formally identified, or “listed,” as a TAC in California. CARB has included 21 substances on the TAC identification list.
Diesel Particulate Matter
Diesel Particulate Matter (DPM), which is emitted in the exhaust from diesel engines, was listed by the state as a TAC in 1998. DPM has historically been used as a surrogate measure of exposure for all diesel exhaust emissions. DPM consists of fine particles (fine particles have a diameter less than 2.5 μm), including a subgroup of ultrafine particles (ultrafine particles have a diameter less than 0.1 μm). Collectively, these particles have a large surface area which makes them an excellent medium for absorbing organics. The visible emissions in diesel exhaust include carbon particles or “soot.” Diesel exhaust also contains a variety of harmful gases and cancer-causing substances.
Exposure to DPM may be a health hazard, particularly to children whose lungs are still developing and the elderly who may have other serious health problems. DPM levels and resultant potential health effects may be higher in close proximity to heavily traveled roadways with substantial truck traffic or near industrial facilities. According to CARB, DPM exposure may lead to the following adverse health effects: aggravated asthma; chronic bronchitis; increased respiratory and cardiovascular hospitalizations; decreased lung function in children; lung cancer; and premature deaths for people with heart or lung disease.1, 2
Criteria Pollutants in the City of Los Angeles
Generally, the sources for hydrogen sulfide emissions include decomposition of human and animal wastes and industrial activities, such as food processing, coke ovens, kraft paper mills, tanneries, and
1 CARB, Diesel and Health Research, www.arb.ca.gov/research/diesel/diesel-health.htm, accessed October 17, 2016. 2 CARB, Fact Sheet March 2008, Diesel Particulate Matter Health Risk Assessment Study for the West Oakland Community: Preliminary Summary of Results, http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/factsheet0308.pdf, accessed October 17, 2016.
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petroleum refineries. The sources for vinyl chloride emissions include manufacturing of plastic products, hazardous waste sites, and landfills. In addition, according to the SCAQMD’s 2012 Air Quality Management Plan,3 the sulfate and visibility-reducing particle standards have not been exceeded anywhere in the Basin, thus further evaluation of the hydrogen sulfide, vinyl chloride, sulfate, or visibility-reducing particle emissions for the Project is not necessary. Although the Los Angeles County portion of the Basin is designated as nonattainment for lead, the exceedance is the result of lead emissions from industrial lead-acid battery recycling facilities in the City of Vernon and the City of Industry.4
In 2013 the US EPA designated a portion of Los Angeles County as nonattainment for the National Ambient Air Quality Standards (NAAQS) lead standard. The higher lead concentrations were recorded downwind from stationary sources. The SCAQMD Source Receptor Areas (SRAs), which monitor lead emissions in more populated areas, show concentrations that do not exceed the revised federal lead standard. Motor vehicles and paints used to be a source of lead; however, unleaded fuel and unleaded paints have virtually eliminated lead emissions from most land use Projects. As a result, there is no need for any further evaluation of lead emissions. Accordingly, this air quality analysis will focus primarily on the criteria air pollutants summarized below.
• Ozone (O3). Ozone is a gas that is formed when volatile organic compounds (VOCs) and nitrogen oxides (NOX) undergo photochemical reactions in the presence of sunlight. Ozone concentrations are generally highest during the summer months when direct sunlight, light wind, and warm temperature conditions are favorable to the formation of this pollutant.
• Volatile Organic Compounds (VOCs). VOCs are compounds comprised primarily of hydrogen and carbon atoms. Internal combustion associated with motor vehicle usage is the major source of hydrocarbons. Several VOCs are classified as TACs, however, VOCs themselves are not criteria pollutants; but they contribute to the formation of criteria pollutants, including O3, NO2, and PM2.5.
• Nitrogen Dioxide (NO2). NO2 is a reddish-brown, highly reactive gas that is formed in the ambient air through the oxidation of nitric oxide (NO) and is also a byproduct of fuel combustion. NOX is primarily emitted in the form of NO, but quickly reacts to form NO2. NOX is primarily a mixture of NO and NO2. NO2 acts as an acute irritant and, in equal concentrations, is more injurious than NO. According to the US EPA, NO2 concentrations on or near major roads can be approximately 30 to 100 percent higher than concentrations in the surrounding community, which could contribute to health effects for at-risk populations, including people with asthma, children, and the elderly.5
3 South Coast Air Quality Management District, 2012 Air Quality Management Plan, 2012. 4 South Coast Air Quality Management District, 2012 Lead State Implementation Plan, 2012.
5 US EPA, Final Revisions to the Primary National Ambient Air Quality Standard for NO2 General Overview, Office of Air and Radiation Office of Air Quality Planning and Standards, pgs. 11-12, https://www3.epa.gov/ttn/naaqs/standards/nox/fr/20100209.pdf, accessed October 17, 2016.
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• Carbon Monoxide (CO). CO is a colorless, odorless gas produced by the incomplete combustion of fuels. Motor vehicles operating at slow speeds are the primary source of CO. The highest ambient CO concentrations are generally found near congested transportation corridors and intersections.
• Sulfur dioxide (SO2). SO2 is a colorless, extremely irritating gas or liquid. It enters the atmosphere as a pollutant mainly as a result of burning high-sulfur-content fuel oils and coal and from chemical processes occurring at chemical plants and refineries. When sulfur dioxide oxidizes in the atmosphere, it forms sulfates (SO4).
• Respirable Particulate Matter (PM10). PM10 consists of small, suspended particles or droplets 10 microns or smaller in diameter. Some sources of PM10, like pollen and windstorms, are naturally occurring. However, in populated areas, most PM10 is caused by road dust, diesel soot, combustion products, abrasion of tires and brakes, and construction activities.
• Fine Particulate Matter (PM2.5). PM2.5 refers to particulate matter that is 2.5 microns or smaller in diameter. The sources of PM2.5 include fuel combustion from automobiles, power plants, wood burning, industrial processes, and diesel-powered vehicles.
Local Air Quality
Criteria air pollutants during construction and operation are generated by mobile, stationary, and area- wide sources. Area source emissions during construction would be generated by construction activities including construction vehicle and equipment refueling and architectural coatings of buildings. During operation of the Project, area source emissions would include refueling of landscaping equipment. Mobile emissions during construction and operation would be generated by combustion of fuel and dust particulates blown into the air by trucks and vehicles travelling to and from the Project site. Motor vehicles are the primary source of pollutants in the local vicinity.
Air Monitoring Data
The SCAQMD monitors air quality conditions at 45 locations throughout the Basin. The Project site is located in SCAQMD’s West San Fernando Valley receptor area 6. Historical data from the area was used to characterize existing conditions in the vicinity of the Project area. Table 3.1-2, 2012-2014 Ambient Air Quality Data in Project Vicinity shows pollutant levels, State and federal standards, and the number of exceedances recorded in the area from 2013 through 2015. The one-hour State standard for O3 was exceeded 24 times during this three-year period while the new 8-hour federal standard was exceeded 59 times in the past two years. Meanwhile, the daily State standard for PM2.5 was exceeded twice. CO and
NO2 levels did not exceed the CAAQS from 2013 to 2015.
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Table 3.1-2 2012-2014 Ambient Air Quality Data in Project Vicinity
West San Fernando Valley Pollutant Pollutant Concentration & Standards 2013 2014 2015 Maximum 1-hour Concentration (ppm) 0.124 0.116 0.119 Ozone Days > 0.09 ppm (State 1-hour standard) 7 6 11 Days > 0.070 ppm (Federal 8-hour standard) N/A 27 32 Maximum 1-hour Concentration (ppm) N/A 4.0 3.0
Carbon Days > 20 ppm (State 1-hour standard) N/A 0 0 Monoxide Maximum 8-hour Concentration (ppm) 2.3 3.0 2.5 Days > 9.0 ppm (State 8-hour standard) 0 0 0
Nitrogen Maximum 1-hour Concentration (ppm) 0.0582 0.0589 0.0725 Dioxide Days > 0.18 ppm (State 1-hour standard) 0 0 0 Maximum 24-hour Concentration (µg/m3) N/A N/A N/A PM10 Days > 50 µg/m3 (State 24-hour standard) N/A N/A N/A Maximum 24-hour Concentration (µg/m3) 41.8 27.2 36.8 PM2.5 Days > 35 µg/m3 (Federal 24-hour standard) 1 0 1 Maximum 24-hour Concentration (ppb) N/A N/A N/A Sulfur Dioxide Days > 0.04 ppm (State 24-hour standard) N/A N/A N/A
Source: SCAQMD annual monitoring data (www.aqmd.gov/home/library/air-quality-data-studies/historical-data-by-year) accessed March 1, 2017. N/A: Not available at this monitoring station.
Sensitive Receptors and Locations
Some land uses are considered more sensitive to changes in air quality than others, depending on the population groups and the activities involved. CARB has identified the following typical groups who are most likely to be affected by air pollution: children under 14; the elderly over 65 years of age; athletes; and people with cardiovascular and chronic respiratory diseases. According to the SCAQMD, sensitive receptors include residences, schools, playgrounds, childcare centers, athletic facilities, long-term health care facilities, rehabilitation centers, convalescent centers, and retirement homes.
There are several existing or reasonably foreseeable sensitive receptors near the Project site, including:
• Mae Boyar Park, 23936 Highlander Road, approximately 50 feet west of the Project site.
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• Highlander Road Residences, west, single-family residences located along Highlander Road, near Deveron Ridge Road. The nearest individual residence is located approximately 75 feet north of the Project site.
• Highlander Road Residences, east, single-family residences located along Highlander Road, near Darnoch Way. The nearest individual residence is located approximately 80 feet north of the Project site.
• Pertshire Circle Residences, single-family residences located along the Pertshire Circle Cul-de-Sac. The nearest individual residence is located approximately 5 feet east of the Project site.
• Hartland Street Residences, single-family residences located along Hartland Street, south of the Project site and across the Bell Creek channel. The nearest individual residence is located approximately 125 feet south of the Project site.
REGULATORY FRAMEWORK
Federal
United States Environmental Protection Agency (USEPA)
The USEPA is responsible for enforcing the Federal Clean Air Act (CAA), the legislation that governs air quality in the United States. USEPA is also responsible for establishing the National Ambient Air Quality Standards (NAAQS). NAAQS are required under the 1977 CAA and subsequent amendments. USEPA regulates emission sources that are under the exclusive authority of the federal government, such as aircraft, ships, and certain types of locomotives. It has jurisdiction over emission sources outside State waters (e.g., beyond the outer continental shelf) and establishes emission standards, including those for vehicles sold in States other than California, where automobiles must meet stricter emission standards set by the State.
As required by the CAA, NAAQS have been established for seven major air pollutants: CO, NO2, O3,
PM2.5, PM10, SO2, and Pb. The CAA requires USEPA to designate areas as attainment, nonattainment, or maintenance for each criteria pollutant based on whether the NAAQS have been achieved. The federal standards are summarized in Table 3-1. The USEPA has classified the Los Angeles County portion of the
South Coast Air Basin as nonattainment for O3 and PM2.5, attainment for PM10, and attainment/unclassified for CO and NO2.
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State
California Air Resources Board (CARB)
In addition to being subject to the requirements of the CAA, air quality in California is also governed by more stringent regulations under the California Clean Air Act (CCAA). CARB, which became part of the California Environmental Protection Agency in 1991, is responsible for administering the CCAA and establishing the California Ambient Air Quality Standards (CAAQS). The CCAA, as amended in 1992, requires all air districts in the State to achieve and maintain the CAAQS, which are generally more stringent than the federal standards and incorporate additional standards for sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing particles.
CARB has broad authority to regulate mobile air pollution sources, such as motor vehicles. It is responsible for setting emission standards for vehicles sold in California and for other emission sources, such as consumer products and certain off-road equipment. CARB established passenger vehicle fuel specifications, which became effective in March 1996. CARB oversees the functions of local air pollution control districts and air quality management districts, which, in turn, administer air quality activities at the regional and county levels. The State standards are summarized in Table 3.1-1.
The CCAA requires CARB to designate areas within California as either attainment or nonattainment for each criteria pollutant based on whether the CAAQS have been achieved. Under the CCAA, areas are designated as nonattainment for a pollutant if air quality data shows that a State standard for the pollutant was violated at least once during the previous three calendar years. Exceedances that are affected by highly irregular or infrequent events are not considered violations of a State standard and are not used as a basis for designating areas as nonattainment
Local
South Coast Air Quality Management District (SCAQMD)
The 1977 Lewis Air Quality Management Act merged four air pollution control districts to create the SCAQMD to coordinate air quality planning efforts throughout Southern California. It is responsible for monitoring air quality, as well as planning, implementing, and enforcing programs designed to attain and maintain State and federal ambient air quality standards. Programs include air quality rules and regulations that regulate stationary sources, area sources, point sources, and certain mobile source emissions. The SCAQMD is also responsible for establishing stationary source permitting requirements and for ensuring that new, modified, or relocated stationary sources do not create net emission increases.
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The SCAQMD monitors air quality over its jurisdiction of 10,743 square miles, including the South Coast Air Basin, which covers 6,745 square miles and is bounded by the Pacific Ocean to the west, the San Gabriel, San Bernardino and San Jacinto mountains to the north and east, and San Diego County to the south. The Basin includes all of Orange County and the non-desert portions of Los Angeles, Riverside, and San Bernardino counties. The SCAQMD also regulates the Riverside County portion of the Salton Sea Air Basin and Mojave Desert Air Basin.
All areas designated as nonattainment under the CCAA are required to prepare plans showing how they will meet the air quality standards. The SCAQMD regularly prepares an Air Quality Management Plan (AQMP) to address CAA and CCAA requirements by identifying policies and control measures. On December 7, 2012, the SCAQMD adopted its 2012 AQMP, which is now the legally enforceable plan for meeting the 24-hour PM2.5 strategy standard. On March 3, 2017, the SCAQMD approved the 2016 AQMP which includes strategies to meet the NAAQS for the 8-hour ozone standard by 2032, the annual PM2.5 standard by 2021-2025, the 1-hour ozone standard by 2023, and the 24-hour PM2.5 standard by 2019. In its role as the local air quality regulatory agency, the SCAQMD also provides guidance on how environmental analyses should be prepared. This includes recommended thresholds of significance for evaluating air quality impacts.
Southern California Association of Governments
The Southern California Association of Governments (SCAG) assists in air quality planning efforts by preparing the transportation portion of the AQMP through the adoption of its Regional Transportation Plan (RTP). This includes the preparation of a Sustainable Communities Strategy (SCS) that responds to planning requirements of SB 375 and demonstrates the region’s ability to attain greenhouse gas reduction targets set forth in State law. In April 2016, SCAG adopted its 2016-2040 RTP, a plan to invest $556.5 billion in transportation systems over a six-county region.
City of Los Angeles
The City’s General Plan includes an Air Quality Element that provides a policy framework governing air quality planning within the City of Los Angeles. Adopted in November 1992, the Plan includes six goals, 15 objectives, and 30 policies that help define how the City will achieve its clean air vision.
In 2006, the City released its L.A. CEQA Thresholds Guide that provides guidance in the preparation of environmental documents. This included a chapter focusing on air quality. While it did not set new thresholds of significance for air quality, it did suggest a process for evaluating Projects and attempted to standardize analyses through prescribed protocols.
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METHODOLOGY
The methodology used to evaluate the air quality impacts associated with construction and operation of the proposed Project is based on SCAQMD guidelines and data, the California Emissions Estimator Model (CalEEMod), and information provided in the CalEEMod User’s Guide.6 Air quality impacts are also estimated based on information and estimated activity levels of the proposed Project’s construction and operation. Additionally, some elements of this analysis are based on data provided in other sections of this EIR; for example, trip generation rates are based on the traffic impact analysis prepared for this Project (refer to Section 3.4, Traffic and Transportation).
THRESHOLDS OF SIGNIFICANCE
For the purposes of this analysis, air quality impacts of the proposed Project would be considered significant if they would exceed the following standards of significance, which are based on Appendix G of the 2013 State CEQA Guidelines. According to these guidelines, a Project would normally have a significant impact on air quality if it would:
AIR-1 Conflict with or obstruct implementation of the applicable air quality plan.
AIR-2 Result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is nonattainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors);
AIR-3 Violate any air quality standard or contribute substantially to an existing or Projected air quality violation;
AIR-4 Expose sensitive receptors to substantial pollution concentrations; or
AIR-5 Create objectionable odors affecting a substantial number of people
An Initial Study was prepared (Appendix 1.0) that determined the Project would have a less than significant impact or no impact related to the following thresholds:
AIR-5 Create objectionable odors affecting a substantial number of people
6 Quality Management District, California Emissions Estimator Model User’s Guide, (2013). This document may be downloaded from the following website: http://www.aqmd.gov/caleemod/user's-guide
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IMPACTS AND MITIGATION MEASURES
Each applicable threshold of significance is listed below followed by analysis of the significance of any potential impacts and the identification of mitigation measures that would lessen or avoid potential impacts. Finally, the significance of potential impacts after implementation of all identified mitigation measures is presented.
Threshold AIR-1: The Project would not conflict with an applicable air quality management plan. This impact would be less than significant.
SCAQMD Air Quality Management Plan. The proposed school will neither conflict with the SCAQMD’s 2016 Air Quality Management Plan (AQMP) nor jeopardize the region’s attainment of air quality standards. The AQMP focuses on achieving clean air standards while accommodating population growth forecasts by SCAG. Specifically, SCAG’s growth forecasts from the 2016 Regional Transportation Plan (RTP)/Sustainable Communities Strategy (SCS) are largely built off local growth forecasts from local governments like the City of Los Angeles. SCAG’s adopted 2016 RTP/SCS accommodates 4,609,400 persons; 1,690,300 households; and 2,169,100 jobs by 2040.
The Project site is located in the City’s Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan area. The Community Plan implements land use standards of the General Plan Framework at the local level. As the Project does not include any new residential units the Project would not be inconsistent with the City’s projected growth capacity for the Community Plan area, which accommodates a Projected population of 191,892 persons and housing base of 87,187 units by 2010.7 The City has not updated Projections beyond 2010 for the Community Plan area.
The Project would not add any residential units or population in the City of Los Angeles. Instead, the proposed Project would accommodate existing student in the District and would provide an educational pathway for students currently enrolled in the Hale Charter Academy VAPA middle school program. The Project is responding to the needs the of the Northwest Woodland Hills community by providing a grade 6th through 14th comprehensive arts program in partnership with surrounding post-secondary institutions and would grow LAUSD student enrollment. As such, the Project does not conflict with the growth assumptions in the regional air plan and this impact is considered less than significant.
7 City of Los Angeles, Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan, www.cityplanning.lacity.org/complan/pdf/cpkcptxt.pdf. 2016.
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Table 3.1-3 Project Consistency with Air Quality Management Plan’s Growth Forecast
Forecast Population in City Households in City Proposed Project Year of Los Angeles Proposed Project of Los Angeles 2012 3,845,500 1,325,500 2020 4,017,000 0 1,441,400 0 2040 4,609,400 1,690,300
Source: DKA Planning 2017 based on SCAG 2016 Regional Transportation Plan Growth Forecast.
City of Los Angeles General Plan Air Quality Element
The City’s General Plan Air Quality Element identifies 30 policies and specific strategies for advancing the City’s clean air goals. As illustrated in Table 3.1-4, Project Consistency With City of Los Angeles General Plan Air Quality Element, the proposed Project is consistent with the applicable policies in the General Plan. As such, the proposed Project’s impact on the City’s General Plan would be considered less than significant.
Table 3.1-4 Project Consistency with City of Los Angeles General Plan Air Quality Element
Strategy Project Consistency Consistent. The proposed Project would minimize Policy 1.3.1. Minimize particulate emissions from particulate emissions during construction through best construction sites. practices required by SCAQMD Rule 403 (Fugitive Dust) and/or mitigation measures. Consistent. The proposed Project would minimize Policy 1.3.2. Minimize particulate emissions from particulate emissions from unpaved facilities through best unpaved roads and parking lots associated with vehicular practices required by SCAQMD Rule 403 (Fugitive Dust) traffic. and/or mitigation measures. Consistent. The school could implement these transportation demand management strategies, such as Policy 2.1.1. Utilize compressed work weeks and flextime, shuttles, that help reduce traffic congestion and air telecommuting, carpooling, vanpooling, public transit, pollution. The proposed Project would be located in an and improve walking/bicycling related facilities in order urban area with significant infrastructure to facilities to reduce vehicle trips and/or VMT as an employer and alternative transportation modes, including proximity to encourage the private sector to do the same to reduce bus routes operating by the Los Angeles County work trips and traffic congestion. Metropolitan Transportation Authority (i.e., Routes 164, 165, 169) serving Vanowen Street, Platt Avenue, Valley Circle Boulevard, and Victory Avenue.
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Strategy Project Consistency Policy 2.1.2. Facilitate and encourage the use of Consistent. Schools typically do not include telecommunications (i.e., telecommuting) in both the telecommuting options; however other similar options public and private sectors, in order to reduce work trips. could be considered as appropriate. Policy 2.2.1. Discourage single-occupant vehicle use Consistent. The school could implement these types of through a variety of measures such as market incentive strategies that help reduce traffic congestion and air strategies, mode-shift incentives, trip reduction plans and pollution. ridesharing subsidies. Policy 2.2.2. Encourage multi-occupant vehicle travel and Consistent. The school does not include parking for discourage single-occupant vehicle travel by instituting student, only for staff at the required rate. This would parking management practices. create a disincentive for student drivers. Policy 2.2.3. Minimize the use of single-occupant vehicles Not Applicable. The proposed Project does not include associated with special events or in areas and times of special events that would require traffic management. If high levels of pedestrian activities. special events, such as performances occur, ride sharing would be encouraged due to limited parking on the Project site. Policy 3.2.1. Manage traffic congestion during peak hours. Consistent. The proposed Project includes two designated drop-off and pick-up areas to assist in traffic flow. Policy 4.1.1. Coordinate with all appropriate regional Consistent. The proposed Project is being entitled through agencies on the implementation of strategies for the the City of Los Angeles, which coordinates with SCAG, integration of land use, transportation, and air quality Los Angeles County Metropolitan Transportation policies. Authority, and other regional agencies on the coordination of land use, air quality, and transportation policies. Policy 4.1.2. Ensure that Project level review and approval Consistent. The proposed Project would be entitled and of land use development remains at the local level. environmentally cleared at the local level. Policy 4.2.1. Revise the City’s General Plan/Community Plans to achieve a more compact, efficient urban form and Not Applicable. This policy calls for City updates to its to promote more transit-oriented development and General Plan. mixed-use development. Policy 4.2.2. Improve accessibility for the City’s residents Consistent. The proposed Project would be infill to places of employment, shopping centers and other development. establishments. Policy 4.2.3. Ensure that new development is compatible Consistent. The proposed Project would be located in an with pedestrians, bicycles, transit, and alternative fuel urban area with significant infrastructure to facilities vehicles. alternative transportation modes, including proximity to bus routes operating by the Los Angeles County Metropolitan Transportation Authority (i.e., Routes 164, 165, 169) serving Vanowen Street, Platt Avenue, Valley Circle Boulevard, and Victory Avenue. Policy 4.2.4. Require that air quality impacts be a Consistent. The proposed Project’s air quality impacts will consideration in the review and approval of all be analyzed and minimized through the environmental discretionary Projects. review process. Policy 4.2.5. Emphasize trip reduction, alternative transit Consistent. The proposed Project would be located in an and congestion management measures for discretionary urban area with significant infrastructure to facilities Projects. alternative transportation modes, including proximity to bus routes operating by the Los Angeles County Metropolitan Transportation Authority (i.e., Routes 164, 165, 169) serving Vanowen Street, Platt Avenue, Valley Circle Boulevard, and Victory Avenue.
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Strategy Project Consistency Policy 4.3.1. Revise the City’s General Plan/Community Plans to ensure that new or relocated sensitive receptors Not Applicable. This policy calls for City updates to its are located to minimize significant health risks posed by General Plan. air pollution sources. Policy 4.3.2. Revise the City’s General Plan/Community Plans to ensure that new or relocated major air pollution Not Applicable. This policy calls for City updates to its sources are located to minimize significant health risks to General Plan. sensitive receptors. Policy 5.1.1. Make improvements in Harbor and airport Not Applicable. This policy calls for cleaner operations of operations and facilities in order to reduce air emissions. the City’s water port and airport facilities. Policy 5.1.2. Effect a reduction in energy consumption Not Applicable. This policy calls for cleaner operations of and shift to non-polluting sources of energy in its the City’s buildings and operations. buildings and operations. Policy 5.1.3. Have the Department of Water and Power Not Applicable. This policy calls for cleaner operations of make improvements at its in-basin power plants in order the City’s Water and Power energy plants. to reduce air emissions. Policy 5.1.4. Reduce energy consumption and associated Not Applicable. This policy calls for City facilities to air emissions by encouraging waste reduction and reduce solid waste production and energy consumption. recycling. Policy 5.2.1. Reduce emissions from its own vehicles by continuing scheduled maintenance, inspection and Not Applicable. This policy calls for the City to gradually vehicle replacement programs; by adhering to the State of reduce the fleet emissions inventory from its vehicles California’s emissions testing and monitoring programs; through use of alternative fuels, improved maintenance by using alternative fuel vehicles wherever feasible, in practices, and related operational improvements. accordance with regulatory agencies and City Council policies. Policy 5.3.1. Support the development and use of Consistent. The Project would be designed to meet the equipment powered by electric of low-emitting fuels. applicable requirements of the State’s Green Building Standards Code and the City of Los Angeles’ Green Building Code. Policy 6.1.1. Raise awareness through public-information Not Applicable. This policy calls for the City to promote and education programs of the actions that individuals clean air awareness through its public awareness can take to reduce air emissions. programs.
Source: DKA Planning, 2017.
Mitigation Measure
None required.
Level of Significance After Mitigation
Impacts would be less than significant.
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Threshold AIR-2: The Project would not result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is nonattainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). This impact would be less than significant.
Construction
Construction-related emissions were estimated using the SCAQMD’s CalEEMod 2016.3.1 model using assumptions from the Project’s developer, including the Project’s construction schedule of up to 22 months anticipated to being in July 2019. Table 3.1-5, Proposed Construction Schedule summarizes the proposed construction schedule that was modeled for air quality impacts.
Table 3.1-5 Proposed Construction Schedule
Phase Duration Notes Site Preparation One month 10,500 cubic yards of soil exported off- Grading One month site Building Construction 12 months Paving Two months Architectural Coatings Two months
Source: DKA Planning, 2017
As shown in Table 3.1-6, Estimated Daily Construction Emissions – Unmitigated, the construction of the proposed Project will produce VOC, NOX, CO, SOX, PM10 and PM2.5 emissions that do not exceed the SCAQMD’s regional thresholds. As a result, construction of the proposed Project would not contribute substantially to an existing violation of air quality standards for regional pollutants (e.g., ozone). This impact is considered less than significant.
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Table 3.1-6 Estimated Daily Construction Emissions – Unmitigated
Pounds Per Day Construction Phase Year VOC NOX CO SOX PM10 PM2.55 2019 4 49 25 <1 9 5 2020 5 40 33 <1 3 2 2021 2 20 21 <1 1 1 Maximum Regional Total 5 49 33 <1 9 5 Regional Significance Threshold 75 100 550 150 150 55 Exceed Threshold? No No No No No No
Maximum Localized Total 5 38 32 <1 8 5 Localized Significance Threshold -- 221 1,158 -- 11 6 Exceed Threshold? N/A No No N/A No No
Source: DKA Planning, 2017 based on CalEEMod 2016.3.1 model runs. LST analyses based on 5-acre site with 25 meter distances to receptors in West San Fernando Valley source receptor area.
Operation
The Project will also produce long-term air quality impacts to the region primarily from motor vehicles. The Project could add up to 910 net vehicle trips to and from the Project site on a peak weekday at the start of operations in 2021.8 Operational emissions would not exceed SCAQMD’s regional significance thresholds for VOC, NOX, CO, PM10 and PM2.5 emissions (Table 3-7, Estimated Daily Operations Emissions - Unmitigated). As a result, the Project’s operational impacts on regional air quality are considered less than significant.
With regard to localized air quality impacts, the proposed Project would emit minimal emissions of NO2, CO, PM10, and PM2.5 from area and energy sources on-site. As shown in Table 3.1-7, these localized emissions would not approach the SCAQMD’s localized significance thresholds that signal when there could be human health impacts at nearby sensitive receptors during long-term operations. While some localized emissions are expected from the drop-off areas along Deveron Ridge Road and Highlander
8 KOA Corporation, Traffic Impact report – LAUSD Hale Charter Academy, March 2017
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Road during the morning and afternoon bell times, there is not sufficient vehicle activity to generate any localized hotspot for CO or any other criteria pollutants. The Project’s operational impacts on localized air quality are considered less than significant.
Table 3.1-7 Estimated Daily Operations Emissions – Unmitigated
Pounds per Day Emission Source VOC NOX CO SOX PM10 PM2.5 Area Sources 2 <1 <1 <1 <1 <1 Energy Sources <1 <1 <1 <1 <1 <1 Mobile Sources 2 10 29 <1 8 2 Net Regional Total 4 10 30 <1 8 2 Regional Significance Threshold 55 55 550 150 150 55 Exceed Threshold? No No No No No No Net Localized Total 2 <1 <1 <1 <1 <1 Localized Significance Threshold -- 221 1,158 -- 3 2 Exceed Threshold? N/A No No N/A No No
Source: DKA Planning, 2017 based on CalEEMod 2016.3.1 model runs. LST analysis based on 5-acre site with 25 meter distances to receptors in West San Fernando Valley source receptor area.
LAUSD Standard Conditions
SC-AQ-2 LAUSD’s construction contractor shall ensure that construction equipment is properly tuned and maintained in accordance with manufacturer’s specifications to ensure excessive emissions are not generated by unmaintained equipment.
SC-AQ-3 LAUSD or its construction contractor shall: • Maintain slow speeds with all vehicles • Load impacted soil directly into transportation trucks to minimize soil handling • Water/mist soil as it is being excavated and loaded onto the transportation trucks • Water/mist and/or apply surfactants to soil placed transportation trucks prior to exiting the site • During dumping, minimize soil drop height into transportation trucks or stockpiles • During transport, cover or endorse trucks transporting soils, increase freeboard requirements, and repair trucks exhibiting spillage due to leaks
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• Cover the bottom of the excavated area with polyethylene sheeting when work is not being performed • Place stockpiled soil on polyethylene sheeting and cover with similar material. • Place stockpiled soil in areas shielded from prevailing winds.
SC-AQ-4 LAUSD shall will impose the following standard conditions to reduce construction emissions from vehicles and other fuel driven construction engines, activities that generate fugitive dust, and surface coating operations and ensure that these emissions do not exceed significance thresholds:
Exhaust Emissions
• Schedule construction activities that affect traffic flow to off-peak hours (e.g. between 10:00 AM and 3:00 PM).
• Consolidate truck deliveries and/or limit the number of haul trips per day.
• Route construction trucks off congested streets.
• Employ high pressure fuel injection systems or engine timing retardation.
• Utilize ultra-low sulfur diesel fuel, containing 15 ppm sulfur or less (ULSD) in all diesel construction equipment.
• Use construction equipment rated by the United States Environmental Protection Agency as having Tier 3 (model year 2006 or newer) or Tier 4 (model year 2008 or newer) emission limits for engines between 50 and 750 horsepower.
• Restrict non-essential diesel engine idle time, to not more than five consecutive minutes.
• Utilize electrical power rather than internal combustion engine power generators as soon as feasible during construction.
• Utilize electric or alternatively fueled equipment, if feasible.
• Utilize construction equipment with the minimum practical engine size.
• Utilize low-emission on-road construction fleet vehicles.
• Ensure construction equipment is properly serviced and maintained to the manufacturer’s standards.
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Fugitive Dust
• Apply non-toxic soil stabilizers according to manufacturers’ specification to all inactive construction areas (previously graded areas inactive for ten days or more).
• Replace ground cover in disturbed areas as quickly as possible.
• Sweep streets at the end of the day if visible soil material is carried onto adjacent public paved roads (recommend water sweepers with reclaimed water).
• Install wheel washers where vehicles enter and exit unpaved roads onto paved roads, or wash off trucks and any equipment leaving the site each trip.
• Pave construction roads that have a traffic volume of more than 50 daily trips by construction equipment, and/or 150 daily trips for all vehicles.
• Pave all construction access roads for at least 100 feet from the main road to the Project site.
• Water the disturbed areas of the active construction site at least three times per day, except during periods of rainfall.
• Enclose, cover, water twice daily, or apply non-toxic soil binders according to manufacturers’ specifications to exposed piles (i.e., gravel, dirt, and sand) with a five percent or greater silt content.
• Suspend all excavating and grading operations when wind speeds (as instantaneous gusts) exceed 25 miles per hour (mph).
• Apply water at least three times daily, except during periods of rainfall, to all unpaved road surfaces.
• Limit traffic speeds on unpaved road to 15 mph or less.
• Prohibit high emission causing fugitive dust activities on days where violations of the ambient air quality standard have been forecast by SCAQMD.
• Tarp and/or maintain a minimum of 24 inches of freeboard on trucks hauling dirt, sand, soil, or other loose materials.
• Limit the amount of daily soil and/or demolition debris loaded and hauled per day.
General Construction
• Utilize ultra-low VOC or zero-VOC surface coatings.
• Phase construction activities to minimize maximum daily emissions.
• Configure construction parking to minimize traffic interference.
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• Provide temporary traffic control during construction activities to improve traffic flow (e.g., flag person).
• Develop a trip reduction plan for construction employees.
• Implement a shuttle service to and from retail services and food establishments during lunch hours.
• Increase distance between emission sources to reduce near-field emission impacts.
• Require construction contractors to document compliance with the identified mitigation measures
Mitigation Measure
None required, but LAUSD Standard Compliance measures SC-AQ-2, SCA-AQ-3 and AC-AQ-4 call for good housekeeping measures that substantially reduce PM10 and PM2.5 emissions during on-site construction activities, as well as reducing VOC emissions during the application of architectural coatings. These could similarly be implemented at construction sites for any related Projects.
Residual Impacts
Impacts would be less than significant.
Threshold AIR-3: The Project would not result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). This impact would be less than significant.
Construction
A project’s construction impacts could be considered cumulative considerable if it substantially contributes to cumulative air quality violations when considering other projects that may undertake concurrent construction activities.
Construction of the proposed Project would not contribute significantly to cumulative emissions of any non-attainment regional pollutants. For regional ozone precursors, the Project would not exceed SCAQMD mass emission thresholds for ozone precursors during construction. Similarly, regional emissions of PM10 and PM2.5 would not exceed mass thresholds established by the SCAQMD. Therefore, construction emissions impacts on regional criteria pollutant emissions would be considered less than significant.
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When considering local impacts, cumulative construction emissions are considered when projects are within close proximity of each other that could result in larger impacts on local sensitive receptors. Construction of the Project itself would not produce cumulative considerable emissions of localized nonattainment pollutants PM10 and PM2.5, as the anticipated emissions would not exceed LST thresholds set by the SCAQMD. This is considered a less than significant impact.
There are two proposed developments in the vicinity of the Project site that were identified by the Project’s traffic impact study (provided in Appendix 3.5). If either of these proposed projects were to undertake construction concurrently with the proposed Project, localized CO, PM2.5, PM10, and NO2 concentrations would be further increased. However, the application of LST thresholds to each cumulative project in the local area would help ensure that each project does not produce localized hotspots of CO, PM2.5, PM10, and NO2. Any projects that would exceed LST thresholds (after mitigation) would perform dispersion modeling to confirm whether health-based air quality standards would be violated. The SCAQMD’s LST thresholds recognize the influence of a receptor’s proximity, setting mass emissions thresholds for PM10 and PM2.5 that generally double with every doubling of distance.
As for cumulative operational impacts, the proposed land use will not produce cumulatively considerable emissions of nonattainment pollutants at the regional or local level. Because the Project’s air quality impacts would not exceed the SCAQMD’s operational thresholds of significance as noted in Table 3.1-7, the Project’s impacts on cumulative emissions of non-attainment pollutants is considered less than significant. The Project is a school development that would not include major sources of
combustion or fugitive dust. As a result, its localized emissions of PM10 and PM2.5 would be minimal. Likewise, existing land uses in the area include land uses that do not produce substantial emissions of localized nonattainment pollutants.
Mitigation Measure
None required, but LAUSD Standard Compliance measures SC-AQ-2, SCA-AQ-3 and AC-AQ-4 call for good housekeeping measures that substantially reduce PM10 and PM2.5 emissions during on-site construction activities, as well as reducing VOC emissions during the application of architectural coatings. These could similarly be implemented at construction sites for any related Projects.
Residual Impacts
Impacts would be less than significant.
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Threshold AIR-4: The Project would not expose sensitive receptors to substantial pollutant concentrations. This impact would be less than significant.
Construction of the proposed Project could produce air emissions at the following sensitive receptors near the Project site:
• Mae Boyar Park, 23936 Highlander Road, approximately 50 feet west of the Project site.
• Highlander Road Residences, west, single-family residences located along Highlander Road, near Deveron Ridge Road. The nearest individual residence is located approximately 75 feet north of the Project site.
• Highlander Road Residences, east, single-family residences located along Highlander Road, near Darnoch Way. The nearest individual residence is located approximately 80 feet north of the Project site.
• Pertshire Circle Residences, single-family residences located along the Pertshire Circle Cul-de- Sac. The nearest individual residence is located approximately 5 feet east of the Project site.
• Hartland Street Residences, single-family residences located along Hartland Street, south of the Project site and across the Bell Creek channel. The nearest individual residence is located approximately 125 feet south of the Project site.
As illustrated in Table 3.1-6, these nearby receptors would not be exposed to substantial concentrations of localized pollutants PM10 and PM2.5 from construction of the proposed Project. Specifically, construction activities would not exceed SCAQMD LST thresholds for PM10 and PM2.5 and represent a less than significant impact. LST thresholds represent the maximum emissions from a project that will not cause or contribute to an exceedance of the most stringent applicable ambient air quality standard.
The proposed Project would generate long-term emissions on-site from area and energy sources that would generate negligible pollutant concentrations of CO, NO2, PM2.5, or PM10 at nearby sensitive receptors. While long-term operations of the Project would generate traffic that produces off-site emissions, these would not result in exceedances of CO air quality standards at roadways in the area due to three key factors. First, CO hotspots are extremely rare and only occur in the presence of unusual atmospheric conditions and extremely cold conditions, neither of which applies to this Project area. Second, auto-related emissions of CO continue to decline because of advances in fuel combustion technology in the vehicle fleet. Finally, the Project would not contribute to the levels of congestion that would be needed to produce the amount of emissions needed to trigger a potential CO hotspot.9 Specifically, with the proposed mitigation, traffic levels of service at eight intersections studied in the
9 Caltrans, Transportation Project-Level Carbon Monoxide Protocol, updated October 13, 2010.
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vicinity of the Project would not be significantly impacted by traffic volumes from the development under existing or 2021 horizon scenarios.10
Finally, the Project would not result in any substantial emissions of TACs during the construction or operation. During the construction phase, the primary air quality impact would be associated with the combustion of diesel fuels, which produce exhaust-related particulate matter that is considered a toxic air contaminant by CARB based on chronic exposure to these emissions.11 However, construction activities would not produce chronic, long-term exposure to diesel particulate matter. During long-term Project operations, the Project does not include typical sources of acutely and chronically hazardous TACs such as industrial manufacturing processes and automotive repair facilities. As a result, the Project would not create substantial concentrations of TACs. In addition, the SCAQMD recommends that health risk assessments be conducted for substantial sources of diesel particulate emissions (e.g., truck stops and warehouse distribution facilities) and has provided guidance for analyzing mobile source diesel emissions.12 The Project would not generate a substantial number of truck trips. Based on the limited activity of TAC sources, the Project would not warrant the need for a health risk assessment associated with on-site activities. Therefore, Project impacts related to TACs would be less than significant.
Mitigation Measure:
None required.
Residual Impact
Construction of the proposed Project would not result in significant pollutant concentrations at nearby receptors. Impacts would be less than significant.
Long-term operation of the proposed Project would not result in significant pollutant concentrations at nearby receptors. Impacts would be less than significant
CUMULATIVE IMPACTS
As noted above in Threshold AIR-3, according to the SCAQMD CEQA Handbook, Projects that result in emissions that do not exceed the Project-specific SCAQMD regional thresholds of significance should be considered to result in a less than significant impact on a cumulative basis unless there is other pertinent
10 KOA Corporation, Traffic Impact report – LAUSD Hale Charter Academy, March 2017. 11 California Office of Environmental Health Hazard Assessment. Health Effects of Diesel Exhaust. www. http://oehha.ca.gov/public_info/facts/dieselfacts.html 12 SCAQMD, Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Emissions, December 2002.
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information to the contrary. The mass-based regional significance thresholds published by the SCAQMD are designed to ensure compliance with both NAAQS and CAAQS and are based on an inventory of projected emissions in the Basin. Therefore, if a project is estimated to result in emissions that do not exceed the thresholds, the Project’s contribution to the cumulative impact on air quality in the Basin would not be cumulatively considerable. As presented previously in Tables 3.1-6 and 3.1-7, construction and operation of the Project would not result in daily construction emissions that would exceed the thresholds of significance recommended by the SCAQMD. Applying the SCAQMD criteria, the Project would not result in a cumulatively considerable contribution to regional air pollutant emissions. Therefore, the Project would not result in significant Project-level air quality impacts.
Mitigation Measures
None required.
Residual Impacts
Impacts would be less than significant.
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INTRODUCTION
This section evaluates potential impacts associated with the consumption of energy that would result from the implementation of the proposed Project. The section generally follows the guidance for the evaluation of energy impacts provided in Appendix F, Energy Conservation, of the State CEQA Guidelines.
It is noteworthy that the directives in Appendix F are advisory. In addition, Appendix F states the following: “Potentially significant energy implications of a project shall be considered in an EIR to the extent relevant and applicable to the project. The following list of energy impact possibilities and potential conservation measures is designed to assist in the preparation of an EIR. In many instances specific items may not apply or additional items may be needed. Where items listed below are applicable or relevant to the project, they should be considered in the EIR.” Therefore, the evaluation below does not address every directive in Appendix F. As directed by CEQA, the focus of the analysis is whether the project would result in a wasteful or inefficient consumption of energy, and whether mitigation is required to avoid or reduce inefficient or wasteful consumption of energy.
EXISTING CONDITIONS
Electricity Supply
Los Angeles Department of Water and Power (LADWP) provides electrical power to businesses and residents in the City of Los Angeles. The service area for LADWP is 465 square miles which serve over 4 million people in Los Angeles and 5,000 people in the Owens Valley.1 LADWP has a total Megawatt capacity of over 7,640 megawatts from a diverse mix of energy resources. Twenty percent of their power resources come from renewable energy, 22 percent from natural gas, 9 percent from nuclear sources, and 40 percent from coal.2 LADWP currently maintains 22 generation plants, 3,507 miles of overhead transmission circuits, 124 miles of underground transmission circuits, and 160 distributing stations. LADWP is the largest municipal utility in the United States and also serves parts of Culver City, South Pasadena, and West Hollywood. LADWP continues to expand their service territory (within their existing service area) on a project-by-project basis.
1 Los Angeles Department of Water and Power, About Us, Facts and Figures, https://www.ladwp.com/ladwp/faces/ladwp/aboutus/a-power/a-p-factandfigures?_adf.ctrl- state=u7dyxnv3j_21&_afrLoop=190142587384271 2 Ibid.
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Power lines are located along the streets surrounding the Project site, including Highlander Road. The proposed Project would receive power by connecting to the existing easements and power lines surrounding the site.
Natural Gas
Natural gas is provided and distributed to residents and businesses in the City of Los Angeles by the Southern California Gas Company (SoCalGas). According to the 2016 California Gas Report, SoCalGas is expected to provide an average of 2,526,000 Kilo British Thermal Unit (kBtu) per day by 2021.3 In addition, due to modest economic growth, energy efficiency standards and programs, renewable electricity goals and the decline in commercial and industrial demand, starting in 2013 and continuing through 2035, natural gas demands are projected to decline at an annual rate of 0.6 percent throughout the SoCalGas service area.4
SoCalGas purchases gas supplies on a daily, monthly and longer-term basis from producers and marketers in California, Canada, the Rockies, and elsewhere in the U.S. Southwest. In 2012, natural gas was used in California to produce electricity (45.6 percent), in residential uses (20.8 percent), in industrial uses (14.5 percent), oil and gas industry operations (9.4 percent), in commercial uses and for transportation (8.6 percent), for agriculture (0.5 percent), and other unspecified uses (0.6 percent). The total natural gas usage in 2012 was 23,323 million therms.5
Petroleum Based Fuel
In 2015, it is estimated that 14.9 billion gallons of gasoline (non-diesel)6 and 2.81 billion gallons of diesel fuel7 were sold statewide. The estimated 2015 gasoline sales for Los Angeles County were approximately 3.47 billion gallons, and 313 million gallons of diesel fuel.8
3 2016 California Gas Report, prepared by the California Gas and Electric Utilities, Table 1-SCG, website, https://www.socalgas.com/regulatory/documents/cgr/2016-cgr.pdf, accessed March 10, 2017. 4 Ibid. 2016 California Gas Report, prepared by the California Gas and Electric Utilities, pg. 64. 5 California Energy Commission, Energy Almanac, Overview of Natural Gas in California, Natural Gas Supply. http://energyalmanac.ca.gov/naturalgas/overview.html, accessed March 10, 2017. 6 California Energy Commission, California Gasoline Data, Facts, and Statistics. http://www.boe.ca.gov/sptaxprog/reports/MVF_10_Year_Report.pdf, accessed March 10, 2017. 7 California Energy Commission, Diesel Fuel Data, Facts, and Statistics, http://www.boe.ca.gov/sptaxprog/reports/Diesel_10_Year_Report.pdf, accessed March 10, 2017. 8 California Energy Commission, California Annual Retail Fuel Outlet Report Results (CEC-A15) Spreadsheets, http://www.energy.ca.gov/almanac/transportation_data/gasoline/2015_A15_Results.xlsx, accessed March 10, 2017.
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REGULATORY FRAMEWORK
Federal
Energy Independence and Security Act
In December 2007, then President Bush signed the Energy Independence and Security Act of 2007, which sets a mandatory Renewable Fuel Standard requiring fuel producers to use at least 36 billion gallons of biofuel in 2022. The Act also sets a national fuel economy standard of 35 miles per gallon (mpg) by 2020. The Act contains provisions for energy efficiency in lighting and appliances and for green building technology implementation in federal buildings. On July 11, 2008, the United State Environmental Protection Agency (US EPA) issued an Advanced Notice of Proposed Rulemaking (ANPRM) on regulating GHGs under the Clean Air Act (CAA). The ANPRM reviews the various CAA provisions that may be applicable to the regulation of GHGs and presents potential regulatory approaches and technologies for reducing GHG emissions. On April 10, 2009, the US EPA published the Proposed Mandatory Greenhouse Gas Reporting Rule in the Federal Register (US EPA 2009). The rule was adopted on September 22, 2009 and covers approximately 10,000 facilities nationwide that account for 85 percent of US GHG emissions.
On September 15, 2009, the US EPA and the US Department of Transportation’s (DOT) National Highway Traffic Safety Administration (NHTSA) jointly established a national program that set new standards to reduce GHG emissions and improve fuel economy; these standards apply to model year 2012 through 2016 light-duty vehicles. The proposed standards would be phased in and would require passenger cars and light-duty trucks to comply with a declining emissions standard. In 2012, passenger
cars and light-duty trucks had to meet an average standard of 295 grams of CO2 per mile and 30.1 mpg.
By 2016, the vehicles had to meet an average standard of 250 grams of CO2 per mile and 35.5 mpg.9 The US EPA and US DOT formally adopted these standards on April 1, 2010.
Energy Policy and Conservation Act
Enacted in 1975, this legislation established fuel economy standards for new light-duty vehicles sold in the US. The law placed responsibility on the National Highway Traffic and Safety Administration (a part of the US DOT) for establishing and regularly updating vehicle standards. The US EPA administers the Corporate Average Fuel Economy (CAFE) program, which determines vehicle manufacturers’ compliance with existing fuel economy standards. Since the inception of the CAFE program, the average
9 The CO2 emission standards and fuel economy standards stated are based on US EPA formulas.
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fuel economy for new light-duty vehicles (autos, pickups, vans, and SUVs) steadily increased from 13.1 mpg for the 1975 model year to 27.5 mpg for the 2012 model year and is proposed to increase to 54.5 mpg by 2025.
Energy Star Program
In 1992, the US EPA introduced Energy Star as a voluntary labeling program designed to identify and promote energy-efficient products to reduce greenhouse gas emissions. The program applies to major household appliances, lighting, computers, and building components such as windows, doors, roofs, and heating and cooling systems. Under this program, appliances that meet specifications for maximum energy use established under the program are certified to display the Energy Star label. In 1996, US EPA joined with the US Department of Energy to expand the program, which now also includes qualifying commercial, industrial, and residential buildings.
State
Title 24
Title 24, Part 6, of the California Code of Regulations contains the California Energy Commission’s (CEC) Energy Efficiency Standards for Residential and Nonresidential Buildings. Title 24 was first established in 1978, in response to a legislative mandate to reduce California's energy consumption. Since that time, Title 24 has been updated periodically to allow for consideration and possible incorporation of new energy efficiency technologies and methods.
On April 23, 2008, the CEC adopted the 2008 standards, which applied to projects that submitted an application for a building permit on or after January 1, 2010. The CEC adopted the 2008 standards for a number of reasons: (1) to provide California with an adequate, reasonably priced, and environmentally sound supply of energy; (2) to respond to Assembly Bill 32 (AB 32; the Global Warming Solutions Act of 2006), which requires California to reduce its greenhouse gas emissions to 1990 levels by 2020; (3) to pursue the statewide policy that energy efficiency is the resource of choice for meeting California's energy needs; (4) to act on the findings of California's Integrated Energy Policy Report, which indicate that the 2008 Standards are the most cost-effective means to achieve energy efficiency, reduce the energy demand associated with water supply, and reduce greenhouse gas emissions; (5) to meet the West Coast Governors' Global Warming Initiative commitment to include aggressive energy efficiency measures in the update of all state building codes; and (6) to meet the Executive Order in the Green Building Initiative
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to improve the energy efficiency of nonresidential buildings through aggressive standards.10 In 2013, updates were made to the 2008 Title 24 standards (effective January 1, 2014).
The California Green Building Standards Code, which is Part 11 of the Title 24 Building Standards Code, is commonly referred to as the CALGreen Code. The 2008 edition, the first edition of the CALGreen Code, contained only voluntary standards. The 2013 CALGreen Code is a code with mandatory requirements for new residential and nonresidential buildings (including buildings for retail, office, public schools, and hospitals) throughout California beginning on January 1, 2014. The 2013 CALGreen Code contains requirements for construction site selection, stormwater control during construction, construction solid waste reduction, indoor water use reduction, building material selection, natural resource conservation, site irrigation conservation, and more. Additionally, this code encourages building owners to achieve exemplary performance in the area of energy efficiency. For the purposes of energy efficiency standards, the CEC believes a green building should achieve at least a 15 percent reduction in energy usage when compared to California’s mandatory energy efficiency standards.
AB 32, Executive Order S-3-05, and Executive Order B-30-15
In addition to Title 24, AB 32, Executive Order S-3-05, and Executive Order B-30-15 are anticipated to result in the future regulation of energy resources in California. In order to achieve the GHG emission reductions targeted under AB 32 and the two executive orders, it is generally accepted that California will need to improve its overall energy efficiency, in addition to the use of more renewable energy resources. Pursuant to AB 32, the California Air Resources Board (CARB) is working with other state agencies (including the CEC), to implement feasible programs and regulations that reduce emissions and improve energy efficiency.11
Renewable Portfolio Standard
Established in 2002 under SB 1078, accelerated in 2006 under SB 107, and expanded in 2011 under SB 2, California's Renewables Portfolio Standard (RPS) is one of the most ambitious renewable energy standards in the country. The RPS program requires investor-owned utilities, electric service providers, and community choice aggregators to increase procurement from eligible renewable energy resources to 33 percent of total procurement by 2020.
10 See http://www.energy.ca.gov/title24/2008standards/index.html, 2013. 11 See http://www.arb.ca.gov/cc/ghgsectors/ghgsectors.htm#electric, September 13, 2013 (highlights targeted improvements for the energy sector).
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Senate Bill 350
Senate Bill 350 (SB 350) was signed into law in 2015. The legislation requires that, by 2030, 50 percent of all electricity provided by power plants in California must be from renewable sources. SB 350 further requires the CEC to establish annual targets for statewide energy efficiency savings and demand reduction that would achieve a cumulative doubling of statewide energy efficiency savings in electricity and natural gas by retail customers by 2030. The bill requires the state Public Utilities Commission to establish efficiency targets for investor-owned electrical and gas corporations consistent with the 2030 goal, and the CEC to establish annual targets for energy efficiency savings and demand reductions for local publicly-owned electric utilities consistent with the 2030 goal. Each retailer of electricity must regularly file an integrated resource plan (IRP) for review and approval.
Other Energy Related Statutes and Executive Orders
Additional legislation and executive orders focused on energy efficiency in California are summarized briefly below:
• Assembly Bill 1613 (Blakeslee 2007): This legislation, also known as the Waste Heat and Carbon Emissions Reduction Act, was designed to encourage the development of new combined heat and power systems in California with a generating capacity of up to 20 MW.
• Senate Bill 1 (Murray, 2006): This legislation enacted the Governor’s Million Solar Roofs program and has an overall objective of installing 3,000 MW of solar photovoltaic systems.
• Senate Bill 1389 (Bowen, 2002): This legislation requires the CEC to prepare a biennial integrated energy policy report that contains an assessment of major energy trends and issues facing the state’s electricity, natural gas, and transportation fuel sectors. It also requires the CEC to provide policy recommendations to conserve resources; protect the environment; ensure reliable, secure, and diverse energy supplies; enhance the state’s economy; and protect public health and safety.
• Executive Order S-14-08 (Schwarzenegger 2008): This order established accelerated RPS targets— specifically 33 percent by 2020.
• Executive Order S-21-09 (Schwarzenegger 2009): This order requires CARB to adopt regulations, by July 31, 2010, increasing California's RPS to 33 percent by 2020.
• Senate Bill 32 (Pavley 2016) requires the state to cut greenhouse gas emissions to 40 percent below 1990 levels by 2030, a much more ambitious target than the previous goal of hitting 1990 levels by 2020.
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Local
LAUSD Collaborative for High Performance Schools Criteria
LAUSD is the first school district in the United States to adopt and implement the Collaborative for High Performance Schools (CHPS) Criteria.12 The LAUSD Board of Education adopted a Resolution on High Performance School Facilities requiring Phase II and future phase schools to be certified according to CHPS.13 These measures are considered beneficial to improving environmental quality. LAUSD has incorporated these into the project design and operation of projects as part of standard LAUSD practices. The CHPS criteria are assumed to be part of the District’s projects as they may apply to specific projects and are not included as mitigation measures. CHPS recommends flexible standards to promote energy efficiency, water efficiency, site planning, materials, and indoor environmental quality. Certain CHPS points are mandatory and are identified below as part of certain LAUSD Design Standards.
Under CHPS Criteria EE1.0: Minimum Energy Performance, new school designs must exceed the California energy efficiency standards (Title 24 – 2008, Part 6) by 15 percent or energy-efficient lighting with occupancy controls and/or economizers on the package equipment must be included in the design.14,15 In addition, new buildings must meet 2013 Title 24 standards, which became effective on July 1, 2014.
METHODOLOGY
Appendix F recommends that an EIR present the total energy required by a project by fuel type and end use, during construction, operation, and removal of the project. The methodology used to estimate the construction-phase energy use is described below.
With respect to energy consumption during occupancy/operation, the increased electricity and natural gas demand due to operation/occupancy of the proposed Project were estimated using the CalEEmod emissions model. In addition, as the proposed Project would result in daily vehicle trips to and from the
12 Los Angeles Unified School District. Key OEHS Programs. Available at: http://achieve.lausd.net/Page/3495 13 Los Angeles Unified School District. 28 October 2003. Los Angeles City Board of Education Resolution, Sustainability and the Design and Construction of High Performance Schools. Los Angeles, CA. Available at: http://www.laschools.org/documents/download/sustainability%2Fhealthy_schools%2FBoard_Resolution_on_ CHPS.pdf 14 Collaborative for High Performance Schools. 2009. California Criteria for High Performance Schools Best Practices Manual. Volume III. 2009 Edition. Available at: http://www.chps.net/manual/index.htm 15 California Energy Commission. 2008 Building Energy Efficiency Standards. Available at: http://www.energy.ca.gov/2008publications/CEC-400-2008-001/CEC-400-2008-001-CMF.PDF
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project site, the increase in the consumption of petroleum-based fuel was calculated based on vehicle miles travelled (VMT). CalEEmod was used to estimate VMT. Energy consumption during occupancy/operation is described below.
THRESHOLDS OF SIGNIFICANCE
Neither Appendix F of the State CEQA Guidelines nor PRC Section 21100(b)(3)) provides a threshold of significance that might be used to evaluate the potential significance of energy consumption of a project. Rather, the emphasis is on reducing “the wasteful, inefficient, and unnecessary consumption of energy.” Based on this focus of the guidelines, for purposes of this Draft EIR, the proposed Project would have a significant impact related to energy consumption if it would:
ENE-1 Involve the wasteful, inefficient, and unnecessary consumption of energy, especially fossil fuels such as coal, natural gas, and petroleum, associated with project design, project location, the use of electricity and/or natural gas, and/or the use of fuel by vehicles anticipated to travel to and from the project.
IMPACTS AND MITIGATION MEASURES
ENE-1 The project would not involve the wasteful, inefficient, and unnecessary consumption of energy, especially fossil fuels such as coal, natural gas, and petroleum, associated with project design, project location, the use of electricity and/or natural gas, and/or the use of fuel by vehicles anticipated to travel to and from the project. This impact would be less than significant.
Construction Impacts
Project construction would require grading, utility installation, foundation construction, building construction, paving, and landscaping installation. All construction would be typical for the region and building type. During construction, energy would be consumed in the form of petroleum-based fuels (i.e., gasoline and diesel) used to power off-road construction vehicles and equipment on the project site, for construction worker travel to and from the project site, as well as for delivery truck trips; and to operate generators to provide temporary power for lighting and electronic equipment. The manufacturing of construction materials used by the proposed Project would also involve energy use. Due to the large number of materials and manufacturers involved in the production of construction materials (including manufacturers in other states and countries), upstream energy use cannot be reasonably estimated. However, it is reasonable to assume that manufacturers of building materials such as concrete, steel, etc., would employ all reasonable energy conservation practices in the interest of minimizing the cost of doing
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business. Furthermore, the District has no control over or the ability to influence energy resource use by the manufacturers of construction materials. Therefore, this analysis does not evaluate upstream energy use.
The average annual and total consumption of gasoline and diesel fuel during project construction was estimated using the same assumptions and factors from CalEEMod that were used in estimating construction air emissions in Section 3.1., Air Quality. As shown in Table 3.2-1, Off-Road Construction Equipment Diesel Fuel Consumption, and Table 3.2-2, Construction Worker Gasoline Consumption, a total of approximately 91,854 gallons of diesel fuel, and 2,624,011 gallons of gasoline would be consumed over the project’s construction horizon, or approximately 45,927 gallons of diesel fuel, and 1,312,005.5 gallons of gasoline annually.
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Table 3.2-1 Off-Road Construction Equipment Diesel Fuel Consumption
Fuel Horse Load Number Usage Diesel Phase Equipment Type Units Hours Power Factor of Days Factora Usageb Grading Graders 1 8 174 0.41 22 0.05 628 Off-Highway Trucks 1 8 247 0.40 22 0.05 869 Plate Compactors 1 8 187 0.41 22 0.05 675 Rubber Tired Dozers 1 8 247 0.40 22 0.05 869 Tractors/Loaders/ Backhoes 2 8 97 0.37 22 0.05 632 Rollers 2 6 80 0.38 22 0.05 401 Trenchers 1 8 78 0.5 22 0.05 343 Graders 1 8 187 0.41 22 0.05 675 Site Plate Compactors 301 1 8 97 0.37 21 0.05 Preparation Off-Highway Trucks 1 8 402 0.38 21 0.05 1,283 Rubber Tired Dozers 1 8 247 0.40 21 0.05 830 Tractors/Loaders/ Backhoes 2 8 97 0.37 21 0.05 603 Rollers 2 6 80 0.38 21 0.05 383 Trenchers 1 8 78 0.5 21 0.05 328 Excavators 1 8 247 0.40 21 0.05 830 Paving Off-Highway Trucks 2 6 402 0.38 41 0.05 3,758 Pavers 1 8 130 0.42 41 0.05 895 Paving Equipment 2 8 132 0.36 41 0.05 1,559 Rollers 1 8 80 0.38 41 0.05 499 Tractors/Loaders/ Backhoes 2 8 97 0.37 41 0.05 1,177 Building Off-Highway Trucks 5 7 231 0.29 262 0.05 30,715 Construction Trenchers 1 8 89 0.20 262 0.05 1,865 Pumps 1 8 84 0.74 262 0.05 6,514 Cranes 1 7 97 0.37 262 0.05 3,291 Off-Highway Trucks 2 8 46 0.45 262 0.05 4,339 Forklifts 4 8 89 0.20 262 0.05 7,462 Tractors/Loaders/Backhoes 2 8 97 0.37 262 0.05 7,523 Air Compressors 1 8 78 0.48 262 0.05 3,924 Generator Sets 1 8 84 0.74 262 0.05 6,514 Welders 1 8 46 0.45 262 0.05 2,169 Architectural 0 Air Compressors 1 6 78 0.48 0 0.05 Coatings Project Total 91,854
Source: CalEEMod Model Data; DKA Planning 2017 Notes: a horsepower/gallon/hour b in gallons
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Table 3.2-2 Construction Worker Petroleum Fuel Consumption
Number Average Round-Trip of Daily Number Commute Distance Fuel Usage Fuel Usage Phase Trips of Days (in miles) (ave mpg)a (in gallons) Worker Trips (Gasoline) Grading 20 22 14.7 18.6 120,305 Site Preparation 20 21 14.7 18.6 114,836 Building Construction 31 262 14.7 18.6 2,220,717 Architectural Coatings 6 0 14.7 18.6 0 Paving 15 41 14.7 18.6 168,153 Total Gasoline Usage 2,624,011 Hauling Trips (Diesel) Demolition 0 -- 14.7 18.6 0 Total Diesel Usage 0
Source: CalEEMod Model Data; DKA Planning 2017 Notes: ave – average mpg – miles per gallon a This is a conservatively estimated total, as it assumes no electric, hybrid or other alternate fuel use vehicles in the fleet mix. b Number of haul trips total for entire phase
The estimated amounts of energy resources reported in Tables 3.2-1 and 3.2-2 would be consumed over a period of two years (22 months) and would represent a small percentage of the total energy used in the state. More importantly, for reasons presented below, this consumption would not represent a wasteful and inefficient use of energy resources.
There is growing recognition among developers and retailers that sustainable construction is not any more expensive than “business as usual” construction methods, and further, that there are long-term significant cost-savings potential in utilizing green building practices and materials. In addition, the proposed Project would feature a sustainable design to comply with CALGreen and CHPS, which would result in the use of sustainable materials and recycled content that would reduce energy consumption during project construction. Construction materials would include recycled materials and products originating from nearby sources to the extent feasible in order to comply with CALGreen and to reduce costs of transportation.
Worker trips are estimated in Table 3.2-2 above. Worker trips are expected to vary by phase; however, trips would be temporary and would occur over the two year timeframe of construction activity. As these trips would be temporary, they would not be wasteful or inefficient use of energy. CARB has adopted Title 13 Section 2485, an Airborne Toxic Control Measure (ATCM), to limit diesel motor vehicle idling in
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order to reduce public exposure to diesel particulate matter and other toxic air contaminants. All diesel- fueled commercial heavy- and medium-duty vehicles are required to comply with these measures. The ATCM requires that construction idling times shall be minimized either by shutting equipment off when not in use, or limiting the maximum idling time to five minutes. It also requires that all construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications, and that all equipment shall be checked by a certified mechanic and determined to be running in proper condition prior to operation. Standard Conditions of Approval SC-AQ-2, SC-AQ-3, and SC-AQ-4 require that construction equipment be selected to minimize emissions, and that all diesel-powered off- road equipment larger than 50 horsepower and operating on the site for more than two days continuously shall, at a minimum, meet US EPA particulate matter emissions standards for Tier 3 engines or equivalent. Idling restrictions and the use of newer engines and properly maintained equipment would result in less fuel combustion and energy consumption. Furthermore, contractors and owners have a strong financial incentive to avoid wasteful, inefficient, and unnecessary consumption of energy during construction. Furthermore, contractors and owners have a strong financial incentive to avoid wasteful, inefficient, and unnecessary consumption of energy during construction.
For the reasons listed above, the proposed Project would not involve the inefficient, wasteful, and unnecessary use of energy during construction and the construction-phase impact related to energy consumption would be less than significant.
Operational Impacts
Electricity and Natural Gas
Title 24 represents the state policy on building energy efficiency. The goals of the Title 24 standards are to improve energy efficiency of residential and non-residential buildings, minimize impacts during peak energy-usage periods, and reduce impacts on state energy needs. The proposed Project is required to comply with Title 24, and therefore would be energy efficient. Furthermore, the proposed Project would include features to minimize energy consumption, many of which are mandated by the CALGreen and CHPS, which would further reduce the amount of electricity and natural gas consumed by the proposed Project.
It is anticipated that LADWP and SoCalGas would be able to provide electricity and natural gas to the Project site using existing infrastructure. Only minor modifications to the distribution system would be required to connect the proposed Project to the existing off-site electrical and natural gas systems. Further, the Project’s demand for electricity by itself would not require the construction of new power
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generation facilities. The proposed Project does not include a residential component, and would not induce population growth. As such, no new students would be generated through the proposed Project.
Further, the electrical loads and natural gas demand that would be required by the proposed Project are within the parameters of projected load growth in the City, and LADWP and SoCalGas would be able to meet the demand in this area. Therefore, the proposed Project would not result in the consumption of energy resources that could not be accommodated within the long-term electricity and natural gas supply.
Petroleum-Based Fuel
The proposed Project would result in the consumption of petroleum-fuel related to vehicular travel (quantified as VMT) to and from the project site. Table 3.2-3, Estimated Petroleum-based Fuel Usage at Buildout, below, presents the projected consumption of approximately 20,200 gallons of diesel and 136,951 gallons of gasoline per year, or a total of 157,151 gallons of petroleum-based fuels per year based on an annual estimate of 3,054,293 VMT obtained from the CalEEMod results for the proposed Project.
This is a conservative estimate, given that it assumes no electric, hybrid, or other alternate fuel use vehicles in the fleet mix. Furthermore, this level of annual consumption is based on fuel efficiency rates (miles per gallon) shown in Table 3.2.-3. Federal and state laws and regulations will continue to require further improvements in fuel efficiency in motor vehicles produced and/or sold in the US and total annual consumption of petroleum-based fuel is expected to decrease over time.
Table 3.2-3 Estimated Petroleum-based Fuel Usage at Project Buildout
Annual Consumption Source Fleet Mixa Generation Factorb, c (in gallons) Mobile Diesel (gallons) 16.6% 507,013/25.1 mpg 20,200 Gasoline (gallons) 83.4% 2,547,280/18.6 mpg 136,951 Total 157,151
Source: DKA Planning and Impact Sciences 2017 Notes: mpg = miles per gallon a Data Source: FHWA OHPI, Highway Statistics, Fuel Consumption by State and Type http://www.fhwa.dot.gov/policyinformation/pubs/hf/pl11028/chapter5.cfm b Data Source: California Department of Transportation, 2007 California Motor Vehicle Stock, Travel and Fuel Forecast, http://www.energy.ca.gov/2008publications/CALTRANS-1000-2008-036/CALTRANS-1000-2008-036.PDF c Diesel-powered vehicles typically get 30-35% more miles per gallon than comparable vehicles powered by gasoline. US Department of Energy, Fuel Economy Guide, http://www.fueleconomy.gov/feg/pdfs/guides/FEG2013.pdf
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As previously discussed, in 2015, it is estimated that 14.9 billion gallons of gasoline (non-diesel)16 and 2.81 billion gallons of diesel fuel17 were sold statewide. Thus, at buildout, the proposed Project would represent less than 0.001 percent of the statewide annual gasoline consumption and less than 0.001 percent of the statewide annual diesel consumption. In addition, the construction of the Project would expand the District’s “zone of choice” program in the West Hills area. This would allow increased flexibility in the schools attended by the students among the participating schools and help reduce VMT by allowing students to attend schools closer to home.
For the reasons listed above, the proposed Project would not involve the inefficient, wasteful, and unnecessary use of energy during operation and the operation-phase energy impact would be less than significant.
Mitigation Measures
No mitigation measures are required.
Residual Impact
Residual impacts are less than significant.
UNAVOIDABLE ADVERSE EFFECTS
Appendix F of the State CEQA Guidelines recommends that the EIR report any unavoidable adverse impacts associated with the project’s energy use. The analysis presented above shows that the proposed Project would not result in a significant unavoidable impact associated with the use of energy.
IRREVERSIBLE COMMITMENT OF RESOURCES
Appendix F states that an irreversible commitment of resources could occur if the project preempts future energy development or future energy conservation. The proposed Project would not preempt future energy development on the project site since there are no energy resources located on or near the site. The proposed Project would also not preempt future energy conservation because the District would implement energy efficiency improvements through CHPS that become available in the future.
16 California Energy Commission, California Gasoline Data, Facts, and Statistics. http://www.boe.ca.gov/sptaxprog/reports/MVF_10_Year_Report.pdf, accessed March 10, 2017. 17 California Energy Commission, Diesel Fuel Data, Facts, and Statistics, http://www.boe.ca.gov/sptaxprog/reports/Diesel_10_Year_Report.pdf, accessed March 10, 2017.
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SHORT-TERM GAINS AND LONG-TERM IMPACTS
Appendix F suggests that the project’s short-term gains and long-term impacts can be evaluated by calculating the project’s energy cost over the project’s lifetime. As noted above, the proposed Project would not result in a wasteful use of energy. There would not be a reduction of long-term benefits for short-term gains as a result of the proposed Project.
GROWTH INDUCING EFFECTS
Appendix F states that growth inducing effects may include the energy consumption of the growth induced by the project. As there is no residential component of the Project, implementation of the proposed Project would not induce any population or employment growth beyond what has been anticipated by the region. Therefore there would be no energy consumption related to growth induced by the proposed Project.
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INTRODUCTION
This section of the EIR describes the existing noise environment on the Project site and in the surrounding area and evaluates the potential for noise impacts associated with implementation of the proposed Project. The analysis focuses on the potential for the Project to result in impacts on adjacent noise- sensitive uses. Results of the noise monitoring study performed for the proposed Project are provided in Appendix 3.3. Effects related to aircraft noise were found not to be significant in the Initial Study prepared for the Project and included in Appendix 1.0 and therefore are not included in this analysis.
INTRODUCTION TO NOISE
Noise is usually defined as unwanted sound that is an undesirable byproduct of society’s normal day-to-day activities. Sound becomes unwanted when it interferes with normal activities, when it causes actual physical harm, and/or when it has adverse effects on health. Noise is measured on a logarithmic scale of sound pressure level known as a decibel (dB). The human ear does not respond uniformly to sounds at all frequencies; for example, it is less sensitive to low and high frequencies than medium frequencies, which more closely correspond with human speech. In response to the sensitivity of the human ear to different frequencies, the A-weighted noise level (or scale), which corresponds better with people’s subjective judgment of sound levels, has been developed. This A-weighted sound level, referenced in units of dB(A), is measured on a logarithmic scale such that a doubling of sound energy results in a 3 dB(A) increase in noise level. In general, changes in a community noise level of less than 3 dB(A) are not typically noticed by the human ear.1 Changes from 3 to 5 dB(A) may be noticed by some individuals who are extremely sensitive to changes in noise. A greater than 5 dB(A) increase is readily noticeable, while the human ear perceives a 10 dB(A) increase in sound level to be a doubling of sound.
Noise sources occur in two forms: (1) point sources, such as stationary equipment or individual motor vehicles; and (2) line sources, such as a roadway with a large number of point sources (motor vehicles). Sound generated by a point source typically diminishes (attenuates) at a rate of 6 dB(A) for each doubling of distance from the source to the receptor at acoustically “hard” sites and 7.5 dB(A) at acoustically “soft” sites.2 For example, a 60 dB(A) noise level measured at 50 feet from a point source at an acoustically hard
1 Federal Highway Administration, Highway Noise Fundamentals, (1980) 81. 2 Federal Highway Administration, Highway Noise Fundamentals, (1980) 97. Examples of “hard” or reflective sites include asphalt, concrete, and hard and sparsely vegetated soils. Examples of acoustically “soft” or absorptive sites include soft, sand, plowed farmland, grass, crops, heavy ground cover, etc.
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site would be 54 dB(A) at 100 feet from the source and 48 dB(A) at 200 feet from the source. Sound generated by a line source typically attenuates at a rate of 3 dB(A) and 4.9 dB(A) per doubling of distance from the source to the receptor for hard and soft sites, respectively.3
Sound levels also can be attenuated by man-made or natural barriers (e.g., sound walls, berms, ridges), as well as elevational differences.
Solid walls and berms may reduce noise levels by 5 to 10 dB(A) depending on their height and distance relative to the noise source and the noise receptor.4 Sound levels may also be attenuated 3 to 5 dB(A) by a first row of houses and 1.5 dB(A) for each additional row of houses.5 The minimum noise attenuation provided by typical structures in California is provided in Table 3.3-1, Outside-to-Inside Noise Attenuation.
Table 3.3-1 Outside-to-Inside Noise Attenuation (dB(A))
Building Type Open Windows Closed Windows Hotels/Motels 17 25 Residences 17 25 Schools 17 25 Churches 20 30 Hospitals/Convalescent Homes 17 25 Offices 17 25 Theaters 20 30
Source: Gordon, C.G., W.J. Galloway, B.A. Kugler, and D.L. Nelson. NCHRP Report 117: Highway Noise: A Design Guide for Highway Engineers. Washington, D.C.: Transportation Research Board, National Research Council, 1971.
Sound Rating Scales
Various rating scales approximate the human subjective assessment to the “loudness” or “noisiness” of a sound. Noise metrics have been developed to account for additional parameters, such as duration and cumulative effect of multiple events. Noise metrics are categorized as single event metrics and cumulative metrics, as summarized below.
3 Federal Highway Administration, Highway Noise Fundamentals, (1980) 97. 4 Federal Highway Administration, Highway Noise Mitigation, (1980) 18. 5 T. M. Barry and J. A. Reagan, FHWA Highway Traffic Noise Prediction Model, (1978) 33.
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In order to simplify the measurement and computation of sound loudness levels, frequency weighted networks have obtained wide acceptance. The A-weighted (dB(A)) scale has become the most prominent of these scales and is widely used in community noise analysis. Its advantages are that it has shown good correlation with community response and is easily measured. The metrics used in this analysis are all based upon the dB(A) scale.
Equivalent Noise Level
Equivalent Noise Level (Leq) is the sound level corresponding to a steady-state A-weighted sound level containing the same total energy as several single event noise exposure level events during a given sample period. Leq is the “energy” average noise level during the period of the sample. It is based on the observation that the potential for noise annoyance is dependent on the total acoustical energy content of the noise. Leq can be measured for any period, but is typically measured for 15 minutes, 1 hour, or 24-hours. Leq for a 1-hour period is used by the Federal Highway Administration (FHWA) for assessing highway noise impacts. Leq for 1-hour is referred to as the Hourly Noise Level (HNL) in the California Airport Noise Regulations and is used to develop Community Noise Equivalent Level values for aircraft operations. Construction noise levels and ambient noise measurements in this section use the Leq scale.
Community Noise Equivalent Level
Community Noise Equivalent Level (CNEL) is a 24-hour, time-weighted energy average noise level based on the A-weighted decibel. It is a measure of the overall noise experienced during an entire day. The term “time-weighted” refers to the penalties attached to noise events occurring during certain sensitive periods. In the CNEL scale, 5 dB are added to measured noise levels occurring between the hours of 7:00 PM and 10:00 PM For measured noise levels occurring between the hours of 10:00 PM to 7:00 AM 10 dB are added. These decibel adjustments are an attempt to account for the higher sensitivity to noise in the evening and nighttime hours, and the expected lower ambient noise levels during these periods. Existing and projected future traffic noise levels in this section use the CNEL scale.
Day-Night Average Noise Level
The day-night average sound level (Ldn) is another average noise level over a 24-hour period. Noise levels occurring between the hours of 10:00 PM and 7:00 AM are increased by 10 decibels (dB). This noise is weighted to take into account the decrease in community background noise of 10 dB(A) during this period. Noise levels measured using the Ldn scale are typically similar to CNEL measurements.
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Adverse Effects of Noise Exposure
Noise is known to have several adverse effects on humans, which has led to laws and standards being set to protect public health and safety, and to ensure compatibility between land uses and activities. Adverse effects of noise on people include hearing loss, communication interference, sleep interference, physiological responses, and annoyance. Each of these potential noise impacts on people is briefly discussed in the following narrative.
Hearing Loss
Hearing loss is generally not a community noise concern, even near a major airport or a major freeway. The potential for noise induced hearing loss is more commonly associated with occupational noise exposures in heavy industry, very noisy work environments with long term exposure, or certain very loud recreational activities, such as target shooting, motorcycle or car racing, etc. The Occupational Safety and Health Administration (OSHA) identifies a noise exposure limit of 90 dB(A) for 8 hours per day to protect from hearing loss (higher limits are allowed for shorter duration exposures). Noise levels in neighborhoods, even in very noisy neighborhoods, are not sufficiently loud to cause hearing loss.
Communication Interference
Communication interference is one of the primary concerns in environmental noise problems. Communication interference includes speech interference and interference with activities such as watching television. Noise can also interfere with communications within school classrooms, as well as classroom activities. Normal conversational speech is in the range of 60 to 65 dB(A) and any noise in this range or louder may interfere with speech.
Sleep Interference
Noise can make it difficult to fall asleep, create momentary disturbances of natural sleep patterns by causing shifts from deep to lighter stages, and cause awakening. Noise may even cause awakening that a person may or may not be able to recall.
Physiological Responses
Physiological responses are those measurable effects of noise on people that are realized as changes in pulse rate, blood pressure, etc. Studies to determine whether exposure to high noise levels can adversely affect human health have concluded that, while a relationship between noise and health effects seems plausible, there is no empirical evidence of the relationship.
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Annoyance
Annoyance is the most difficult of all noise responses to describe. Annoyance is a very individual characteristic and can vary widely from person to person. Noise that one person considers tolerable can be unbearable to another of equal hearing capability. The level of annoyance depends both on the characteristics of the noise (including loudness, frequency, time, and duration), and how much activity interference (such as speech interference and sleep interference) results from the noise. However, the level of annoyance is also a function of the attitude of the receiver. Personal sensitivity to noise varies widely. It has been estimated that 2 to 10 percent of the population is highly susceptible to annoyance from any noise not of their own making, while approximately 20 percent are unaffected by noise.6 Attitudes may also be affected by the relationship between the person affected and the source of noise, and whether attempts have been made to abate the noise.
Introduction to Vibration and Adverse Effects of Exposure
Vibration consists of waves transmitted through solid material. Groundborne vibration propagates from the source through the ground to adjacent buildings by surface waves. Vibration may be comprised of a single pulse, a series of pulses, or a continuous oscillatory motion. The frequency of a vibrating object describes how rapidly it is oscillating, measured in Hertz (Hz). Most environmental vibrations consist of a composite, or “spectrum” of many frequencies, and are generally classified as broadband or random vibrations. The normal frequency range of most groundborne vibration that can be felt generally starts from a low frequency of less than one Hz to a high of about 200 Hz. Vibration is often measured in terms of the peak particle velocity (PPV) in inches per second (in/sec) when considering impacts on buildings or other structures, as PPV represents the maximum instantaneous peak of vibration that can stress buildings. Because it is a representation of acute vibration, PPV is often used to measure the temporary impacts of short-term construction activities that could instantaneously damage built structures. Vibration is often also measures by the Root Mean Squared (RMS) because it best correlates with human perception and response. Specifically, RMS represents “smoothed” vibration levels over an extended period of time and is often used to gauge the long-term chronic impacts of a project’s operation on the adjacent environment. RMS amplitude is the average of a signal’s squared amplitude. It is most commonly measured in decibel notation (VdB).
Vibration energy attenuates as it travels through the ground, causing the vibration amplitude to decrease with distance away from the source. High frequency vibrations reduce much more rapidly than low
6 Wayne County Airport Authority. Background information on noise & its measurement, 2009
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frequencies, so that in the far-field from a source, the low frequencies tend to dominate. Soil properties also affect the propagation of vibration. When groundborne vibration interacts with a building, there is usually a ground-to-foundation coupling loss (i.e., the foundation of the structure does not move in sync with the ground vibration), but the vibration can also be amplified by the structural resonances of the walls and floors. Vibration in buildings is typically perceived as rattling of windows or of items on shelves, or the motion of building surfaces. At high levels, vibration can result in damage to structures.
Manmade groundborne vibration is generally limited to areas within a few hundred feet of certain types of construction activities, especially pile driving. Road vehicles rarely create enough groundborne vibration to be perceptible to humans unless the road surface is poorly maintained and there are potholes or bumps. If traffic, typically heavy trucks, induces perceptible vibration in buildings, such as window rattling or shaking of small loose items, then it is most likely an effect of low-frequency airborne noise or ground characteristics. Human annoyance by vibration is related to the number and duration of events. The more events or the greater the duration, the more annoying it will be to humans.
REGULATORY FRAMEWORK
Federal
Federal noise standards do not regulate environmental noise associated with short-term construction or long-term operation of development projects. As such, temporary and long-term noise and vibration impacts produced by the Project will largely be evaluated and regulated by City of Los Angeles and LAUSD standards designed to protect public health. In the evaluation of construction-related vibration impacts, City standards are used.
Federal Transit Administration
The Federal Transit Administration has established guidelines that provide significance thresholds for ground-borne vibration disrupting various land uses. Table 3.3-2 Land Use Disruption Vibration Thresholds, summarizes these thresholds, which are measured in VdB. Project construction activity would be considered a frequent event.
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Table 3.3-2 Land Use Disruption Vibration Thresholds (VdB)
Significance Thresholds (VdB) Land Use Frequent Events Occasional Events Infrequent Events Buildings where vibration would interfere 65 65 65 with interior operations. Residences and buildings where people 72 75 80 normally sleep Institutional land uses with primarily 75 78 83 daytime uses Concert halls, TV studios, and recording 65 65 65 studios Auditoriums and theaters 72 80 80
Source: Federal Transit Administration, 2006
The FTA has also set standard that address the effect of long-term vibration on human annoyance. Ground-borne vibration levels rarely affect human health. Instead, most people consider ground-borne vibration to be an annoyance that may affect concentration or disturb sleep. The RMS amplitude is most frequently used to describe the effect of vibration on the human body. The RMS amplitude is defined as the average of the squared amplitude of the signal. Decibel notation (VdB) is commonly used to measure RMS. The decibel notation acts to compress the range of numbers required to describe vibration. For residential land uses which experience occasional events of ground-borne vibration or noise, the FTA has established a threshold of 75 VdB.7 Some commercial buildings, such as auditoriums and theaters have additional vibration and noise annoyance criteria.
State
California 2003 General Plan Guidelines
The State of California’s 2003 General Plan Guidelines establish guidelines for acceptable exterior noise levels for each county and city. These standards and criteria are incorporated into the land use planning process to reduce future noise and land use incompatibilities. Table 3.3-3 illustrates State guidelines that allow the City to consider the compatibility between land uses and outdoor noise.
State interior noise standards were established in 1974, when the California Commission on Housing and Community Development adopted noise insulation standards for residential buildings (Title 24, Part 2,
7 Federal Transit Administration, Transit Noise and Vibration Impact Assessment, May 2006.
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California Code of Regulations). Title 24 establishes standards for interior room noise attributable to outside noise sources. Title 24 also specifies that acoustical studies should be prepared whenever a residential building or structure is proposed to be located in areas with exterior noise levels of 60 dB Day- Night Average Noise Level (Ldn) or greater. The acoustical analysis must show that the building has been designed to limit intruding noise to an interior level not exceeding 45 dB Ldn for any habitable room.
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Table 3.3-3 Land Use Compatibility for Community Noise Environments
Community Noise Exposure (dB, Ldn or CNEL)
Land Use Category 55 60 65 70 75 80
Residential - Low Density Single-Family, Duplex, Mobile Homes
Residential - Multi-Family
Transient Lodging - Motels Hotels
Schools, Libraries, Churches, Hospitals, Nursing Homes
Auditoriums, Concert Halls, Amphitheaters
Sports Arena, Outdoor Spectator Sports
Playgrounds, Neighborhood Parks
Golf Courses, Riding Stables, Water Recreation,
Cemeteries
Office Buildings, Business Commercial and Professional
Industrial, Manufacturing, Utilities, Agriculture
Normally Acceptable - Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any special noise insulation requirements.
Conditionally Acceptable - New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features included in the design. Conventional construction, but with closed windows and fresh air supply system or air conditioning will normally suffice.
Normally Unacceptable - New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design.
Clearly Unacceptable - New construction or development should generally not be undertaken.
Source: California Office of Planning and Research “General Plan Guidelines, Noise Element Guidelines (Appendix C)”, 2003.
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California Department of Transportation Vibration Standard
In 2013, the California Department of Transportation (Caltrans) published the Transportation and Construction Vibration Guidance Manual to aid in the estimation and analysis of vibration impacts. Typically, potential building and structural damages are the foremost concern when considering the impacts construction-related vibrations. Table 3.3-4 Building Damage Vibration Guidelines summarizes Caltrans’ vibration guidelines for building and structural damage.
Table 3.3-4 Building Damage Vibration Guidelines (PPV)
Significance Thresholds (in/sec PPV) Continuous/Frequent/In Structure and Condition Transient Sources termittent Sources Extremely fragile historic buildings, ruins, ancient monuments 0.12 0.08 Fragile buildings 0.2 0.1 Historic and some old buildings 0.5 0.25 Older residential structures 0.5 0.3 New Residential Structures 1.0 0.5 Modern industrial/commercial buildings 2.0 0.5
Source: California Department of Transportation, 2013
This same manual also contains vibration guidelines for human annoyance potential, summarized in Table 3.3-5 Human Annoyance Vibration Guidelines (PPV).
Table 3.3-5 Human Annoyance Vibration Guidelines (PPV)
Significance Thresholds (in/sec PPV) Continuous/Frequent/In Human Response Transient Sources termittent Sources Barely perceptible 0.04 0.01 Distinctly perceptible 0.25 0.04 Strongly perceptible 0.9 0.10 Severe 2.0 0.4
Source: California Department of Transportation, 2013
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California Code of Regulations, Title 5, Section 14040(q)
Under Title 5, the California Department of Education (CDE) regulations require the school district to consider noise in the site selection process. As recommended by CDE guidance, if a school district is considering a potential school site near a freeway or other source of noise, it should hire an acoustical engineer to determine the level of sound that the site is exposed to and to assist in designing the school should that site be chosen.
Local
Los Angeles Municipal Code
The City of Los Angeles Municipal Code (LAMC) contains a number of regulations that apply to temporary construction activities and long-term operations. Section 41.40(a) would prohibit project construction activities from occurring between the hours of 9:00 p.m. and 7:00 a.m., Monday through Friday. Subdivision (c), below, would further prohibit such activities from occurring before 8:00 a.m. or after 6:00 p.,. on any Saturday, or on any Sunday or national holiday.
SEC.41.40. NOISE DUE TO CONSTRUCTION, EXCAVATION WORK—WHEN PROHIBITED.
(a) No person shall, between the hours of 9:00 P.M. and 7:00 A.M. of the following day, perform any construction or repair work of any kind upon, or any excavating for, any building or structure, where any of the foregoing entails the use of any power drive drill, riveting machine excavator or any other machine, tool, device or equipment which makes loud noises to the disturbance of persons occupying sleeping quarters in any dwelling hotel or apartment or other place of residence. In addition, the operation, repair or servicing of construction equipment and the job-site delivering of construction materials in such areas shall be prohibited during the hours herein specified. Any person who knowingly and willfully violates the foregoing provision shall be deemed guilty of a misdemeanor punishable as elsewhere provided in this Code.
(c) No person, other than an individual homeowner engaged in the repair or construction of his single- family dwelling shall perform any construction or repair work of any kind upon, or any earth grading for, any building or structure located on land developed with residential buildings under the provisions of Chapter I of this Code, or perform such work within 500 feet of land so occupied, before 8:00 A.M. or after 6:00 P.M. on any Saturday or national holiday nor at any time on any Sunday. In addition, the operation, repair, or servicing of construction equipment and the job-site delivering of construction materials in such areas shall be prohibited on Saturdays and on Sundays during the hours herein specific…
Section 112.05 of the LAMC establishes noise limits for powered equipment and hand tools operated within 500 feet of residential zones. Of particular importance to Project construction would be subdivision (a), which institutes a maximum noise limit of 75 dBA for the types of construction vehicles and equipment that would be necessary for Project grading, especially. However, the LAMC goes on to
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note that these limitations would not necessarily apply if proven that the Project’s compliance therewith would be technically infeasible despite the use of noise-reducing means or methods.
SEC. 112.05. MAXIMUM NOISE LEVEL OF POWERED EQUIPMENT OR POWERED HAND
TOOLS
Between the hours of 7:00 A.M. and 10:00 P.M., in any residential zone of the City or within 500 feet thereof, no person shall operate or cause to be operated any powered equipment or powered hand tool that produces a maximum noise level exceeding the following noise limits at a distance of 50 feet therefrom: (a) 75 dBA for construction, industrial, and agricultural machinery including crawler-tractors, dozers, rotary drills and augers, loaders, power shovels, cranes, derricks, motor graders, paving machines, off- highway trucks, ditchers, trenchers, compactors, scrapers, wagons, pavement breakers, compressors and pneumatic or other powered equipment;
(b) 75 dBA for powered equipment of 20 HP or less intended for infrequent use in residential areas, including chain saws, log chippers and powered hand tools;
(c) 65 dBA for powered equipment intended for repetitive use in residential areas, including lawn mowers, backpack blowers, small lawn and garden tools and riding tractors.
Said noise limitations shall not apply where compliance therewith is technically infeasible. The burden of proving that compliance is technically infeasible shall be upon the person or persons charged with a violation of this section. Technical infeasibility shall mean that said noise limitations cannot be complied with despite the use of mufflers, shields, sound barriers and/or other noise reduction device or techniques during the operation of the equipment.
Section 112.01 of the LAMC would prohibit any amplified noises, especially those from outdoor sources (e.g., outdoor speakers, stereo systems, etc.) from exceeding the ambient noise levels of adjacent properties by more than 5 dBA. Amplified noises would also be prohibited from being audible at any distance greater than 150 feet from the s property line.
SEC.112.01. RADIOS, TELEVISION SETS, AND SIMILAR DEVICES
(a) It shall be unlawful for any person within any zone of the City to use or operate any radio, musical instrument, phonograph, television receiver, or other machine or device for the producing, reproducing or amplification of the human voice, music, or any other sound, in such a manner, as to disturb the peace, quiet, and comfort of neighbor occupants or any reasonable person residing or working in the area.
(b) Any noise level caused by such use or operation which is audible to the human ear at a distance in excess of 150 feet from the property line of the noise source, within any residential zone of the City or within 500 feet thereof, shall be a violation of the provisions of this section.
(c) Any noise level caused by such use or operation which exceeds the ambient noise level on the premises of any other occupied property, or if a condominium, apartment house, duplex, or attached business, within any adjoining unit, by more than five (5) decibels shall be a violation of the provisions of this section.
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Section 112.02(a), below, would prevent HVAC systems and other mechanical equipment from elevating ambient noise levels at neighboring residences by more than 5 dBA.
SEC.112.02. AIR CONDITIONING, REFRIGERATION, HEATING, PLUMBING, FILTERING EQUIPMENT
It shall be unlawful for any person, within any zone of the city, to operate any air conditioning, refrigeration or heating equipment for any residence or other structure or to operate any pumping, filtering or heating equipment for any pool or reservoir in such manner as to create any noise which would cause the noise level on the premises of any other occupied property … to exceed the ambient noise level by more than five decibels.
L.A. CEQA Thresholds Guide
In 2006, the City of Los Angeles released the L.A. CEQA Thresholds Guide (Guide) to provide further guidance for the determination of significant construction and operational noise impacts. According to the Guide, a project would, under normal circumstances, have a significant impact if:
• Construction activities lasting more than one day would exceed existing ambient exterior noise levels by 10 dBA or more at a noise sensitive use;
• Construction activities lasting more than 10 days in a three month period would exceed existing ambient exterior noise levels by 5 dBA or more at a noise sensitive use; or
• Construction activities would exceed the ambient noise level by 5 dBA at a noise sensitive use between the hours of 9:00 P.M. and 7:00 a.m. Monday through Friday, before 8:00 a.m. or after 6:00p.m. on Saturday, or at any time on Sunday.
For a project’s operational impacts:
• The ambient noise level measured at the property line of affected uses to increase by 3 dBA in CNEL to or within the “normally unacceptable” or “clearly unacceptable” category…
• Any 5 dBA or greater noise increase.
These “normally unacceptable” and “clearly unacceptable” categories refer to those outlined by the State’s noise and land-use compatibility chart, shown in Table 3.3-3.
Los Angeles Unified School District School Design Guide
In October 2016, LAUSD updated the School Design Guide, which establishes design guidelines and criteria for the planning, design, and technical development of new schools and modernization projects. The School Design Guide is updated yearly and edited with the input from various departments. LAUSD
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states that background noise shall be defined and measures as specified in ANSI Standard 2.60. The following criteria are established in the School Design Guide:8
1. The background sound level from traffic noise or playground noise in classrooms and teaching spaces must not exceed 45 dBA, with a target of 40 dBA.
2. The background sound level from traffic noise or playground noise in a multi-purpose room must not exceed 40 dBA, with a preference of 35 dBA.
3. Classroom and teaching spaces reverberation must not surpass 0.60 seconds (RT 60).
LAUSD Standard Conditions
The following Standard Conditions would be included as part of the project:
SC-AQ-2 LAUSD’s construction contractor shall ensure that construction equipment is properly tuned and maintained in accordance with manufacturer’s specifications, to ensure excessive noise is not generated by unmaintained equipment.
SC-NOI-1 LAUSD shall include features such as sound walls, building configuration, and other design features in order to attenuate exterior noise levels on a school campus to less than 70 dBA L10 or 67 dBA Leq.
SC-NOI-9 LAUSD shall prepare a noise assessment. If site-specific review of a school construction project identifies potentially significant adverse construction noise impacts, then LAUSD shall implement all feasible measures to reduce below applicable noise ordinances. Exterior construction noise levels exceed local noise standards, policies, or ordinances at noise sensitive receptors. LAUSD shall mandate that construction bid contracts include the measures identified in the noise assessment. Specific noise reduction measures include, but are not limited to, the following:
Source Controls:
• Time Constraints – prohibiting work during sensitive nighttime hours
• Scheduling – performing noisy work during less sensitive time periods (on operating campus: delay the loudest noise generation until class instruction at the nearest classrooms has ended; residential: only between 7:00 AM and 7:00 PM)
• Equipment Restrictions – restricting the type of equipment used
• Noise Restrictions – specifying stringent noise limits
• Substitute Methods – using quieter methods and/or equipment
8 Los Angeles Unified School District. “School Design Guide.” October 2016. Design Standards Department. Pages 291-299. Available at: http://www.laschools.org/documents//download/asset_management/school_design_guide/current_version/Scho ol_Design_Guide_Oct_12_2016.pdf
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• Exhaust Mufflers – ensuring equipment have quality mufflers installed
• Lubrication & Maintenance – well maintained equipment is quieter
• Reduced Power Operation – use only necessary size and power
• Limit Equipment On-Site – only have necessary equipment onsite
• Noise Compliance Monitoring – technician on site to ensure compliance
• Quieter Backup Alarms – manually-adjustable or ambient sensitive types Path Controls
• Noise Barriers – semi-permanent or portable wooden or concrete barriers
• Noise Curtains – flexible intervening curtain systems hung from supports
• Enclosures – encasing localized and stationary noise sources
• Increased Distance – perform noisy activities farther away from receptors, including operation of portable equipment, storage and maintenance of equipment
Receptor Controls:
• Window Treatments – reinforcing the building’s noise reduction ability
• Community Participation – open dialog to involve affected residents
• Noise Complaint Process – ability to log and respond to noise complaints. Advance notice of the start of construction shall be delivered to all noise sensitive receptors adjacent to the project area. The notice shall state specifically where and when construction activities will occur, and provide contact information for filing noise complaints with the contractor and the District. In the event of noise complaints the District shall monitor noise from the construction activity to ensure that construction noise does not exceed limits specified in the noise ordinance.
• Temporary Relocation – in extreme otherwise unmitigatable cases. Temporarily move residents or students to facilities away from the construction activity.
EXISTING CONDITIONS
There are a number of noise-sensitive receptors in the vicinity of the Project site. According to the L.A. CEQA Thresholds Guide, land uses sensitive to noise include residences, transient lodgings, schools, libraries, churches, hospitals, nursing homes, auditoriums, concert halls, amphitheaters, playgrounds, and parks. The following receptors were chosen specifically for detailed construction noise impact analysis given their potential sensitivities to noise and their proximity to the Project site:
Mae Boyar Park This receptor is located at 23936 Highlander Road, approximately 50 feet west of the Project site.
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Highlander Road Residences – North/Northwest This receptor consists of single-family residences located along Highlander Road, near Deveron Ridge Road. The nearest individual residence is located approximately 75 feet north of the Project site.
Highlander Road Residences – North/Northeast This receptor consists of single-family residences located along Highlander Road, near Darnoch Way. The nearest individual residence is located approximately 80 feet north of the Project site.
Pertshire Circle Residences This receptor consists of single-family residences located along the Pertshire Circle Cul-de-Sac. The nearest individual residence is located approximately five feet east of the Project site.
Hartland Street Residences This receptor consists of single-family residences located along Hartland Street, south of the Project site and across the Bell Creek channel. The nearest individual residence is located approximately 125 feet south of the Project site.
On February 22, 2017, DKA Planning took short-term noise readings at locations surrounding the Project site to determine these receptors’ ambient noise conditions.9 For all noise monitoring locations, ambient noise was primarily attributable to vehicle traffic along Highlander Road and sources common to residential neighborhoods such as dog barking and landscaping tools. Ambient noise levels for all receptors are shown in Table 3.3-6, Existing Ambient Noise Levels for reference.
Table 3.3-6 Existing Ambient Noise Levels
Sensitive Receptor Existing Ambient Noise Level (dBA Leq) Mae Boyar Park 50.5 Highlander Road Residences – West 58.1 Highlander Road Residences – East 59.9 Pertshire Circle Residences 49.0 Hartland Street Residences 50.5
Source: DKA Planning, 2017
9 Noise measurements were taken using a Quest Technologies SoundPro DL Sound Level Meter. The SoundPro meter complies with the American National Standards Institute (ANSI) and International Electrotechnical Commission (IEC) for general environmental measurement instrumentation. The meter was equipped with an omni-directional microphone, calibrated before the day’s measurements, and set at approximately five feet above the ground. Noise monitoring locations and results can be found in this document’s noise appendix.
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METHODOLOGY
The methodology for the noise analysis includes a comparison of existing ambient noise levels to those with the Project for both construction and operation. The thresholds for determining impacts are described below.
THRESHOLDS OF SIGNIFICANCE
For the purposes of this analysis, noise impacts of the proposed Project would be considered significant if they would exceed the following standards of significance, which are based on Appendix G of the State CEQA Guidelines. According to these guidelines, a project would normally have a significant impact related to noise if it would:
NOI-1 Expose persons to or generate noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies
NOI-2 Expose persons to or generate excessive groundborne vibration or groundborne noise levels
NOI-3 Result in a substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project
NOI-3 Result in a substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project
NOI-4 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
NOI-5 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
The proposed Project is not located within an airport land use plan or within two miles of a public airport or public use airport, nor is it within the vicinity of a private airstrip. Therefore, no noise impacts could occur associated with airports. Therefore the following thresholds are not required to be analyzed:
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NOI-6 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
NOI-7 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
For further discussion of these impacts, refer to the Initial Study (Appendix 1.0). The remaining thresholds are evaluated below.
IMPACTS AND MITIGATION MEASURES
Threshold NOI-1 The project would expose persons to or generate noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. This impact would be significant and unavoidable.
Construction
During all construction phases, noise-generating activities could occur at the Project site between the hours of 7:00 a.m. and 9:00 p.m. Monday through Friday, in accordance with Section 41.40(a) of the LAMC. On-site activities could include the use of heavy equipment such as excavators, loaders, and backhoes, as well as smaller equipment such as saws, hammers, and pneumatic tools. Off-site secondary noises could be generated by sources such as construction worker vehicles, vendor deliveries, and haul trucks.
The Project’s development would occur over the course of three non-overlapping phases. The construction activities of each phase would vary in terms of type, location, duration, and other factors. The following is a detailed assessment of the Project’s construction noise impacts, by phase. Overall, the Project’s construction noise impact would be considered significant and unavoidable.
Site Preparation
The site preparation phase would require construction equipment such as excavators, compactors, loaders, vibratory rollers, and a water truck to grade and compact soil. The Project’s site preparation noise impacts were modeled using the noise impacts of excavators and front-end loaders, as these vehicles would be utilized extensively for grading. Excavators can produce average peak noise levels of
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80.7 dBA at a reference distance of 50 feet; front-end loaders, 79.1 dBA.10 The projected noise impacts excavators and front-end loaders at off-site receptors are shown in Table 3.3-7, Site Preparation Noise Levels - Unmitigated.
Table 3.3-7 Site Preparation Noise Levels – Unmitigated
Maximum Existing Sensitive Distance from New Ambient Construction Noise Ambient Increase Receptor Site (feet) (dBA, Leq) Level (dBA) (dBA, Leq)
Mae Boyar Park 50 79.0 50.5 79.0 28.5 Highlander Road Residences – West 75 75.5 58.1 75.6 17.5 Highlander Road Residences – East 80 74.9 59.9 75.1 15.2 Pertshire Circle Residences 5 79.0 49.0 79.0 30.0 Hartland Street Residences 125 71.0 50.5 71.1 20.6
Source: DKA Planning 2017
As shown, all receptors could experience ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activity lasting more than ten days in a three month period.
Building Construction
The greatest construction phase noise impacts would result from building construction activities. This phase would require a crane, off highway truck, air compressor, tractor/loader, pumps, generator, and welder. These pieces of equipment combine to create noise levels of up to 84.6 dBA at a reference distance of 50 feet when used simultaneously. Table 3.3-8, Building Construction Noise Levels - Unmitigated shows the projected noise impacts from building construction at off-site receptors.
10 Ibid.
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Table 3.3-8 Building Construction Noise Levels - Unmitigated
Maximum Existing Sensitive Distance from Construction New Ambient Ambient Increase Receptor Site (feet) Noise Level (dBA, Leq) (dBA, Leq) (dBA)
Mae Boyar Park 50 84.6 50.5 84.6 34.1 Highlander Road Residences – West 75 81.1 58.1 81.1 23.0 Highlander Road Residences – East 80 80.5 59.9 80.6 20.7 Pertshire Circle Residences 5 84.6 49.0 84.6 35.6 Hartland Street Residences 125 76.6 50.5 76.7 26.2
Source: Impact Sciences 2017
As shown, all receptors could experience ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activity lasting more than ten days in a three month period as a result of the Project’s building construction activities.
Paving
On-site paving for the Project would require loaders, rollers and pavers. During the paving phase, concurrent roller and paver activities would have the greatest potential to substantially impact off-site receptors. Rollers can produce average peak noise levels of 80.0 dBA at a reference distance of 50 feet; pavers, 77.2 dBA. Table 3.3-9, Paving Noise Levels - Unmitigated shows the projected noise impacts from these pieces of equipment at off-site receptors.
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Table 3.3-9 Paving Noise Levels – Unmitigated
Maximum Existing Sensitive Distance from Construction New Ambient Ambient Increase Receptor Site (feet) Noise Level (dBA, Leq) (dBA, Leq) (dBA)
Mae Boyar Park 50 76.7 50.5 76.7 26.2 Highlander Road Residences – West 75 73.1 58.1 73.3 15.2 Highlander Road Residences – East 80 72.6 59.9 72.8 12.9 Pertshire Circle Residences 5 76.7 49.0 76.7 27.7 Hartland Street Residences 125 50.7 50.5 53.6 18.3
Source: DKA Planning 2017
As shown, all receptors could experience ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activity lasting more than ten days in a three month period as a result of the Project’s activities.
As discussed in the preceding sections, all Project construction phases could temporarily increase ambient noise levels at all receptors in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activity lasting more than ten days in a three month period. Additionally, the Project’s construction equipment source noise levels would exceed LAMC Section 112.05’s 75 dBA limit for powered construction equipment operating within 500 feet of residential zones. Because construction noise impacts would exceed the criteria listed above, this is considered a significant impact.
Mitigation Measures MM-NOI-1 and MM-NOI-2 which require the use of equipment mufflers and temporary noise barriers are recommended to reduce potential construction noise impacts. As shown in Tables 3.3-12 through 3.3-14, even with application of LAUSD Standard Conditions and MM NOI-1 and MM NOI-2, construction noise impacts would be considered significant and unavoidable.
Hauling
With regard to off-site construction-related noise impacts, grading activities would necessitate up to approximately 35 haul trips per work day over the course of two months to export excavated soils. While this vehicle activity would marginally increase ambient noise levels along the haul route, it would not be expected to significantly increase ambient noise levels by 5 dBA or greater at any noise sensitive land use.
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According to the L.A. CEQA Thresholds Guide, a 3 dBA increase in roadway noise levels requires an approximate doubling of roadway traffic volume, assuming that travel speeds and fleet mix remain constant. Though the addition of haul trucks would alter the fleet mix of the anticpated haul route, their addition to local roadways would not nearly double those roads’ traffic volumes, let alone increase their traffic to levels capable of producing 5 dBA ambient noise increases. As a result, off-site construction noise impacts related to haul trips would be considered less than significant.
Operation
On-Site Noise Sources
During Project operation, the development would produce noise from both on- and off-site sources. Direct on-site sources would include the following:
Mechanical Equipment
Regulatory compliance with LAMC Sec.112.02 would ultimately ensure that noises from sources such as heating, air conditioning, and ventilation systems not increase ambient noise levels at neighboring properties by more than 5 dBA. Compliance with this regulation would ensure that the Project’s forced air and other mechanical systems do not increase ambient noise levels at nearby residential receptors by 5 dBA or greater overall.11
School Land Uses
There are a variety of recurrent activities (e.g., outdoor playing, athletics, bells, conversation) that would elevate ambient noise levels at nearby residential receptors to differing degrees. However, it is unlikely that these noises would be capable of causing the ambient noise levels of any nearby residential uses to increase by 5 dBA or greater overall. Increased noise levels from school activities would largely coincide with periods of greater outdoor activity, such as before or after school, during daily breaks, or during athletic classes or activities. Special events such as performances or performing arts practice may also be held outdoors. These events would be infrequent and although they could temporarily raise ambient noise levels in the surrounding area, it is unlikely any special event would create sustained noise levels in excess of 5 dBA. In regard to athletic activities, the proposed field would be limited in size. Though
11 Though the L.A. CEQA Thresholds Guide stipulates that a significant impact can also occur if a project’s operational noises cause ambient noise levels at a noise sensitive use to increase by 3 dBA to or within that use’s “Normally Unacceptable” or “Clearly Unacceptable” noise category, ambient noise levels at nearby residential receptors are far more than 3 dBA below the 70 dBA noise level at which these categories begin for single-family residences. The Project would not increase ambient noise levels at these residences to or beyond 70 dBA.
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athletic activities and events at this field could temporarily raise ambient noise levels in the surrounding area, it is unlikely that any athletic or general recreational use of the field would create sustained and significant noise impacts of 5 dBA or greater at any nearby residences. The proposed field would be limited in size and not capable of hosting higher-intensity athletic events such as high school soccer or football games with large crowds.
Auto-Related Activities
Operational noises related to the proposed onsite parking would include intermittent noise events such as door slamming and vehicle engine start-ups. Instantaneous noises such as these do not substantially increase surrounding ambient noise levels over sustained periods.
Off-Site Noise Sources
The majority of the Project’s operational noise impacts would be from off-site mobile sources associated with its net new daily trips. On a typical school day, the Project is forecast to generate an estimated 229 net new AM peak hour trips and 69 net new PM peak hour trips.12 The noise impact of these vehicle trips was modeled using the Federal Highway Administration’s (FHWA) Traffic Noise Model 2.5 (TNM 2.5). This noise prediction software uses traffic volumes, vehicle mix, average speeds, roadway geometry, and other inputs to calculate average noise levels along inputted roadway segments. For this analysis, an existing year (2017) no project scenario was compared to an existing year with project scenario. Tables 3.3-10 and 3.3-11 show the Project’s projected contributions to ambient noise level increases along modeled roadway segments. As shown, Project-related traffic would not individually increase noise levels at roadside receptors by at least 3 dBA to or within their respective “Normally Unacceptable” or “Conditionally Unacceptable” noise categories, or by 5 dBA or greater overall. This specific impact would therefore be considered less than significant. It should be noted that as the Project proposes a new high school, operational traffic noises would largely coincide with pick-up and drop-off hours. The Project’s operational traffic noise impact during other times of day would not approach the increases shown in Tables 3.3-10, Existing A.M. Peak Hour Mobile Source Noise Levels and 3.3-11, Existing P.M. Peak Hour Mobile Source Noise Levels.
12 KOA Corporation, Traffic Study for LAUSD Hale Charter Academy, February 2017.
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Tables 3.3-10 Existing A.M. Peak Hour Mobile Source Noise Levels
Estimated dBA, Leq 1hr No Project With Project Significant Roadway Segment (2017) (2017) Project Change Impact? W/B Highlander Rd., W of Darnoch Way 58.7 61.5 2.8 No W/B Highlander Rd., E of Darnoch Way 59.6 61.2 1.6 No E/B Highlander Rd., near Darnoch Way 62.2 64.5 2.3 No S/B Platt Ave., N of Highlander Rd. 66.8 67.0 0.2 No N/B Platt Ave., N of Highlander Rd. 68.8 69.0 0.1 No E/B Highlander Rd., E of Pomelo Dr. 50.1 51.5 1.4 No W/B Highlander, Rd., E of Pomelo Dr. 50.1 51.5 1.4 No
Source: DKA Planning 2017
Tables 3.3-11 Existing P.M. Peak Hour Mobile Source Noise Levels
Estimated dBA, Leq 1hr With Project Significant No Project (2017) Roadway Segment (2017) Project Change Impact? W/B Highlander Rd., W of Darnoch Way 58.3 60.9 2.6 No W/B Highlander Rd., E of Darnoch Way 59.0 60.2 1.2 No E/B Highlander Rd., near Darnoch Way 61.5 63.7 2.2 No S/B Platt Ave., N of Highlander Rd. 65.9 66.0 0.1 No N/B Platt Ave., N of Highlander Rd. 68.1 68.2 0.1 No E/B Highlander Rd., E of Pomelo Dr. 51.5 51.8 0.3 No W/B Highlander, Rd., E of Pomelo Dr. 51.9 52.2 0.3 No
Source: DKA Planning 2017
Mitigation Measures
The following mitigation measures are recommended to reduce the Project’s construction noise impacts below LAMC limits on construction source noise levels:
MM-NOI-1 The construction contractor or its designee shall ensure all that diesel-powered construction vehicles are equipped with exhaust mufflers or other suitable noise reduction devices capable of achieving a sound attenuation of at least 3 dBA.
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MM-NOI-2 The construction contractor or its designee shall ensure that temporary sound barriers capable of achieving a sound attenuation of at least 15 dBA are erected along all Project boundaries to obstruct line of sight noise travel between the Project and all of the receptors identified by this analysis.
Residual Impacts
Though the implementation of MM-NOI-1 and MM-NOI-2 would reduce construction noise impacts to the maximum feasible extent, as shown in Tables 3.3-12 through 3.3-14 below, nearby receptors could still experience temporary ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activities lasting longer than ten days in a three month period. In regards to LAMC Section 112.05, any additional mitigation would be technically infeasible. Ambient noise levels at nearby receptors are low, and it is difficult for temporary noise barriers to achieve a sound attenuation of more than approximately 15 dBA. Even the newest and most advanced noise barriers would not be capable of reducing construction noise impacts at all nearby receptors to below 5 dBA. Therefore, with mitigation, the Project’s construction activities would be consistent with Section 112.05 of the LAMC. Tables 3.3-12 through 3.3-14 show the Project’s mitigated construction noise impacts by phase at off-site receptors.
As shown below, significant and unavoidable impacts would occur at two receptors during site preparation: Mae Boyar Park and Pertshire Circle residences. During the building construction phase, significant and unavoidable impacts would occur at three receptors: Mae Boyar Park, Highlander Road Residences, Pertshire Circle residences and Hartland Street residences. During the paving phase significant and unavoidable impacts would occur at two receptors: Mae Boyar Park and Pertshire Circle Residences. Therefore, significant and unavoidable construction noise impacts would occur as a result of the proposed Project.
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Table 3.3-12 Site Preparation Noise Levels – Mitigated
Maximum Significant Distance Existing Construction New Ambient Impact? Sensitive Receptor from Site Ambient Increase Noise Level (dBA, Leq) (feet) (dBA, Leq) (dBA)
50 61.0 50.5 61.4 10.9 Yes Mae Boyar Park Highlander Road 75 57.5 58.1 60.8 2.7 No Residences – West Highlander Road 80 56.9 59.9 61.7 1.8 No Residences – East Pertshire Circle 5 61.0 49.0 61.3 12.3 Yes Residences Hartland Street 125 53.0 50.5 55.0 4.5 No Residences
Source: DKA Planning 2017
Table 3.3-13 Building Construction Noise Levels – Mitigated
Maximum Significant Distance Existing Construction New Ambient Impact? Sensitive Receptor from Site Ambient Increase Noise Level (dBA, Leq) (feet) (dBA, Leq) (dBA) 50 66.6 50.5 66.7 16.2 Yes Mae Boyar Park Highlander Road 75 63.1 58.1 64.3 6.2 Yes Residences – West Highlander Road 80 62.5 59.9 64.4 4.5 No Residences – East Pertshire Circle 5 66.6 49.0 66.7 17.7 Yes Residences Hartland Street 125 58.6 50.5 59.3 8.8 Yes Residences
Source: DKA Planning 2017
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Table 3.3-14 Paving Construction Noise Levels - Unmitigated
Maximum Distance Existing Construction New Ambient Significant Sensitive Receptor from Site Ambient Increase Noise Level (dBA, Leq) Impact? (feet) (dBA, Leq) (dBA) Mae Boyar Park 50 58.7 50.5 59.3 8.8 Yes Highlander Road 75 55.1 58.1 59.9 1.8 No Residences – West Highlander Road 80 54.6 59.9 61.0 1.1 No Residences – East Pertshire Circle 5 58.7 49.0 59.1 10.1 Yes Residences Hartland Street 125 50.7 50.5 53.6 3.1 No Residences
Source: DKA Planning 2017
Threshold NOI-.2 The project would not expose persons to or generation of excessive groundborne vibration or groundborne noise levels with implementation of mitigation measures. This impact would be less than significant with mitigation.
Construction
As discussed earlier, construction of the proposed Project would require equipment such as excavators and loaders, excavators with hydraulic breaker attachments, and vibratory rollers. Tables 3.3-15 through 3.3-17 show the projected construction vibration impacts as a result of these construction vehicles and equipment. Reference vibration levels were obtained from Caltrans’ 2013 Transportation and Construction Vibration Guidance Manual.
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Table 3.3-15 Large Bulldozer Vibration Levels at Off-Site Structures – Unmitigated
Distance to Estimated PPV Structural Significance Significant? Off-Site Structures Project Site (ft.) (in/sec) Threshold (in/sec) Highlander Road No 75 0.027 0.5 Residences – West Highlander Road No 80 0.025 0.5 Residences – East Pertshire Circle Residences 5 0.445 0.5 No
Reference vibration levels for “Large Bulldozers” are used to represent the potential vibration impact from heavy-duty steel-tracked construction vehicles such as excavators, front-end loaders, and backhoes. Source: DKA Planning 2017.
Table 3.3-16 Hydraulic Breaker Vibration Levels at Off-Site Structures – Unmitigated
Distance to Estimated PPV Structural Significance Significant? Off-Site Structures Project Site (ft.) (in/sec) Threshold (in/sec) Highlander Road 75 0.072 0.5 No Residences – West Highlander Road 80 0.067 0.5 No Residences – East Pertshire Circle Residences 5 1.200 0.5 Yes
Source: DKA Planning 2017.
Table 3.3-17 Vibratory Roller Vibration Levels at Off-Site Structures – Unmitigated
Distance to Estimated PPV Structural Significance Significant? Off-Site Structures Project Site (ft.) (in/sec) Threshold (in/sec) Highlander Road 75 0.063 0.5 No Residences – West Highlander Road 80 0.058 0.5 No Residences – East Pertshire Circle Residences 5 1.050 0.5 Yes
Source: DKA Planning 2017.
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As shown, Pertshire Circle Residences could experience construction-related groundborne vibration levels in excess of Caltrans’ building damage thresholds as a result of hydraulic breaker and vibratory roller activities. This impact would be considered significant but mitigable. Mitigation Measures MM- NOI-3 and MM-NOI-4 are required to reduce vibration impacts at Pershire Circle Residences to a less than significant level.
Operation
During Project operation, there would be no significant stationary sources of ground-borne vibration, such as heavy equipment or industrial operations. Operational ground-borne vibration in the Project’s vicinity would be generated by its related vehicle travel on local roadways. However, as previously discussed, road vehicles rarely create vibration levels perceptible to humans unless road surfaces are poorly maintained and have potholes or bumps. Project-related traffic would expose nearby land uses and other sensitive receptors to vibrations far below levels associated with human annoyance or land-use disruption. As a result, the Project’s long-term vibration impacts would be considered less than significant.
Mitigation Measures
MM-NOI-3 The construction contractor or its designee shall ensure that hydraulic breaking activities maintain a minimum distance of no less than 15 feet from Pertshire Circle Residences, specifically the individual single-family residence located at 6931 Pertshire Circle, at all times. Breaking activities within 15 feet of this receptor may include lower-intensity construction methods, such as jackhammering. This requirement shall be included on all construction drawings.
MM-NOI-4 The construction contractor or its designee shall ensure that vibratory rolling activities also maintain a minimum distance of no less than 15 feet from Pertshire Circle Residences, specifically the individual single-family residence located at 6931 Pertshire Circle, at all times. This requirement shall also be included on all construction drawings.
Residual Impacts
Mitigation Measures MM-NOI-3 and MM-NOI-4 would ensure that Pertshire Circle Residences do not experience potentially damaging vibration levels as a result of the Project’s construction activities. Though vibration impacts at other receptors would be considered less than significant without mitigation, Mitigation Tables 3.3-18 and 3.3-19 show the Project’s vibration impacts with the implementation of Mitigation Measures MM-NOI-3 and MM-NOI-4.
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Table 3.3-18 Hydraulic Breaker Vibration Levels at Off-Site Structures – Unmitigated
Distance to Estimated PPV Structural Significance Significant? Off-Site Structures Project Site (ft.) (in/sec) Threshold (in/sec) Pertshire Circle Residences 15+ < 0.400 0.5 No
Source: DKA Planning 2017.
Table 3.3-19 Vibratory Roller Vibration Levels at Off-Site Structures – Unmitigated
Distance to Estimated PPV Structural Significance Significant? Off-Site Structures Project Site (ft.) (in/sec) Threshold (in/sec) Pertshire Circle Residences 15+ < 0.350 0.5 No
Source: DKA Planning 2017.
Threshold NOI-3 The project would not create a substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project. This impact would be less than significant.
The majority of long-term noise impacts would come from traffic traveling to and from the Project site. The addition of future traffic from Related Projects, and overall ambient traffic growth would elevate ambient noise levels surrounding local roadways. However, as shown in Tables 3.3-20, Future A.M. Peak Hour Mobile Source Noise Levels and 3.3-21, Future P.M. Peak Hour Mobile Source Noise Levels future roadside ambient noise levels would not increase by 3 dBA to or within their respective “Normally Unacceptable” or “Clearly Unacceptable” noise categories, or by 5 dBA or greater overall, with or without the addition of Project traffic. Though westbound Highlander Road, west of Darnoch Way (between Darnoch Way and Deveron Ridge Road), is projected to experience peak hour ambient noise level increases above 3 dBA, this street segment would not experience “Normally Unacceptable” or “Clearly Unacceptable” levels of noise, as described in the L.A. CEQA Threshold’s Guide and shown in Table 3.3-3 of this analysis. For single-family residences such as those located along this street segment, the Guide’s “Normally Unacceptable” and “Clearly Unacceptable” noise categories begin at 70 dBA CNEL. Future peak hour noise levels along this segment would not exceed 61.8 dBA Leq, and the segment would not experience greater noise levels during any other time of day. The Project’s cumulative operational noise impact would be considered less than significant.
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Table 3.3-20 Future A.M. Peak Hour Mobile Source Noise Levels
Estimated dBA, Leq 1hr
Roadway Segment Existing No Project With Project Total Significant (2017) (2021) (2021) Change Impact?
W/B Highlander Rd., W of Darnoch Way 58.7 59.3 61.8 3.1 Potential
W/B Highlander Rd., E of Darnoch Way 59.6 59.9 61.4 1.8 No
E/B Highlander Rd., near Darnoch Way 62.2 62.6 64.8 2.6 No
S/B Platt Ave., N of Highlander Rd. 66.8 66.9 67.2 0.4 No
N/B Platt Ave., N of Highlander Rd. 68.8 68.8 69.3 0.5 No
E/B Highlander Rd., E of Pomelo Dr. 50.1 50.7 52.0 1.9 No
W/B Highlander, Rd., E of Pomelo Dr. 50.1 50.9 52.1 2.0 No
Source: DKA Planning 2017
Table 3.3-21 Future P.M. Peak Hour Mobile Source Noise Levels
Estimated dBA, Leq 1hr
Roadway Segment Existing No Project With Project Total Significant (2017) (2021) (2021) Change Impact?
W/B Highlander Rd., W of Darnoch Way 58.3 61.0 61.5 3.2 Potential
W/B Highlander Rd., E of Darnoch Way 59.0 60.4 60.8 1.8 No
E/B Highlander Rd., near Darnoch Way 61.5 63.9 64.3 2.8 No
S/B Platt Ave., N of Highlander Rd. 65.9 66.3 66.3 0.4 No
N/B Platt Ave., N of Highlander Rd. 68.1 68.5 68.5 0.4 No
E/B Highlander Rd., E of Pomelo Dr. 51.5 52.1 52.4 0.9 No
W/B Highlander, Rd., E of Pomelo Dr. 51.9 52.6 52.8 0.9 No
Source: DKA Planning 2017
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Mitigation Measures:
Impacts would be less than significant; no mitigation measures would be required.
Residual Impacts:
Though westbound Highlander Road, west of Darnoch Way (between Darnoch Way and Deveron Ridge Road), is projected to experience peak hour ambient noise level increases above 3 dBA, this street segment would not experience “Normally Unacceptable” or “Clearly Unacceptable” levels of noise, as described in the L.A. CEQA Threshold’s Guide and shown in Table 3.3-3. Therefore, impacts would be less than significant.
Threshold NOI-4 The project would create a substantial temporary or periodic increase in ambient noise levels in the project vicinity that would exceed the City’s standards. This impact would be significant and unavoidable.
As discussed earlier, construction activities would temporarily increase ambient noise levels at nearby receptors. Moreover, Related Projects could further contribute to these temporary increases in ambient noise levels. However, the nearest such developments, as shown in Section 3.0 Environmental Impacts, Table 3.0-1, are located over 3,000 feet away from the Project site, near Woodlake Avenue. Construction noises from Related Projects would be inaudible in the Project’s vicinity. As a result, construction activities would not be expected to contribute substantially to any cumulative construction noise impacts. Nevertheless, the Project’s individual construction noise impact would be considered significant and unavoidable.
Mitigation Measures
MM NOI-1 and MM NOI-2.
Residual Impacts
The Project would result in a temporary increase in ambient noise levels that would exceed the City’s standard. Therefore, construction impacts would be significant and unavoidable.
CUMULATIVE IMPACTS
The list of cumulative projects is shown in Section 3.0 Environmental Impact Analysis, of this EIR. Cumulative noise impacts occur when several projects combine to generate substantial additional noise in an area. As discussed above, with implementation of the provided mitigation measures, the proposed
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Project would cause significant and unavoidable noise impacts. Since noise attenuates as distance from a Project site increases, only projects located near the proposed Project site would cause a cumulative impact when combined with the proposed Project.
The nearest such developments are located over 3,000 feet from the Project site, near Woodlake Avenue. Therefore, Related Projects are located in areas that are further from the proposed Project site than would allow for a cumulative impact related to noise. Therefore, there would be no cumulative construction noise impact.
The Project would also contribute to cumulative traffic growth in the West Hills area that would elevate ambient noise levels off-site from increased traffic on local roadways. As shown in Tables 3.3-20 and 3.3- 21, cumulative operational noise impacts (i.e., Project noise combined with Related Project noise) are shown under the column titled “With Project (2021).” The two related projects identified within the Project area would not cause cumulatively considerable noise impacts in conjunction with the proposed Project. Therefore, cumulative noise impacts would be less than significant.
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INTRODUCTION
This section analyzes the potential for adverse impacts on pedestrian safety resulting from implementation of the proposed Project. Data used to prepare this section were taken from the pedestrian safety study conducted as part of the traffic impact analysis, Traffic Study for Los Angeles Unified School District Hale Charter Academy for Visual and Performing Arts prepared by KOA Corporation, dated April 17, 2017 (Appendix 3.5-1).
EXISTING CONDITIONS
Pedestrian Access
Pedestrian access to the proposed Project site is similar to the existing roadway described in Section 3.5 Transportation and Traffic; – pedestrians would primarily access the site via Highlander Road at the northern boundary. As described in the Project Description, the proposed Project includes a pedestrian entrance on both Highlander Road and Deveron Ridge Road (along with pick-up/drop-off areas at both locations). Major streets that feed into Highlander Road and serve the Project site include Platt Avenue to the east and Valley Circle Boulevard to the west.
The proposed Project site is located in a residential area of the West Hills neighborhood in the City of Los Angeles. Both the south and north side of Highlander Road maintain pedestrian sidewalks that lead to Platt Avenue and Valley Circle Boulevard. Currently, there are no marked crosswalks from the northern side of Highlander Road to the southern curb in the vicinity of the Project site. There are several speed humps in the vicinity of the Project site and along Highlander Road. The nearest protected crosswalk exists to the east of the Project site, on the intersection of Highlander Road and Platt Avenue. The existing sidewalk at the north frontage of the school site on Highlander Road is approximately eight feet in width.
REGULATORY FRAMEWORK
Federal
Americans with Disabilities Act of 1990 (ADA)
Titles I, II, III, and V of the United States Codes are codified in Title 42, Chapter 126 (Equal Opportunity for Individuals with Disabilities) beginning at Section 12101. Chapter 126, Subchapter III (formerly Title III) prohibits discrimination on the basis of disability in “places of public accommodation” (businesses and non-profit agencies that serve the public) and “commercial facilities” (other businesses). The
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regulation includes standards for accessible design establishing minimum standards for ensuring accessibility when designing and constructing a new facility or altering an existing facility. Examples of key guidelines include detectable warnings for pedestrians entering traffic where there is no curb, a clear zone of 48 inches for the pedestrian travel way, and a vibration-free zone for pedestrians.
SAFETEA-LU Section 1404
Enacted in 2005, the Safe, Accountable, Flexible, Efficient Transportation equity Act: A Legacy for Users
represents the largest surface transportation investment in the nation. This federal funding program
delegates each State Department of Transportation to implement the objectives in SAFETEA-LU. Section
1404 of SAFETEA-LU encourages primary and secondary school children to walk and bicycle to school.
Both infrastructure-related and behavioral projects will be geared towards providing a safe, appealing environment for walking and biking that will improve the quality of children’s lives.
State
Streets and Highways Code Section 2331, 2333, and 2333.5
Safe Routes to School (SRTS) is a California Department of Transportation (Caltrans) program resulting from the 1999 passage and signing of Assembly Bill 1475 (Soto). AB1475 called for Caltrans “to establish and administer a ‘Safe Routes to School’ construction program... and to use federal transportation funds for construction of bicycle and pedestrian safety and traffic calming projects.” School districts are responsible for establishing and enforcing school route plans and for siting and developing school facilities that foster a good walking environment. These responsibilities include choosing school locations that balance vehicle access with pedestrian safety needs, constructing adequate pedestrian facilities along the perimeter of the school site, and working with the local public works agency to fund and install adequate crossing protection at key points. School districts are responsible for distributing walk-route maps to parents and students prior to school opening and a pedestrian safety plan for the safe arrival and departure of students in accordance with the California Manual of Uniform Traffic Control Devices, Part 7, Traffic Control for School Areas.
Complete Streets Act (Assembly Bill 1358)
Assembly Bill (AB) 1358, the Complete Streets Act, was signed into law in September 2008. AB 1358
requires cities and counties, when updating the part of a local general plan that address traffic and
roadways, to ensure that those plans account for the needs of all roadway users. The goal of the
legislation is to improve safety, access, and mobility for all travelers in California; and recognize that
active transportation modes (i.e., bicycle and pedestrian) and transit modes as integral elements of the
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transportation system. The legislation requires cities and counties to ensure that local roads and streets
adequately accommodate the needs of all users as well as motorists.
Local
The California legislature granted school districts the power to exempt school property from local zoning requirements, so long as the school district complies with Government Code Section 53094. This section States:1
(a) Notwithstanding any other provision of this article, this article does not require a school district to comply with the zoning ordinances of a county or city unless the zoning ordinance makes provision for the location of public schools and unless the city or county has adopted a general plan.
(b) Notwithstanding subdivision (a), the governing board of a school district, that has complied with the requirements of Section 65352.2 of this code and Section 21151.2 of the Public Resources Code, by a vote of two-thirds of its members, may render a city or county zoning ordinance inapplicable to a proposed use of property by the school district. The governing board of the school district may not take this action when the proposed use of the property by the school district is for nonclassroom facilities, including, but not limited to, warehouses, administrative buildings, and automotive storage and repair buildings.
(c) The governing board of the school district shall, within 10 days, notify the city or county concerned of any action taken pursuant to subdivision (b). If the governing board has taken such an action, the city or county may commence an action in the superior court of the county whose zoning ordinance is involved or in which is situated the city whose zoning ordinance is involved, seeking a review of the action of the governing board of the school district to determine whether it was arbitrary and capricious. The city or county shall cause a copy of the complaint to be served on the board. If the court determines that the action was arbitrary and capricious, it shall declare it to be of no force and effect, and the zoning ordinance in question shall be applicable to the use of the property by the school district.
Nonetheless, the District considers local plans and policies for the communities surrounding its campuses.
LAUSD Traffic and Pedestrian Safety Requirements for New Schools
LAUSD developed the Traffic and Pedestrian Safety Requirements for new schools to guide site planning and identify performance requirements to minimize potential pedestrian safety risks to students, staff,
1 California Legislative Information, Article 5 Section 53094, Website: http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=GOV§ionNum=53094, accessed 08/05/2016
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and visitors at LAUSD schools. The performance guidelines include requirements for student drop-off areas, vehicle access, and pedestrian routes to school.
LAUSD OEHS SUP Final EIR2
The LAUSD Office of Environmental Health & safety (OEHS) has identified thresholds of significance to minimize potential pedestrian safety risk to students, staff, and visitors to LAUSD schools. These thresholds are defined below as found in Section 5.13 Pedestrian Safety of the SUP Final EIR.
PS-1 Vehicle Access: Substantially increase vehicular and/or pedestrian safety hazards due to a design feature or incompatible uses.
PS-2 Pedestrian Routes to School: Create unsafe routes to schools for students walking from local neighborhoods.
PS-3 Roadways in the Project Vicinity: Be located on a site that is adjacent to or near a major arterial roadway or freeway that may pose a safety hazard.
City of Los Angeles Vision Zero Program
The Vision Zero program of the City of Los Angeles has the goal of creating safer streets for pedestrians (especially children and older adults) and bicyclists. As part of the planning for this program, LADOT conducted a citywide traffic collision analysis and identified a network of streets known as the High Injury Network (HIN). This Network is a map of roadways with high severe collision rates for vulnerable road users.
LADOT traffic study guidelines incorporate concepts from the Vision Zero program. Treatments that are encouraged to be considered by proposed projects include curb extensions, leading pedestrian intervals (at signalized intersections), controlled mid-block crosswalks, pedestrian refuge islands, protected bicycle lanes, bike boxes, exclusive bicycle signal phases, and protected left-turn lanes.
Additionally, site access plans for proposed Projects on roadways identified within the HIN are asked to avoid or minimize the number of proposed driveways on that street.
There are no identified HIN network roadway segments ni the immediate vicinity of the proposed school site.
2 LAUSD OEHS “School Upgrade Program Final Environmental Impact Report,” http://achieve.lausd.net/ceqa, Adopted by the Board of Education on November 10, 2015. Including all Standard Conditions of Approval.
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Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan
The Transportation Section under the Canoga Park-Winnetka-Woodland Hills-West Hills Community Plan Area (CPA) sets forth the plan for transportation within the neighborhood of West HIlls. The element recognizes that the impacts of traffic should be minimized in residential neighborhoods and in commercial and recreational areas. Traffic should flow smoothly, but at appropriate, low, and safe speeds.
The applicable goals for traffic, circulation, and safety in the CPA are listed below:
Goal 12: A well maintained, safe, efficient freeway and street network
Objective 12-1: Reduction of vehicular trip delays in the Community Plan Area through coordination of the street traffic signal system with the Caltrans freeway traffic management system.
Objective 13-1: To the extent feasible and consistent with the Mobility Plan 2035’s and the Community Plan’s policies promoting multi-modal transportation and safety, comply with Citywide performance standards for acceptable levels of service (LOS) and insure that necessary road access and street improvements are provided to accommodate traffic generated by new development.
Goal 14: A system of safe, efficient, and attractive bicycle, pedestrian and equestrian facilities
Objective 14-1: To promote an adequate system of safe bikeways for commuter, school and recreational use.
METHODOLOGY
The analysis of potential impacts to pedestrian safety associated with the proposed Project is based on information provided in the Traffic Impact Study from KOA Corporation (Appendix 3.5).
Standard Conditions of Approval
These standard conditions of approval (SCs) are included within the Los Angeles Unified School District, School Upgrade Program EIR (Program EIR). Listed below are all applicable transportation features to be included in the Project.
• SC-PED-1 Caltrans SRTS Program: The LAUSD is a participant in the SRTS program administered by Caltrans and local law enforcement and transportation agencies. OEHS provides pedestrian safety evaluations as a component of traffic studies conducted for new school projects. This pedestrian safety evaluation includes a determination of whether adequate walkways and sidewalks are provided along the perimeter of, across from, and adjacent to a proposed school
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site and along the paths of identified pedestrian routes within a 0.25 mile radius of a proposed school site. The purpose of this review is to ensure that pedestrians are adequately separated from vehicular traffic.
• SC-PED-2 Traffic and Pedestrian Safety requirements: LAUSD has developed these performance guidelines to minimize potential pedestrian safety risks to students, faculty and staff, and visitors at LAUSD schools. The performance guidelines include the requirements for student drop-off areas, vehicle access, and pedestrian routes to school. Appendix C of the SUP Program EIR states school traffic studies shall identify measures to ensure separation between pedestrians and vehicles along potential pedestrian routes, such as sidewalks, crosswalks, bike paths, crossing guards, pedestrian and traffic signals, stop signs, warning signs, and other pedestrian access measures.
• SC-PED-3 Sidewalk requirements for New Schools: LAUSD shall coordinate with the responsible traffic jurisdiction/agency to ensure these areas are improved prior to the opening of a school. Improvements shall include but are not limited to: (1) Clearly designate passenger loading areas with the use of signage, painted curbs, etc (2) Install new walkway and/or sidewalk segments where none exist (3) Any substandard walk/sidewalk segments shall be improved to a minimum of eight feet wide (4) Provide other alternative measures that separate foot traffic from vehicular traffic, such as distinct travel pathways or barricades
• SC-PED-4 School Traffic Safety Reference Guide REF – 4492.1: Guide sets forth requirements for traffic and pedestrian safety, and procedures for school principals to request assistance from OEHS, the Los Angeles Schools Police Department (LASPD), or the local police department regarding traffic and pedestrian safety. Distribution and posting of the Back to School Safety Tips flyer is required. This guide also includes procedures for traffic surveys, parking restrictions, crosswalks, advance warning signs (school zone), school parking signage, traffic controls, crossing guards, or for determinations on whether vehicle enforcement is required to ensure the safety of students and staff.
• SC-PED-5 School Design Guide: The Guide states student drop-off and pick-up, bus loading areas, and parking areas shall be separated to allow students to enter and exit the school grounds safely.
• SC-T-3 Coordinate with the local City or County Jurisdiction and agree on the following:
o Compliance with the jurisdiction’s design guidelines for access, parking, and circulation in the vicinity of the project
o Scope of analysis and methodology for the traffic and pedestrian stud, including trip generation rates, trip distribution, number and location of intersections, traffic impact thresholds
o Implementation of SRTS, traffic control and pedestrian safety devices Traffic and pedestrian safety impacts studies shall address local traffic and congestion during morning arrival times, and before and after evening stadium events
o Loading zones will be analyzed to determine adequacy of pick-up and dropoff points. Recommendations will be developed in consultation with the local jurisdiction for curb
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loading bays or curb parking restrictions to accommodate loading needs and will control double parking and across-the-street loading.
• SC-T-4 LAUSD shall require its contractors to submit a construction worksite traffic control plan to the LADOT for review prior to construction. The plan will show the location of any haul routes, hours of operation, protective devices, warning signs, and access to abutting properties. LAUSD shall encourage its contractor to limit construction-related trucks to off-peak commute periods. As required by Caltrans, applicable transportation related safety measures shall be implemented during construction.
THRESHOLDS OF SIGNIFICANCE
In accordance with the LAUSD SUP Final EIR, project impacts would be considered significant if any of the following would occur:
PED-1 Substantially increase vehicular and/or pedestrian safety hazards due to a design feature or incompatible uses
PED-2 Create unsafe routes to schools for students walking from local neighborhoods
PED-3 Be located on a site that is adjacent to or near a major arterial roadway or freeway that may pose a safety hazard
IMPACTS AND MITIGATION MEASURES
PED-1 The Project would not substantially increase vehicular and/or pedestrian safety hazards due to a design feature or incompatible uses. This impact would be less than significant.
PED-2 The Project would not create unsafe routes to schools for students walking from local neighborhoods. This impact would be less than significant.
Construction Impacts
During construction, construction vehicles would need to access the Project site. The majority of construction equipment would be staged on the site, limiting the amount of equipment that would access the site on a daily basis and trips would cease once construction is complete. The limited number of construction vehicles accessing the site would therefore not result in substantially increase pedestrian safety hazards due to incompatible uses. To further ensure pedestrian safety during construction, MM PED-1 would be implemented to prohibit construction vehicles from accessing the site during the peak AM and PM hours. With the implementation of MM PED-1, construction impacts associated with the
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creation of unsafe routes to schools, at the proposed Project, or any other nearby schools, would be less than significant.
Operation Impacts
Based on the proposed 532 seat capacity of the school, the Project would generate approximately 229 AM peak hour trips (156 inbound and 73 outbound) and 69 PM peak hour trips (32 inbound and 37 outbound). The anticipated number of students who would walk to and from the school site, approximately 123 pedestrians, was calculated using the mode split characteristics of LAUSD schools, established by surveys conducted for LAUSD’s Program EIR. Without sufficient pedestrian facilities there is the potential for pedestrian safety hazards or unsafe routes.
In addition to the on-site passenger loading area proposed at the west end of the campus, the Project will have alternate pedestrian access points along the project frontage on Highlander Road to the east of the loading area. This will provide multiple access points, satisfying the guideline of providing multiple points of egress for emergencies. As stated previously, the existing sidewalk at the north frontage of the school site on Highlander Road is approximately 8 feet in width. An on-site sidewalk of a minimum eight feet in width will be provided at the passenger loading area. These features will satisfy the guideline on sidewalk width at loading areas.
Furthermore, school access driveways and passenger loading areas will be separated by a minimum distance of 60 feet, to avoid conflicts and improve safety, satisfying the guideline on driveway locations.
Standard Condition SC-T-3 includes coordination with LADOT on access, parking and circulation including pedestrian facilities to ensure, local pedestrian routes will have adequate sidewalk facilities, per LADOT standards. LAUSD has incorporated the following Project Design Features (PDF) to ensure pedestrian safety:
PED-PDF-1 LAUSD will work with LADOT to prepare a “Pedestrian Routes to School” map, to be distributed to parents and students prior to the school opening. This will satisfy the related guideline.
PED PDF-2 Pedestrian pathways would be clearly noted within the on-site loading area, differentiating them from vehicle circulation, through the use of raised sidewalks and other treatments differentiating the areas through pavement and striping treatments.
PED PDF-3 At the Darnoch Way/Highlander Road intersection at the north side of the school, improvements should be considered, to the satisfaction of the area LADOT District Engineer, improvements such as yellow school crosswalks with proper warning signage should be installed at the north-south crossing points, or similar elements, as project design features.
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Furthermore, to promote traffic calming and speed reduction in the vicinity of the school site and for the support of the Vision Zero program of the City, LAUSD would incorporate sidewalk extensions where feasible and acceptable to the area LADOT District Engineer, adjacent to a passenger pick-up/drop-off zone on Highlander Road, and at adjacent site intersections where pedestrians would be crossing. These extensions would occupy space where on-street parking would normally occur, reducing crossing time for pedestrians, improving visibility between pedestrians and vehicles, and narrowing the overall roadway width and potentially reducing speeds.
Following the implementation of these pedestrian access standards by LAUSD, impacts associated with the potential for hazardous design features or unsafe routes to school during operation would be less than significant.
LAUSD Standard Conditions
Standard Conditions SC-PED-1, SC-PED-2, SC-PED-3, SC-PED-4, SC-PED-5, SC-T-3, SC-T-4
Mitigation Measures
MM-PED-1: The construction contractor or its designee shall ensure that during construction activities, construction trucks shall not access the site during specific peak student loading/unloading times as specified by LAUSD. This requirement shall be included on all construction documents.
Residual Impacts
Mitigation Measure MM-PED-1 would maintain safety of pedestrian routes of local neighborhoods during Project construction activities by limiting construction truck access during peak school drop- off/pick-up hours. With implementation of this measure, impacts would be less than significant.
PED-3 The Project would not be located on a site that is adjacent to or near a major arterial roadway or freeway that may pose a safety hazard. This impact would be less than significant.
Construction Impacts
There are no major arterial roadways in the immediate vicinity of the Project site. Highlander Road is primarily a residential corridor. Platt Avenue, a major arterial roadway, is located approximately 1,000 feet east of the Project site. Trucks would reasonably use Platt Avenue and Valley Circle Boulevard as major regional roadways to arrive at Highlander Road and eventually the Project site.
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Platt Avenue has a functional three-way traffic signal at the intersection of Highlander Road. As such, Project construction trucks or other vehicles accessing the site would not be impeded upon or impede on pedestrian safety. Furthermore, in accordance with the District’s Program EIR’s Standard Condition SC- T-4, construction-related trucks would be required to access the site during off-peak commute periods.
Therefore, the construction of the Project would not cause a significant impact to pedestrian safety associated with an arterial roadway or freeway.
Operation Impacts
As described above, Platt Avenue, a major arterial roadway, is located approximately 1,000 feet east of
the Project site. Traffic signalization and a crosswalk is provided at the intersection of Highlander Road and Platt Avenue, and the posted speed limit entering Highlander Avenue (30 MPH), would be further reduced through existing speed humps (located to the east and west of the Deron Ridge Road/Highlander
Road intersection) and school speed limits approaching the Project site. Therefore, safety hazards
associated with being adjacent to an arterial intersection at Platt Avenue would be less than significant as
enough buffers exists between Platt Avenue and the Project site for drivers to notice the school zone and speed hump locations, and reduce speed appropriately.
Platt Avenue has signaling, posted speed limits, and protected pedestrian crossings at major intersections, including Highlander Road, the closest intersection to the Project site. Additionally, the proposed Project would be implemented in accordance with LAUSD standards, including establishing school speed zones within the local neighborhood and requiring drop-off areas to be located 90 feet or more away from major streets. As mentioned previously, the proposed Project would be designed to ensure safe arrival and departure of all transportation modes.
LAUSD has also reviewed the memo prepared by LADOT in May 2015 detailing travel patterns on Valley Circle Boulevard and Highlander Road.3 The memo results in a determination that a new traffic signal, along with appropriate signs, red curb, and pavement markings, be authorized for installation at the intersection of Highlander Road and Valley Circle Boulevard. As identified in Section 3.5 Traffic, LAUSD will contribute toward a fair share for funding of the intersection improvement. However, even without the improvement, pedestrian safety impacts related to being adjacent to a major arterial or freeway would be less than significant.
3 Traffic Control Report, West Valley #39319 Highlander Road & Valley Circle Boulevard. Appendix 1.0.
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Therefore, pedestrian safety impacts associated with the proximity of an arterial roadway would be less than significant.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts would be less than significant.
CUMULATIVE ANALYSIS
The proposed Project has the potential to combine with reasonably foreseeable development to result in significant cumulative impacts to pedestrian safety relating to vehicle access. Related Projects and locations have been provided in Section 3.0, Environmental Impact Analysis. The nearest such developments are located over 3,000 feet from the Project site, near Woodlake Avenue.
These projects, mainly residential developments, could potentially result in a cumulative pedestrian safety impact as they are located 3,000 feet from the Project site. However, the Project includes sufficient pedestrian safety measures (i.e., new sidewalks) to ensure site specific impacts would not occur. Therefore, these projects would not combine to create areas of cumulative impacts related to pedestrian safety. Therefore, the proposed Project would not contribute to a cumulatively considerable impact related to pedestrian safety.
Mitigation Measures
No mitigation is required
Residual Impact
The Project would not contribute to a cumulatively considerable pedestrian safety impact. Impacts are considered to be less than significant.
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INTRODUCTION
This EIR section analyzes the potential for adverse impacts on existing transportation and traffic conditions resulting from implementation of the proposed Project. Data used to prepare this section were taken from Traffic Study for LAUSD Hale Charter Academy for Visual and Performing Arts Los Angeles, California, prepared by KOA Corporation (Appendix 3.4). This traffic analysis has been conducted to identify and evaluate the impacts that traffic generated by the proposed Project would have on the surrounding roadway network. The traffic analysis follows LAUSD and the City of Los Angeles traffic study guidelines and is consistent with traffic impact assessment guidelines set forth in the 2010 Congestion Management Program (CMP) for Los Angeles County.
EXISTING CONDITIONS
Existing Street System
Primary regional access to the area is provided by the US Highway 101 (US-101) which runs in a north- south direction located approximately 2.5 miles south of the project site. Platt Avenue and Valley Circle Boulevard provide direct access to the US-101. Neighborhood streets near the Project site include: Highlander Road, Deveron Ridge Road, Platt Avenue, Darnoch Way, Sherman Way, Vanowen Street, Woodlake Avenue, Valley Circle Boulevard, and Victory Boulevard. Brief descriptions of studied streets in the traffic study for the proposed Project are provided below:
Highlander Road – The study area of Highlander Road for the proposed Project is between Valley Circle Boulevard and Platt Avenue. This street is an east-west street providing one travel lane in each direction. Parking is permitted on either side of the street with a posted speed limit of 15 and 35 mph. The general land use on this street is residential and recreational uses.
Deveron Ridge Road – Deveron Ridge Road is a north-south street that provides one travel lane in each direction. The study area of Deveron Ridge Road is between its terminus at Mae Boyar Recreation Center and at its intersection on Northwoods View Road. Parking is permitted on either side of the street with a posted speed limit of 25 mph. The land use on this street is generally residential and recreational uses.
Valley Circle Boulevard – The study area of Valley Circle Boulevard for the proposed Project is the segment between Bell Canyon Road and Vanowen Street. This street contains two lanes each for north- south bound travel. Parking is generally allowed on Valley Circle with posted restrictions for street
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cleaning and overnight parking. Land uses on this street are generally residential and commercial, with a posted speed limit of 25/45 mph.
Vanowen Street – The study area of Vanowen Street for the proposed Project is between Valley Circle Boulevard and Platt Avenue. Vanowen Street is an east-west street providing two lanes of travel in either direction. Parking is generally permitted, with the general land uses being residential and commercial. The posted speed limit is 35 mph.
Platt Avenue – Platt Avenue is primarily a north-south street with two travel lanes in either direction. Parking restrictions vary along the road, with posted restrictions for overnight parking and vehicle size. The general land uses along Platt Avenue are residential and commercial, with a vary speed limit of 30/40 mph.
Sherman Way – The study area of Sherman Way for the proposed Project is the segment between Platt Avenue and Woodlake Avenue. Sherman Way is primarily an east-west street with two travel lanes in either directions. Parking is generally permitted within this street, with the primary land use being residential. The posted speed limit is 40 mph.
Existing Public Transit Service
Currently, the Project site is not served directly by area transit lines. Nearby transit lines are located within 0.3 to 0.7 miles of the project site. Transit use by students is expected to be typical for a school site. Figure 3.5-1, Existing Area Transit Lines depicts the existing transit lines within the project vicinity. The area transit lines within walking distance of the project site are as follows:
• Vanowen Street – Stops are within 0.3 miles of the site, including Metro Local Bus 164, 165, and 169. The bus stop closest to the access point of the proposed project is located at the intersection of Platt Avenue.
• Platt Avenue – Stops are within 0.3 miles of the project site, including Metro Local Bus Line 164 and 165. The closest bus stop is located at the intersection of Vanowen Street.
• Valley Circle Boulevard – Stops are within 0.7 miles of the site, including Metro Local Bus Line 164, 165, and 169. The closest bus stop is located at the intersection of Vanowen Street.
• Victory Boulevard – Stops are within 0.7 miles of the site, including Metro Local Bus Line 164 and 165. The closest bus stop is located at the intersection of Platt Avenue.
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Pedestrian Facilities
Primary pedestrian access to the Project site is provided on Highlander Road at the north side of the project site. Currently, all streets in the study area have sidewalk facilities for pedestrians.
The closest signalized intersection is the intersection of Highlander Road and Platt Avenue. Crosswalks are clearly striped on the northern and western edges of this intersection. The intersection of Highlander Road and Valley Circle Boulevard is not signalized and does not have striped crosswalks for pedestrians.
Study Area
The traffic analysis study area (study area) is generally comprised of those locations which have the greatest potential to experience significant traffic impacts due to the Project. The area studied for potential impacts generally includes those intersections that are:
• Immediately adjacent or in close proximity to the roject site;
• In the vicinity of the project site that are documented to have current or projected future adverse operational issues; and
• In the vicinity of the project site that are forecast to experience a relatively greater percentage of project-related vehicular turning movements (e.g., at freeway ramp intersections).
The Project site is located within the community of West Hills in the City of Los Angeles. The list of study intersections was finalized through the LADOT Memorandum of Understanding (MOU) process, as were the trip generation assumptions and information on Related Projects.
The following study intersections were selected for analysis of potential impacts due to the Project based on the above criteria, as well as Project peak hour vehicle trip generation, the anticipated distribution of Project vehicular trips and existing intersection operations. The study locations were selected in consultation with LADOT and are listed below and illustrated in Figure 3.5-2. Existing lane configurations are shown in Figure 3.5-3.
1. Valley Circle Boulevard & Highlander Road*1
2. Deveron Ridge Road & Highlander Road*
3. Platt Avenue & Highlander Road
4. Platt Avenue & Sherman Way
1 * Denotes unsignalized intersection
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5. Woodlake Avenue & Sherman Way
6. Valley Circle Boulevard & Vanowen Street
7. Platt Avenue & Vanowen Street
8. Platt Avenue & Victory Boulevard
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0695.017•05/17 3.5 Transportation and Traffic
For analysis of Level of Service (LOS) at signalized intersections within the City of Los Angeles, LADOT has designated the Circular 212 Planning methodology as the desired tool. The concept of roadway LOS under the Circular 212 method is calculated as the volume of vehicles that pass through the facility divided by the capacity of that facility. A facility is “at capacity” (V/C of 1.00 or greater) whereby extreme congestion occurs. This volume/capacity ratio value is a function of hourly volumes signal phasing, and approach lane configuration on each leg of the intersection.
SB 743 requires that the State Office of Planning and Research (OPR) change State CEQA guidelines for traffic significance thresholds to utilize new metrics, including vehicle miles traveled (VMT), in addition to LOS values. At the time of the Notice of Preparation for this EIR, OPR has not issued guidance upon these thresholds, and LADOT has not adopted such thresholds for traffic impact studies. The intersection-based LOS analysis is currently required by LADOT. Therefore, VMT data was not used as the basis for assessing significance of impacts.
LOS values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating “capacity” of a roadway. Table 3.5-1 Level of Service Definitions defines the level of service criteria applied to the study intersections.
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Table 3.5-1 Level of Service Definitions
Signalized Signalized Stop-Controlled Level Intersection Volume Intersection Intersection of to Capacity Ratio Average Delay Average Stop Service (CMA) (HCM) Delay (HCM) Definition A 0.00 – 0.600 <10 seconds <10 seconds Excellent operation. All approaches to the intersection appear quite open, turning movements are easily made, and nearly all drivers find freedom of operation. B 0.601 – 0.700 >10 and 20 10 and 15 seconds Very good operation. Many drivers begin to feel seconds somewhat restricted within platoons of vehicles. This represents stable flow. An approach to an intersection may occasionally be fully utilized and traffic queues start to form. C 0.701 – 0.800 >20 and 35 >15 and 20 seconds Good operation. Occasionally drivers may have to seconds wait for more than 60 seconds, and back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted. D 0.801 – 0.900 >35 and 55 >35 and 35 seconds Fair operation. Cars are sometimes required to seconds wait for more than 60 seconds during short peaks. There is no long-standing traffic queues. This level is typically associated with design practice for peak periods. E 0.901 – 1.00 >55 and 80 >35 and 50 seconds Poor operation. Some long-standing vehicular seconds queues develop on critical approaches to intersections. Delays may be up to several minutes. F Over 1.000 >80 seconds >50 seconds Forced flow. Represents jammed conditions. Backups from locations downstream or on the cross street may restrict or prevent movement of vehicles out of the intersections approach lanes; therefore, volumes carried are not predictable. Potential for stop-and-go type traffic flow.
Source: Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 2000 and Interim
Existing Intersection Levels of Service
Fieldwork within the Project study area was undertaken to identify the conditions of major roadways, to identify traffic control and approach lane configuration at each study intersection. Traffic counts conducted during the year 2016 were factored to existing year (2017) conditions. KOA compiled new manual intersection turn movement counts that were conducted at the study intersections on Wednesday, December 14, 2016 between 7:00 a.m. to 10:00 a.m. and 3:00 p.m. to 6:00 p.m.
Based on the AM and PM peak period traffic counts at the study area intersections, a volume-to-capacity ratio or average vehicle delay value in seconds and corresponding LOS value were determined for each
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of the study area intersections. Table 3.5-2 Existing Peak Hour Level of Service Summary provides the LOS results at each study intersection under Existing (Year 2017) baseline conditions.
Table 3.5-2 Existing Peak-Hour Level of Service Summary
Seconds of Map Reference Intersection Peak Hour Delay LOS AM 14.7 F 1 Valley Circle Boulevard/Highlander Road PM 1.4 D AM 7.6 A 2 Deveron Ridge Road/Highlander Road PM 7.5 A AM 0.469 A 3 Platt Avenue/Highlander Road PM 0.369 A AM 0.479 A 4 Platt Avenue/Highlander Road PM 0.369 A AM 0.418 A 5 Woodlake Avenue/Sherman Way PM 0.305 A AM 0.925 E 6 Valley Circle Boulevard/Vanowen Street PM 0.696 B AM 0.571 A 7 Platt Avenue/Vanowen Street PM 0.541 A AM 0.790 C 8 Platt Avenue/Victory Boulevard PM 0.739 C
Source: KOA Corporation, 2017 Traffic Study for LAUSD Hale Charter Academy (Appendix 3.4)
Generally, LOS values of E and F are considered poor levels of service. As shown in Table 3.5-2, Valley Circle Boulevard & Highlander Road operates at LOS F during the A.M. Peak hour, and Valley Circle Boulevard & Vanowen Street operates at LOS E during the A.M. peak hour in existing peak situations. The existing peak-hour study intersection volumes are illustrated on Figure 3.5-4a Existing AM Peak Hour Traffic Volumes and Figure 3.5-4b Existing PM Peak Hour Traffic Volumes.
REGULATORY FRAMEWORK
Federal
There are no federal regulations related to transportation that apply to the proposed Project.
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State
Congestion Management Program (CMP)
The CMP was enacted by the California Legislature in 1989 to improve traffic congestion in urban areas. The program became effective with the passage of Proposition 111 in 1990, which also increased the State gas tax. Funds generated by Proposition 111 are available to cities and counties for regional road improvements, provided these agencies are in compliance with CMP requirements. The intent of the legislation was to link transportation, land use, and air quality decisions by addressing the impact of local growth on the regional transportation system. State statute requires that a congestion management program be developed, adopted, and updated biennially for every county that includes an urbanized area, which shall include every city and county government within that county.
Under this legislation, regional agencies are designated within each county to prepare and administer the CMP for agencies within that county. Each local planning agency included in the CMP has the following responsibilities:
• Assisting in monitoring the roadways designated within the CMP system
• Adopting and implementing a trip reduction and travel demand ordinance
• Analyzing the impacts of local land use decisions on the regional transportation system
• Preparing annual deficiency plans for portions of the CMP system where LOS standards are not maintained
The Los Angeles County Metropolitan Transportation Authority (Metro) is the CMP agency for Los Angeles County. Metro has the responsibility to review compliance with the CMP by agencies under its jurisdiction. For any agency out of compliance, after receiving notice and after a correction period, a portion of state gas tax funds may be withheld if compliance is not achieved. In addition, compliance with the CMP is necessary to preserve eligibility for state and federal funding of transportation projects.
Metro adopted the County’s first CMP in 1992, and completed its most recent update in 2010. In connection with the CMP, Metro has issued CMP Traffic Impact Analysis Guidelines (CMP TIA Guidelines). The statute requires that all state highways and principal arterials be included within the CMP roadway system.
Complete Streets Act (Assembly Bill 1358)
Assembly Bill (AB) 1358, the Complete Streets Act, was signed into law in September 2008. AB 1358 requires cities and counties, when updating the part of a local general plan that address traffic and roadways, to ensure that those plans account for the needs of all roadway users. The goal of the
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legislation is to improve safety, access, and mobility for all travelers in California; and recognize that active transportation modes (i.e., bicycle and pedestrian) and transit modes as integral elements of the transportation system. The legislation requires cities and counties to ensure that local roads and streets adequately accommodate the needs of all users as well as motorists.
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0695.017•05/17 3.5 Transportation and Traffic
Regional
Southern California Association of Governments
The Southern California Association of Governments (SCAG) Regional Comprehensive Plan, Regional Transportation Plan and Sustainable Communities Strategy, and Regional Housing Needs Assessment (RHNA) are tools for coordinating regional planning and development strategies in Southern California. Policies contained in the Regional Comprehensive Plan and Guide identified as relevant to the proposed Project are identified in Table 3.5-3, SCAG Regional Comprehensive Plan and Guide Policies Applicable to Transportation/Traffic. This table also includes an assessment of the proposed Project’s consistency with these policies.
Table 3.5-3 SCAG Regional Comprehensive Plan Policies Applicable to Transportation/Traffic
Policy Project Consistency 4.01 Transportation investments shall be based LAUSD considers SCAG Regional Performance Indicators when on SCAG’s adopted Regional Performance making transportation investments. Indicators 4.03 Transportation Control measures shall be a The Project is consistent with traffic reduction measures by allowing priority. zone of Zone of Opportunities in Local District Northwest. 4.16 Maintaining and operating the existing LAUSD considers maintenance of the existing system prior to transportation system will be a priority expansion when making improvements. over expanding capacity.
Source: SCAG Regional Comprehensive Plan and Guide, 1996
Local
The California legislature granted school districts the power to exempt school property from local zoning requirements, so long as the school district complies with Government Code Section 53094. This section States:2
(a) Notwithstanding any other provision of this article, this article does not require a school district to comply with the zoning ordinances of a county or city unless the zoning ordinance makes provision for the location of public schools and unless the city or county has adopted a general plan.
(b) Notwithstanding subdivision (a), the governing board of a school district, that has complied with the requirements of Section 65352.2 of this code and Section 21151.2 of the Public Resources Code, by a vote of
2 California Legislative Information, Article 5 Section 53094, Website: http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=GOV§ionNum=53094, accessed 08/05/2016
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two-thirds of its members, may render a city or county zoning ordinance inapplicable to a proposed use of property by the school district. The governing board of the school district may not take this action when the proposed use of the property by the school district is for nonclassroom facilities, including, but not limited to, warehouses, administrative buildings, and automotive storage and repair buildings.
(c) The governing board of the school district shall, within 10 days, notify the city or county concerned of any action taken pursuant to subdivision (b). If the governing board has taken such an action, the city or county may commence an action in the superior court of the county whose zoning ordinance is involved or in which is situated the city whose zoning ordinance is involved, seeking a review of the action of the governing board of the school district to determine whether it was arbitrary and capricious. The city or county shall cause a copy of the complaint to be served on the board. If the court determines that the action was arbitrary and capricious, it shall declare it to be of no force and effect, and the zoning ordinance in question shall be applicable to the use of the property by the school district.
Nonetheless, the LAUSD considers local plans and policies for the communities surrounding its campuses. City of Los Angeles General Plan
State law requires that every city and county prepare and adopt a long-range comprehensive General Plan to guide future development and to identify the community’s environmental, social, and economic goals. The City of Los Angeles General Plan (General Plan) addresses community development goals and policies relative to the distribution of public and private land use. The General Plan integrates the citywide elements and community plans, and gives policy direction to the planning regulatory and implementation programs.
Transportation Element
The Transportation Element of the General Plan sets forth goals, objectives, and policies which establish a City-wide strategy to achieve long-term mobility and accessibility within the City of Los Angeles. The General Plan states that not all of the policies set forth in the Transportation Element can be achieved in any given action, and in relation to any specific decision on a proposed project.3 City decision-makers are to decide how to best implement the adopted policies of this element so as to best serve the health, safety, mobility, and general welfare of the public on a case-by-case basis.
City of Los Angeles Mobility Plan 2035 (Element of the General Plan)
City Council adopted the amended Mobility Plan 2035 (Plan) and associated EIR on January 20, 2016. The Plan provides a roadmap for achieving a transportation system that balances the needs of all road users. As an update to the City’s General Plan Transportation Element (last adopted in 1999), the Plan
3 City of Los Angeles General Plan, Transportation Element, first page of Chapter IV, Objectives and Policies.
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incorporates "Complete Streets" principles that will provide safe and efficient transportation for bicyclists, transit riders, and car and truck drivers. The Plan replaced both the existing City of Los Angeles General Plan Transportation Element and the existing City of Los Angeles Bicycle Plan.
LAUSD School Design Guide and Traffic and Pedestrian Safety Requirements for New Schools
LAUSD developed the School Design Guide and Traffic and Pedestrian Safety Requirements for new schools to guide site planning and identify performance requirements to minimize potential pedestrian safety risks to students, staff, and visitors at LAUSD schools. The performance guidelines include requirements for: student drop-off areas, vehicle access, and pedestrian routes to school.
METHODOLOGY
Level of Service
Traffic impacts are identified by local agencies if the proposed development will result in a significant change in traffic conditions at a study intersection. A significant impact is typically identified if project- related traffic will cause service levels to deteriorate beyond a threshold limit specified by the overseeing agency. Impacts can also be significant if an intersection is already operating below an acceptable level of service value and project traffic will cause a further decline below the applicable threshold.
City of Los Angeles
The City of Los Angeles Department of Transportation has established specific thresholds for project related increases in the volume-to-capacity ratio (V/C) of signalized study intersections. The following increases in peak-hour V/C ratios are considered “significant” impacts:
Table 3.5-4 City of Los Angeles LOS Threshold Criteria
Level of Service Final V/C* Project Related v/c increase C < 0.701 – 0.800 Equal to or greater than 0.040
D < 0.801 – 0.900 Equal to or greater than 0.020
E 0.901 or 1.000 Equal to or greater than 0.010
F Greater than 1.000 Equal to or greater than 0.010
Note: Final V/C is the V/C ratio at an intersection, considering impacts from the project, ambient and related project growth, and without proposed traffic impact mitigations .
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LADOT does not define impact thresholds for unsignalized intersections. The analysis of these locations focused on level of service values only and specific impact thresholds were not applied. Where LOS values would worsen to or within LOS E or F with the proposed Project, a traffic signal warrant analysis for peak-hour volumes was conducted.
Traffic Signal Synchronization
Automated Traffic Surveillance and Control (ATSAC) is a computer-based traffic signal control system whereby engineers can monitor traffic conditions and system performance as the system selects appropriate signal timing (control) strategies and performs equipment diagnostics and alert functions. Sensors in the street detect the passage of vehicles, vehicle speed, and the level of congestion. This information is received on a real-time basis and is analyzed on a minute-by-minute basis at the ATSAC Operations Center to determine if better traffic flow can be achieved by changing the signal timing.
If required, the signal timing is either automatically changed by the ATSAC computers or manually changed by the operator using communication lines that connect the ATSAC Center with each traffic signal. To supplement the information from electronic detectors, closed-circuit television (CCTV) surveillance equipment has been and continues to be installed at critical locations throughout the City.
Adaptive Traffic Control System (ATCS) is the latest enhancement to ATSAC and uses a personal computer-based traffic signal control software program which provides fully traffic adaptive signal control based on real-time traffic conditions. The ATCS automatically adjusts traffic signal timing in response to current traffic demands by simultaneously controlling all three critical components of traffic signal timing – namely cycle length, phase split and offset.
For capacity analysis, LADOT guidelines suggest a 0.10 reduction in volume-to-capacity ratio with the implementation of ATSAC/ATCS. This reduction represents field measured benefits in flow and capacity increase by operation of this combined program.
Based on information obtained from LADOT, all signalized study intersections within the City of Los Angeles are currently equipped with both ATSAC and ATCS functionality.
Project Trip Generation
The applied rates are based on Trip Generation (9th Edition), published by the Institute of Transportation Engineers (ITE). The rate category used was High School, operated as a public facility, and the proposed Project is expected to be served by some local walking trips, some transit use, and auto trips.
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Based on these trip rates, the 532 seats provided by the proposed Project would generate 229 weekday a.m. peak-hour trips (156 inbound and 73 outbound) and 69 weekday p.m. peak-hour trips (32 inbound and 37 outbound). These include trips by vehicles for pick-up/drop-off activity, staff/faculty trips, and utility/delivery trips.
The peak roadway traffic rate was used for the a.m. and p.m. peak analysis to calculate the project trip generation.
Project Trip Distribution
Trip distribution is the process of assigning the directions from which traffic will access a project site. Trip distribution is dependent upon the land use characteristics of the project, the local roadway network, and the general locations of other land uses to which project trips would originate or terminate. Based on consultation with LADOT, a trip distribution pattern was developed specifically for this Project. Figure 3.5-5, Project Trip Distribution illustrates the study intersection trip distribution percentages that were applied for Project traffic.
Project Trip Assignment
Based on the trip generation and distribution assumptions described above, Project traffic was assigned to the roadway system based on the pick-up/drop-off and access driveway locations and the roadways that would likely to be used to access the regional highway system. The Project-only peak-hour trip assignment is illustrated on Figure 3.5-6a, Project Trip Assignment (a.m. peak) and Figure 3.5-6b Project Trip Assignment (p.m. peak).
Existing (2017) with Project Conditions
Based on the traffic projected for the Project and the existing traffic volumes, a separate existing with Project conditions scenario was analyzed. This scenario is interpreted as being required by recent CEQA court rulings..
Future (2021) Conditions Without the Project
The Project is anticipated to be operational by 2021. To define regional traffic growth that would affect operations at the study intersections through the year 2021, an ambient growth rate was defined. The future period forecast includes an ambient growth rate to account for both regional population and employment growth outside of the study area. An annual growth rate of 2 percent was used for this purpose.
Impact Sciences, Inc. 3.5-19 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 3.5 Transportation and Traffic
Future (2021) with Project and Related Project (Cumulative Condition)
In addition to future ambient growth, traffic from the area/related projects (approved and pending developments) was considered before examining traffic impacts from the proposed Project. Traffic volumes for this with-Project scenario were derived by adding the Project-only trips to the Future (Year 2021) baseline conditions scenario volumes.
Impact Sciences, Inc. 3.5-20 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017
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Significant Traffic Impacts
As defined by the local agency traffic study guidelines, significant impacts of a proposed project at an intersection must be mitigated to a level of insignificance. In cases where capacity increases are possible, KOA analyzed mitigation measures that would restore operations commensurate with the removal of the incremental impacts of the Project.
LADOT does not define impact thresholds for unsignalized intersections, but these locations were included in the analysis to provide a review of operations as requested by LADOT staff. The analysis of these locations focused on LOS values only and specific impact thresholds were not applied. Where LOS values would worsen to or within LOS E or F with the proposed Project, traffic signal warrants were evaluated. The applied traffic signal warrants were based on a peak-hour period analysis defined by the California Edition of the Manual of Uniform Traffic Control Devices (MUTCD). The warrant analysis provides a review of potential signalization and the need for such control upgrades based on major and minor approach vehicle volumes.
Standard Conditions of Approval
These standard conditions of approval (SCs) are included within the Los Angeles Unified School District, School Upgrade Program EIR (Program EIR). Listed below are all applicable transportation SCs to be included in the Project.
• SC-PED-1 Caltrans SRTS Program: The LAUSD is a participant in the SRTS program administered by Caltrans and local law enforcement and transportation agencies. OEHS provides pedestrian safety evaluations as a component of traffic studies conducted for new school projects. This pedestrian safety evaluation includes a determination of whether adequate walkways and sidewalks are provided along the perimeter of, across from, and adjacent to a proposed school site and along the paths of identified pedestrian routes within a 0.25 mile radius of a proposed school site. The purpose of this review is to ensure that pedestrians are adequately separated from vehicular traffic.
• SC-PED-2 Traffic and Pedestrian Safety requirements: LAUSD has developed these performance guidelines to minimize potential pedestrian safety risks to students, faculty and staff, and visitors at LAUSD schools. The performance guidelines include the requirements for student drop-off areas, vehicle access, and pedestrian routes to school. Appendix C states school traffic studies shall identify measures to ensure separation between pedestrians and vehicles along potential pedestrian routes, such as sidewalks, crosswalks, bike paths, crossing guards, pedestrian and traffic signals, stop signs, warning signs, and other pedestrian access measures.
• SC-PED-3 Sidewalk requirements for New Schools: LAUSD shall coordinate with the responsible traffic jurisdiction/agency to ensure these areas are improved prior to the opening of a school. Improvements shall include but are not limited to: (1) Clearly designate passenger loading areas with the use of signage, painted curbs, etc (2) Install new walkway and/or sidewalk
Impact Sciences, Inc. 3.5-24 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 3.5 Transportation and Traffic
segments where none exist (3) Any substandard walk/sidewalk segments shall be improved to a minimum of eight feet wide (4) Provide other alternative measures that separate foot traffic from vehicular traffic, such as distinct travel pathways or barricades
• SC-PED-4 School Traffic Safety Reference Guide REF – 4492.1: Guide sets forth requirements for traffic and pedestrian safety, and procedures for school principals to request assistance from OEHS, the Los Angeles Schools Police Department (LASPD), or the local police department regarding traffic and pedestrian safety. Distribution and posting of the Back to School Safety Tips flyer is required. This guide also includes procedures for traffic surveys, parking restrictions, crosswalks, advance warning signs (school zone), school parking signage, traffic controls, crossing guards, or for determinations on whether vehicle enforcement is required to ensure the safety of students and staff.
• SC-PED-5 School Design Guide: The Guide states student drop-off and pick-up, bus loading areas, and parking areas shall be separated to allow students to enter and exit the school grounds safely.
• SC-T-3: LAUSD will coordinate with the City of Los Angeles to agree on the following:
− Compliance with the City’s design guidelines for access, parking, and circulation in the vicinity of the Project.
− Scope of analysis and methodology for the traffic and pedestrian study, including trip generation rates, trip distribution, number and location of intersections to be studied, and traffic impact thresholds
− Implementation of SRTS, traffic control and pedestrian safety devices.
− Fair share contribution and/or other mitigation measures for potential traffic impacts
− Traffic and pedestrian safety impact studies shall address local traffic and congestion during morning arrival times, and before and after evening stadium events.
− Traffic study will use the latest version of ITE Trip Generation manual to determine trip generation rates based on the size of the school facility, unless otherwise required by local jurisdiction
− Loading zones will be analyzed to determine the adequacy as pick-up and drop-off points. Recommendations will be developed in consultation with the local jurisdiction for curb loading bays or curb parking restrictions to accommodate loading needs and will control double parking and across-the-street loading.
• SC-T-4: LAUSD shall require its contractors to submit a construction worksite traffic control plan to the City of Los Angeles for review prior to construction. The plan will show the location of any haul routes, hours of operation, protective devices, warning signs, and access to abutting properties. LAUSD shall encourage its contractor to limit construction-related trucks to off-peak commute periods. As required by Caltrans, applicable transportation related safety measures shall be implemented during construction. All measures identified in the detailed Traffic Control
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Plan shall be implemented during construction to ensure that adequate and safe access remains available on-site.
• SC-T-5: LAUSD shall incorporate applicable Best Management Practices (BMPs) including but not limited to: LAUSD shall encourage ride-sharing programs for students and teachers.
THRESHOLDS OF SIGNIFICANCE
In accordance with California Environmental Quality Act (CEQA) Guidelines Appendix G, project impacts would be considered significant if any of the following would occur:
TRA-1 Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)?
TRA-2 Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways?
TRA-3 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.
TRA-4 Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?
TRA-5 Result in inadequate emergency access?
TRA-6 Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)?
The Initial Study indicated that the Project is not located within an airport land use plan or in the vicinity of a public airstrip. Therefore, no further analysis of these topics is required in the EIR. Please also see the Initial Study provided in Appendix 1.0.
IMPACTS AND MITIGATION MEASURES
Threshold TRA-1 The Project would not cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to
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capacity ratio on roads, or congestion at intersections). This impact would be significant and unavoidable.
Construction Impacts
Construction of the Project is anticipated to begin August 2019 and would last approximately 21 months. Construction will happen in phases and the approximate durations are provided below:
• Mass and rough grading of the entire project site. Grading is expected to last approximately one month.
• Construction of the buildings and installation of infrastructure. During this phase the three new buildings would be constructed, infrastructure such as roadways improvements and any necessary utility infrastructure would occur. The final phase would include landscaping improvements. Construction is expected to last approximately 20 months.
Consistent with the City of Los Angeles Building Construction Noise Ordinance, construction is scheduled to occur Monday through Friday from 7:00 AM to 5:00 PM.4 No construction would occur on Sundays or holidays. Therefore, construction workers would typically arrive before the weekday morning commute peak period when construction commences at 7:00 AM, and would likely leave before the evening peak period. To present a conservative analysis, it is assumed that workers would leave during the weekday afternoon commute peak period.
Designated truck routes would be used during Project construction and would require construction and delivery vehicles to approach the Project site in an easterly direction from Highlander Road and Platt Avenue. Construction and delivery vehicles will similarly exit the Project site in a westerly direction into Highlander Road and exit in a southward direction on Platt Avenue.
Construction truck traffic will utilize the current Highlander Road entrance to and from the Project site. Platt Avenue would provide construction trucks with the most direct access from the regional road network (e.g., the US-101, Valley Circle Boulevard). As required by SC-T-4, LAUSD would prepare a Traffic Control Plan prior to the initiation of construction in order to further minimize potential conflicts between construction activity and through traffic in the vicinity of the Project site. The Traffic Control Plan will identify all traffic control measures, haul routes, delineators, and signs required to be implemented by the construction contractor throughout the duration of construction activity. The specific details and extent of associated staging of construction equipment and materials will be included in that
4 The Noise Ordinance prohibits construction noise on any Sunday, Holidays, and any other time between the hours of 8:00 p.m. and 6:30 a.m.
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plan. As part of the plan, traffic control personnel would be stationed full-time at the job site entrance and exit on Highlander Road to designate truck routes.
Construction Worker Traffic
In general, the final stage of Project buildout would require the largest number of construction workers on the Project site. This stage entails the actual construction of the Project including infrastructure, roadway construction and the installation of backbone infrastructure such as sewers, storm drains, utilities and sidewalks. It is anticipated that construction workers would generate a maximum 50-60 vehicle trips per day.5Assuming an average 8 hour workday, an average of 8 workers would access or exit the Project site per hour. Based on the anticipated construction schedule, construction workers are expected to arrive at the Project site between 6:00 AM and 7:00 AM (i.e., before the morning commuter peak hours) and most are expected to depart after 5:00 PM (which may coincide with the afternoon commuter peak hours). Construction workers are not all likely to arrive at the construction site within the same hour nor would they all leave the site at the same time. However, it has been conservatively assumed as a “worst case” that all the workers will arrive during the morning peak commuter hour and that all the workers will depart in a single hour during the afternoon peak commuter hour.
Upon buildout, the Project would generate 229 trips in the AM peak hour and 69 trips in the PM peak hour. Therefore, the number of peak hour vehicle trips attributable to construction workers (8) is lower than the forecast daily and commuter peak hour operational traffic associated with the Project. Due to the relatively low number of generated construction-related vehicle trips as compared to operation of the Project, traffic impacts due to construction activities are forecast to be less than significant at the study intersections during the weekday AM and PM peak hours.
Construction worker parking is anticipated to be provided on-site, as such there would be no need for construction workers to park on nearby streets. This would eliminate the potential for worker parking to result in a reduction in lane capacity, or any potential neighborhood impacts due to parking.
Operational Impacts
Six of the eight study intersections are currently operating at LOS D or better during the a.m. and p.m. peak hours. Valley Circle Boulevard and Highlander Road operates at LOS F during the a.m. peak hour and Valley Circle Boulevard and Vanowen Street operates at LOS E during the a.m. peak hour.
5 DKA Planning, LAUSD Hale Charter Noise, March 3, 2017
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The Project would generate approximately 229 a.m. peak-hour trips and 69 p.m. peak hour trips during a typical weekday.6 Two of the eight intersections would operate at LOS E or F during existing peak hours with operation of the proposed Project:
• Valley Circle Boulevard & Highlander Road – Would operate at LOS F during the a.m. peak hour.
• Valley Circle Boulevard & Vanowen Street – Would operate at LOS E during the a.m. peak hour.
Figures 3.5-7a Existing with Project Intersection Traffic Volumes, AM Peak Hour and 3.5-7b Existing with Project Intersection Traffic Volumes, PM Peak Hour illustrate the effects of Project trips at the studied intersections during the AM and PM peak hours, respectively.
Table 3.5-5 Project Impact Summary for Existing Plus Project Conditions, provides a comparison of the Existing (Year 2017) and Existing (Year 2017) with-Project study scenarios. LOS values of E or F are shown in bold text formatting. Traffic impacts created by the project were calculated by subtracting the V/C values in the “Existing” columns from the values in the “Existing with-Project” columns.
6 KOA Corporation, Traffic Impact Study, LAUSD Hale Charter Academy for Visual and Performing Arts, (2017).
Impact Sciences, Inc. 3.5-29 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017
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Table 3.5-5 Project Impact Summary for Existing Plus Project Conditions
Existing Existing Plus Change Conditions Project in V/C Map Peak V/C or V/C or or Reference Intersection Hour Delay LOS Delay LOS Delay Significant? Valley Circle AM 68.3 F 81.3 F 13.0 Yes 1 Boulevard/Highlander Road* PM 34.9 D 34.9 D 0.0 No
Deveron Ridge AM 7.6 A 8.3 A 0.7 No 2 Road/Highlander Road* PM 7.5 A 7.7 A 0.2 No
Platt Avenue/Highlander AM 0.469 A 0.511 A 0.042 No 3 Road PM 0.379 A 0.400 A 0.021 No AM 0.479 A 0.517 A 0.038 No 4 Platt Avenue/Sherman Way PM 0.369 A 0.377 A 0.008 No
Woodlake Avenue/Sherman AM 0.418 A 0.464 A 0.046 No 5 Way PM 0.305 A 0.315 A 0.010 No
Valley Circle AM 0.925 E 0.925 E 0.000 No 6 Boulevard/Vanowen Street PM 0.696 B 0.698 B 0.002 No AM 0.571 A 0.574 A 0.003 No 7 Platt Avenue/Vanowen Street PM 0.541 A 0.542 A 0.001 No
Platt Avenue/Victory AM 0.790 C 0.794 C 0.004 No 8 Boulevard PM 0.739 C 0.739 C 0.000 No
Source: KOA Corporation, 2016 Traffic Study for Hale Charter School Project, Table 10, page 20 (Appendix 3.5-1) Notes: /a/ Units for Delay are in Seconds /b/ Bolded intersections have LOS E *denotes unsignalized intersection
Based on the changes in v/c ratio or delay shown in Table 3.5-5 Project Impact Summary for Existing Plus Project, the Project would create a significant impact at the intersection of Valley Circle Boulevard and Highlander Road. During the a.m. peak hour operations at this intersection would worsen to LOS F. Thus, impacts would be significant and mitigation would be required. Mitigation measure MM-TRA-1 is required to reduce the impact at the intersection of Valley Circle Boulevard and Highlander Road.
Future Year (2021) Conditions
The future period forecast includes an ambient growth rate to account for both regional population and employment growth outside of the study area. An annual growth rate of two percent was used for this purpose. Based on a review of pending project data provided by LADOT, a list of two Related Projects was included in the traffic analysis. Table 3.5-6 Related Projects Trip Generation, summarizes the trip generation of the Related Projects. These trips were added to the surrounding street system based on
Impact Sciences, Inc. 3.5-32 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 3.5 Transportation and Traffic
roadway network and regional arterial routes and freeway connections. The rates applied to the Related Projects trip generation were based on Trip Generation (9th Edition), published by ITE. Figure 3.5-8 Location of Related Projects shows the locations of the Related Projects. The peak-hour study intersection volumes for this scenario are illustrated in Figure 3.5-9a Future Without Projects AM Peak Hour Traffic Volumes and 3.5-8b Future without Project PM Peak Hour Traffic Volumes.
Table 3.5-6 Related Project Trip Generation
Map Name Location Land Use Intensity Units Daily AM Peak Hour PM Peak Hour ID Total In Out Total In Out Total 1 West Hills 23135 Apartment 160 d.u. 1,425 36 70 106 78 63 141 – Sherman Sherman Medical 10,000 k.s.f Place MUP Place Office 2 73714-SL 23200 Single Family 51 k.s.f. 486 10 28 38 32 19 51 Sherman Way Total 1,911 46 98 144 110 82 192
Source: KOA Corporation, 2017 Traffic Study for Hale Academy Project, Table 7
Future Without Project Conditions
Based on the traffic forecast steps for this scenario defined in the methodology, a Future without Project peak-hour level of service analysis was conducted at the study intersections. The results are shown in Table 3.5-7 Future (2021) Without Project Peak Hour LOS.
Impact Sciences, Inc. 3.5-33 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017
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Table 3.5-7 Future (Year 2021) Without Project Peak-Hour LOS
Seconds of Map Reference Intersection Peak Hour Delay LOS AM >100 F 1 Valley Circle Boulevard/Highlander Road PM 45.9 E AM 7.7 A 2 Deveron Ridge Road/Highlander Road PM 7.7 A AM 0.501 A 3 Platt Avenue/Highlander Road PM 0.419 A AM 0.517 A 4 Platt Avenue/Highlander Road PM 0.401 A AM 0.477 A 5 Woodlake Avenue/Sherman Way PM 0.363 A AM 0.967 E 6 Valley Circle Boulevard/Vanowen Street PM 0.729 C AM 0.603 B 7 Platt Avenue/Vanowen Street PM 0.581 A AM 0.840 D 8 Platt Avenue/Victory Boulevard PM 0.787 C
Source: KOA Corporation, 2016 Traffic Study for LAUSD Hale Charter Academy (Appendix 3.4)
Based on this scenario analysis, six of the eight study intersections are expected to continue to operate at LOS D or better during the a.m. and p.m. peak hours. Operations at the following intersection would worsen within LOS E or F during the a.m. and p.m. peak hour, as compared to existing conditions:
Valley Circle Boulevard & Highlander Road – operates at LOS F during the a.m. peak hour, and LOS E during the p.m. peak hour
Valley Circle Boulevard & Vanowen Street – operates at LOS E during the am. peak hour
Future With Project Conditions
Future With Project (Year 2021) peak hour level of service analysis was conducted at the study intersections. Table 3.5-8, Future (Year 2021) with-Project Peak-Hour Level of Service Summary summarizes the results of the level of service analysis with the proposed project and related projects. Future Year 2021 traffic volumes are illustrated in Figure 3.5-10a Future with Project AM Peak Hour Traffic Volumes and Figure 3.5-10b Future with Project AM Peak Hour Traffic Volumes.
Impact Sciences, Inc. 3.5-37 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 3.5 Transportation and Traffic
Table 3.5-8 Future (Year 2021) plus- Project Peak-Hour Level of Service Summary
Seconds of Map Reference Intersection Peak Hour Delay LOS AM >100 F 1 Valley Circle Boulevard/Highlander Road PM 45.9 E AM 8.4 A 2 Deveron Ridge Road/Highlander Road PM 7.9 A AM 0.543 A 3 Platt Avenue/Highlander Road PM 0.441 A AM 0.555 A 4 Platt Avenue/Highlander Road PM 0.409 A AM 0.524 A 5 Woodlake Avenue/Sherman Way PM 0.373 A AM 0.967 E 6 Valley Circle Boulevard/Vanowen Street PM 0.731 C AM 0.607 B 7 Platt Avenue/Vanowen Street PM 0.582 A AM 0.843 D 8 Platt Avenue/Victory Boulevard PM 0.787 C
Source: KOA Corporation, 2016 Traffic Study for LAUSD Hale Charter Academy (Appendix 3.5)
Two of the study intersections would operate at LOS E or F during future peak hours with operation of the proposed Project. The following are comparisons to the Future (Year 2021) baseline conditions scenario:
Valley Circle Boulevard & Highlander Road – operates at LOS F in the a.m. peak hour, and LOS E during the p.m. peak hour
Valley Circle Boulevard & Vanowen Street – operate at LOS E during the a.m. peak hour
Future 2021 Impact Summary
Table 3.5-9 Future Year 2021 LOS With and Without the Project provides a comparison of the future study scenarios. LOS values of E or F are shown in bold text formatting. Traffic impacts created by the proposed Project were calculated by subtracting the V/C values in the “Future 2021 baseline” columns from the values in the “Future 2021 with Project” columns.
Impact Sciences, Inc. 3.5-38 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 3.5 Transportation and Traffic
Table 3.5-9 Future Year 2021 LOS With and Without the Project
Future 2021 Future 2021 Change Without Project With Project in V/C Map Peak V/C or V/C or or Reference Intersection Hour Delay LOS Delay LOS Delay Significant? Valley Circle AM >100 F >100 F - Yes 1 Boulevard/Highlander Road* PM 45.3 D 45.9 D 0.6 No
Deveron Ridge AM 7.7 A 8.4 A 0.7 No 2 Road/Highlander Road* PM 7.7 A 7.9 A 0.2 No
Platt Avenue/Highlander AM 0.501 A 0.543 A 0.042 No 3 Road PM 0.419 A 0.441 A 0.022 No AM 0.517 A 0.555 A 0.038 No 4 Platt Avenue/Sherman Way PM 0.401 A 0.409 A 0.008 No
Woodlake Avenue/Sherman AM 0.477 A 0.524 A 0.047 No 5 Way PM 0.363 A 0.373 A 0.010 No
Valley Circle AM 0.967 E 0.967 E 0.000 No 6 Boulevard/Vanowen Street PM 0.729 B 0.731 B 0.002 No AM 0.603 A 0.607 A 0.004 No 7 Platt Avenue/Vanowen Street PM 0.581 A 0.582 A 0.001 No
Platt Avenue/Victory AM 0.840 C 0.843 C 0.003 No 8 Boulevard PM 0.787 C 0.787 C 0.000 No
Source: KOA Corporation, 2016 Traffic Study for Hale Charter School Project, Table 11 (Appendix 3.5-1) Notes: /a/ Units for delay are in Seconds /b/ Bolded intersections have LOS E or F *denotes unsignalized intersection
The proposed Project would create significant traffic impacts under future with Project conditions at the intersection of Valley Circle Boulevard and Highlander Road. During the a.m. peak hour this intersection would worsen to LOS F.
Potential School Special Events
From time to time, the proposed school will host special events such as drama presentations, open houses, commencement ceremonies, and other similar special events. These activities will take place after the p.m. peak of school activity, and primarily at the end of the peak p.m. commute period. These events therefore would not cause any significant traffic impacts, and any incremental impacts would not be beyond those identified for daily school operations.
Impact Sciences, Inc. 3.5-39 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017
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0695.017•05/17 3.5 Transportation and Traffic
Mitigation Measures:
KOA evaluated potential mitigation measures for the identified significant impacts. Conceptual engineering designs were not produced, but a planning-level analysis was conducted of each measure and general feasibility was reviewed on aerial maps. Any modifications to public roadways, including roadway restriping, traffic signal modifications, and on-street parking regulatory changes would need to be implemented with the approval of the City of Los Angeles.
MM-TRA-1 LAUSD shall contribute a “fair-share” toward signalization of the significantly-impacted intersection at Valley Circle Boulevard & Highlander Road.
The City of Los Angeles has conducted a signal warrant analysis, and the subsequent Traffic Control Report indicated that installation of a new traffic signal is satisfied at that location.
Residual Impacts
MM-TRA-1 would be incorporated for the project applicant to provide a fair share of the traffic signalization cost. As shown in Table 3.5-10, Existing Plus Project and Future (2021) Mitigation Results, with the incorporation of MM-TRA-1, the significant impact on the intersection of Valley Circle Boulevard/Highlander Road would be mitigated to a less than significant level.
Table 3.5-10 Existing Plus Project and Future Year (2021) Mitigation Results
Existing Plus Future with Future with Existing Plus Project with Project Project with Project Mitigation Mitigation Map Peak V/C or V/C LOS V/C LOS Reference Intersection Hour Delay LOS Delay LOS Significant? Valley Circle AM 81.3 F 0.537 A >100 F 0.587 A No Boulevard/ Highlander 1 Road* PM 349 D 0.420 A 45.9 E 0.464 A No
Worst-case LOS E and F conditions under existing plus-Project and future with-Project conditions are improved to LOS A conditions in both peak hours. This improvement would fully mitigate the identified significant impact. However, installation of the signal is under the jurisdiction of LADOT. For this reason, LAUSD cannot ensure that the signal installation would occur prior to the opening of the school. This would result in a significant and unavoidable traffic impact.
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TRA-2 The project would not 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. This impact would be less than significant.
Construction Impacts
The CMP TIA Guidelines require that intersection monitoring locations must be examined if the Project will add 50 or more trips during either the AM or PM weekday peak hours. The nearest CMP arterials monitoring location is located 2.3 miles from the project site, at the intersection of Topanga Canyon Boulevard and Ventura Boulevard. As described above, construction traffic would result in approximately 8 vehicles accessing the site per hour during peak hours. As such, construction traffic would not meet the CMP threshold.
Operational Impacts
The CMP for Los Angeles County requires analysis of traffic impacts of individual development projects that are potentially regionally significant. The Project would only generate trips in the local area, and therefore not be considered regionally significant.
As mentioned previously, the nearest CMP arterial monitoring intersections to the Project site is CMP#67 – Topanga Canyon Boulevard. Based on the project trip generation and the distance of these CPM routes from the study intersections, it is not expected that 50 or more new trips per hour would be added to the CMP intersections.
The nearest CPM mainline freeway-monitoring location to the Project site is on the US-101 freeway. Based on the trip distribution and traffic assignment presented, much of the traffic that would be generated by the proposed Project is primarily sub-regional in nature and would use a combination of local arterials and freeway routes to reach the site.
A majority of the Project traffic is not expected to use local freeways such as the US-101. The proposed Project is expected to add less than 150 new trips per hour to any freeway segments near the Project site. Therefore, impacts to local Congestion Management Programs would be less than significant, and no mitigation is required.
Mitigation Measures
None are required.
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Residual Impacts
Impacts would be less than significant.
Threshold TRA-4 The project would not substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). This impact would be less than significant.
The proposed Project would utilize the existing network of regional and local roadways that serve the area. In addition, a student pick-up/drop-off location at the west end of the campus would be provided within an on-site pick-up/drop-area accessed from an entrance on Deveron Ridge Road, and a second area would potentially be provided along the south curb of Highlander Road, east of Deveron Ridge Road. Pedestrian crossings of adjacent site roadways could be made at the all-way stop controlled intersection of Deveron Ridge Road/Highlander Road and at the signalized intersections of Platt Avenue/Highlander Road. Both of these intersections would be restriped with yellow school crosswalks. While the student drop-off and pick-up operations have been planned to minimize potential vehicular queueing on the local street system, the design could cause a permanent alteration to vehicular and pedestrian circulation and patterns.
Implementation of the standard conditions SC-PED-1, SC-PED-2, SC-PED-3, SC-PED-4, SC-PED-5, SC- T-3, and SC-T-4 by LAUSD shall ensure safety of pedestrian access Highlander Road. The following tasks shall be undertaken:
• LAUSD shall coordinate with the City of Los Angeles to install appropriate traffic controls, school warning and speed limit signs, school crosswalks and pavement markings. LAUSD shall install these improvements with the site improvements.
• LAUSD shall coordinate with the City of Los Angeles to install signs for the area of transition between the public roadway of Highlander Road and the on-site pick-up/drop-off area. The locations of prohibited on-street parking zones adjacent to the campus should be determined during that coordination effort. LAUSD shall conduct these actions with the completion of the site improvements.
In addition, the following off-site improvements would be made prior to the opening of the school.
• Construction of a standard ADA access ramp at each street corner with a 25-foot radius curb return.
• Construction of ADA facilities (ramps and sidewalks) as necessary.
• Any cracked, broken, or off-grade curb, gutter, sidewalk, and pavement identified along Highlander Road, Pertshire Circle, and Deveron Ridge Road would be repaired or replaced
• Construction of driveways no wider than 30 feet.
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• Construction of curb outlets or connections to catch basins located at Highlander Road, Pertshire Circle, and Deveron Ridge Road to capture any discharge of roof or site storm water drainage associated with the Project, in accordance with Low Impact Development (LID) requirements, to be demonstrated to the City Engineer.
Following LAUSD standard conditions for the design of new schools from the District’s Program EIR, impacts to substantial hazards due to design features would be less than significant.
Mitigation Measures
None are required.
Residual Impacts
Impacts would be less than significant.
Threshold TRA-5 The Project would not result in inadequate emergency access. (Less than significant)
Construction Impacts
Emergency vehicles would access the Project site via Highlander Road, as this roadway is the primary and only access to the Project site. Following the transport of the construction vehicles, all construction would be limited to on-site activities, therefore not obstructing right-of-way access for emergency vehicles. Furthermore, consultation with the Los Angeles Fire Department (LAFD) and the City of Los Angeles Police Department would occur prior to the commencement of any construction activities on- site. The proposed Project would incorporate the requirements of the LAFD and the City of Los Angeles Police Department for emergency access in construction activities, and would provide adequate circulation for all emergency vehicles entering the site. All driveways would be constructed at sufficient widths for emergency vehicle access. Therefore, the construction of the Project would not conflict with emergency access to the Project site.
Operation Impacts
The proposed Project is not anticipated to interfere with an emergency response plan or evacuation plan. As stated previously, the proposed Project would involve a partial reconstruction of Highlander Road for off-site improvement purposes. These include ADA compliances, general maintenance of sidewalks, and construction of curb connections. These improvements for the Project site would not interfere with emergency access to the Project site.
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Furthermore, the proposed Project would incorporate the requirements of the LAFD and the Los Angeles Police Department for emergency access in construction activities, and driveways would be constructed to City of Los Angeles’s and LAUSD design standards. Fire truck access to within 150 feet of all building exterior walls would be provided in interior roadways, as required by the LAFD. Compliance and adherence to all applicable emergency construction protocol would result in a less than significant impact to emergency access to the Project site.
Mitigation Measures
None are required.
Residual Impacts
Impacts would be less than significant.
Threshold TRA-6 The Project would not conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks). (Less than significant)
Currently, the Project site is not directly served by area transit lines. Nearby transit lines are located generally within 0.3 to 0.7 miles of the Project site. Transit use by students is expected to be typical for a school site. Figure 3.5-1, Existing Area Transit Lines depicts the existing transit lines within the vicinity of the Project. Area transit lines within walking distance of the Project site are as follows:
• Vanowen Street – Stops are within 0.3 miles of the site, including Metro Local Bus 164, 165, and 169. The bus stop closest to the access point of the proposed project is located at the intersection of Platt Avenue.
• Platt Avenue – Stops are within 0.3 miles of the project site, including Metro Local Bus Line 164 and 165. The closest bus stop is located at the intersection of Vanowen Street.
• Valley Circle Boulevard – Stops are within 0.7 miles of the site, including Metro Local Bus Line 164, 165, and 169. The closest bus stop is located at the intersection of Vanowen Street.
• Victory Boulevard – Stops are within 0.7 miles of the site, including Metro Local Bus Line 164 and 165. The closest bus stop is located at the intersection of Platt Avenue.
Furthermore, there are no bike facilities and infrastructure immediate to the Project site. Primary access to the proposed Project would be on Deveron Ridge Road and Highlander Road. Neither of these streets
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currently has dedicated bicycle lanes, nor sharrows to delineate protected bicycle travel. The nearest protected bicycle lanes are located on Platt Avenue, and Valley Circle Boulevard. There are no known plans, policies, or programs in place to expand dedicated bicycle lanes to Highlander Road and Deveron Ridge Road.
The proposed Project does not contain a transit component, or any plans to dedicate bicycle lanes in the project vicinity. However, implementation of the proposed Project would not interfere with nor prevent any policies, plans, or programs supporting alternative transportation.
Impacts would be less than significant, and no mitigation measures are required.
Mitigation Measures
None are required.
Residual Impacts
Impacts would be less than significant.
CUMULATIVE IMPACTS
Project level cumulative impacts are provided in the Future (2021) with Project scenario. This scenario includes the Project and Related Projects. As shown in the analysis above, the Project would contribute to a cumulative impact at the intersection of Valley Circle and Highlander Road. This impact would be mitigated with implementation of MM-TRA-1 which requires signalization of the impacted intersection. With implementation of MM-TRA-1, cumulative impacts would be reduced to less than significant. However, due to the uncertainty in the timing of the improvement, this impact is considered significant and unavoidable.
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INTRODUCTION
The State CEQA Guidelines Section 15126.6 requires an EIR to assess a range of reasonable alternatives to a project, or to the location of the project, which would feasibly attain most of the basic project objectives but would avoid or substantially lessen any of the significant effects of the project, and evaluate the comparative merits of the proposed alternatives. This section of the Draft EIR analyzes Project alternatives and compares the potential environmental impacts of each alternative with the Project’s potential environmental impacts.
As stated in the State CEQA Guidelines, project alternatives should be selected based on their ability to reduce significant impacts associated with the project, “even if these alternatives would impede to some degree the attainment of the project objectives, or would be more costly.”1 An EIR does not need to consider every conceivable alternative to a project, but rather the range of feasible alternatives should be guided by a “rule of reason,” such that only those alternatives necessary to permit a reasoned choice are evaluated.2 In selecting project alternatives for analysis, the alternatives must be feasible. State CEQA Guidelines Section 15126.6(f)(1) states:
Among the factors that may be taken into account when addressing the feasibility of alternatives are site suitability, economic viability, availability of infrastructure, general plan consistency, other plans or regulatory limitations, jurisdictional boundaries,… and whether the proponent can reasonably acquire, control or otherwise have access to the alternative site.
The State CEQA Guidelines Section 15126.6(e)(2) requires the analysis of a “no project” alternative. This Section further states that if the environmentally superior alternative is the “no project” alternative, the EIR must identify an environmentally superior alternative among the other alternatives.
Case law suggests that the discussion of alternatives need not be exhaustive and that alternatives be subject to a construction of reasonableness.3 The impacts of the alternatives may be discussed in less detail than the significant effects of the project proposed.4
As discussed above, the intent of an alternatives analysis is to avoid or substantially reduce the significant and unavoidable impacts identified for the Project, which are as follows:
1 State CEQA Guidelines Section 15126.6(b) 2 State CEQA Guidelines Section 15126.6(f)) 3 Dry Creek Citizens Coalition v. County of Tulare (1999) 70 Cal.App.4th 20, 26 4 State CEQA Guidelines section 15126.6(d)
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Construction Noise: Construction noise would exceed temporary ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold resulting in a significant and unavoidable construction noise impact at two receptors during site preparation: Mae Boyar Park and Pertshire Circle residences. During the building construction phase, a significant and unavoidable impact would occur at three receptors: Mae Boyar Park, Highlander Road Residences, Pertshire Circle residences and Hartland Street residences. During the paving phase a significant and unavoidable impact would occur at two receptors: Mae Boyar Park and Pertshire Circle Residences. Therefore, significant and unavoidable temporary construction noise impacts would occur as a result of the proposed Project.
Operation Traffic: The traffic analysis for the proposed Project identified a significant but mitigable traffic impact at the intersection of Valley Circle and Highlander Road. However, as described in Section 3.5 Traffic, due to the uncertainly of the timing of the installation of the traffic signal, a significant and unavoidable impact would occur.
PROJECT OBJECTIVES
LAUSD has established the following objectives for the proposed Project:
• Provide educational facilities dedicated to the VAPA program and allow the school to increase enrollment and expand to include high school grades.
• Improve access to arts educations opportunities for all students.
• Provide high interest and specialized curriculum with a pathway to high school to increase student retention rates in Local District Northwest.
• Implement Zone of Opportunities in Local District Northwest.
• Build and maintain a school that reflects the wise and efficient use of limited District Bond Funds and General Funds.
• Build and maintain a school that reflects the wise and efficient use of under-utilized District property.
• Build and maintain a school within proximity to Hale Charter Academy, where the VAPA middle school program is housed, thus creating a smooth transition for families, students, and educators engaged in the VAPA program.
• Create schools that are centers of community engagement both during and outside of normal operating hours.
• Avoid the displacement of existing District programs/operators.
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SELECTION OF ALTERNATIVES FOR ANALYSIS
According to the State CEQA Guidelines, the discussion of alternatives should focus on alternatives to a project or its location that can feasibly avoid or substantially lessen the significant effects of the project. The State CEQA Guidelines indicate that the range of alternatives included in this discussion should be sufficient to allow decision makers a reasoned choice. The alternative discussion should provide decision makers with an understanding of the merits and disadvantages of these alternatives.
Based on the Project’s potentially significant impacts and the established objectives of the Project the following alternatives to the Project were selected for analysis:
Alternative 1 – No Project Alternative/No Development
Section 15126.6(e) of the State CEQA Guidelines provides guidance on consideration of the no project alternative. When examining a development project on a specific piece of property, the No Project/No Development Alternative is the circumstance under which the proposed Project does not proceed and no new development occurs. Under a No Project/No Development scenario, the discussion compares the environmental effects of the property remaining in its current vacant state against the environmental effects that would occur if the proposed Project were approved and constructed.
Alternative 2 –Alternative Site
The District owns three other vacant, underutilized properties in Local District Northwest. These sites, Oso, Collins, and Platt Ranch are all owned by the District and not in use. This alternative assumes development of Hale Charter Academy would occur at one of the other named District-owned sites.
Existing structures currently stand on the three sites that could be proposed for Hale Charter Academy under Alternative 2. Demolition of these structures on Collins would occur regardless of the approval of Hale Charter Academy (i.e., the demolition is separate from the proposed Project), Oso currently has no existing buildings on site, and Platt Ranch would require demolition of existing buildings if Alternative 2 were to be selected.
Alternative 3 - Elementary School Alternative
The State CEQA Guidelines require a discussion of what is “reasonably” expected to occur on a particular project site. During the NOP period and scoping meeting, several comments were made that suggested alternative use for the site. In particular, commenters suggested development of the school as an elementary school rather than a high school. This alternative examines the potential for an elementary school to reduce Project impacts. This alternative fulfills the reasonably foreseeable development
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alternative since the most likely use to be considered by LAUSD is a school use. An alternative use (other than a school) was considered but rejected as further described below.
Alternatives Considered But Not Evaluated In Detail
The State CEQA Guidelines require an EIR to identify any alternatives that were considered by the lead agency but were rejected as infeasible and briefly explain the reasons underlying the lead agency’s determination. Section 15126.6(c) of the State CEQA Guidelines states the following:
The EIR should identify any alternatives that were considered by the lead agency but were rejected as infeasible during the scoping process and briefly explain the reasons underlying the lead agency’s determination…Among the factors that may be used to eliminate alternatives from detailed consideration in an EIR are: (i) failure to meet most of the basic project objectives, (ii) infeasibility, or (iii) inability to avoid significant environmental impacts.
Alternative Use
The LAUSD SUP Program EIR identifies declining enrollment for LAUSD schools. As stated in the Program EIR, LAUSD student enrollment peaked in 2002–03 at 746,831, and has declined each year since. This was due to several factors, including the declining birth rates and the increasing cost of living, including housing. During the 2010-11 school year, 671,648 students were enrolled in the District—down 10 percent from the District’s peak in 2002. Between 2010 and 2014, the level of student enrollment leveled out— down only .05 percent. This trend will continue until about 2019 when total district enrollment will start to increase slightly. Over the next 10 years LAUSD projections show that total student enrollment will decrease by 2 percent by 2024. Although some grades will see a significant increase, specifically a 10.6 percent increase in kindergarten students, overall LAUSD will have fewer students than they currently have.
The biggest declines in enrollment are expected in Los Angeles and Orange Counties. Graduates are expected to decrease in the short term to a low of 402,000 in 2016-17 but rise to 424,000 by 2022-23. Graduates in Los Angeles County are expected to decline by around 10,000 over the next ten years due to declining enrollments. From 1990 to 2000, the number of children under age 10 had grown by 11.4%, but after 2000 the numbers of children turned steeply downward, falling 16.9% by 2010. The projection for the current decade is a further decline of 14.6% by 2020, with only a small further decline (4.0%) by 2030. Birth data show this decline commenced well prior to the onset of the recession in 2007, and in fact births in Los Angeles County in 2011 are fully 35% lower than in their peak year of 1990.
As a result of declining enrollments, the District owns surplus land. In particular, the Project site is one of several vacant properties in the Local District Northwest owned by the District. The District could use
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this land for the construction of new schools (either the proposed Project or another school including a charter school), another education related use (such as adult learning), or some other purpose entirely. In addition, the District could elect to sell the Project site to another entity to maintain or develop the site with educational or other uses. Potential suggestions for use of the site during the scoping meeting included using it for a senior center, dog park, and other recreational use. Consideration of the these uses as a “project” would be speculative at this point as there is no indication any one of these uses is more likely than the other. There is also no “project” proposed that could be considered for the analysis, or a similar known project that could set parameters for the analysis. Therefore, due to the speculative nature of an alternate use (other than an educational use which is analyzed in this EIR and the most likely use of the site) this alternative was considered but rejected from additional consideration.
Alternative Site (Hughes)
Hughes Middle School located at 5607 Capistrano Ave in Woodland Hills is also a closed school in Local District Northwest. Although not in operation as a middle school, Hughes serves as the Valley headquarters for the District’s Beyond the Bell after school program. A portion of the site is also in use by the District for pre-school, City of Angels High School, special education classes and physical therapy. As this site is currently serving other purposes, it is not considered a viable off-site alternative to the proposed Project.
ANALYSIS METHODOLOGY
Each of the alternatives selected for analysis is evaluated in sufficient detail to determine whether the overall environmental impacts would be less, similar, or greater in comparison to the impacts of the proposed Project. The impact analyses sections for the proposed Project set forth in Section 3.0 of this EIR include LAUSD Standard Conditions and mitigation measures that reduce the environmental impacts of the proposed Project. The analysis assumes that equally effective Standard Conditions and mitigation measures would apply to the alternatives.
Furthermore, each alternative is evaluated to determine whether the Project objectives would be substantially attained by the alternative. The evaluation of each alternative follows the process described below:
• The net environmental impacts of the alternative after implementation of Standard Conditions and reasonable mitigation measures are determined for each environmental issue area analyzed in the EIR;
• Post-mitigation significant and non-significant environmental impacts of the alternative and the Project are compared for each environmental issue area. Where the net impact of the alternative
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would be less adverse or more beneficial than the impact of the Project, the comparative impact is said to be “less.” Where the alternative’s net impact would be more adverse or less beneficial than the Project, the comparative impact is said to be “greater.” Where the impacts of the alternative and Project would be roughly equivalent, the comparative impact is said to be “similar”; and
• The comparative analysis of the impacts is followed by a general discussion of whether the purpose and basic Project objectives are feasibly and substantially attained by the alternative.
Table 4.0-1 Comparative Alternatives Analysis at the end of this section provides a summary matrix that compares the impacts of the Project with the impacts of each of the analyzed alternatives for each environmental issue addressed in this Draft EIR.
COMPARATIVE IMPACT ANALYSIS
Alternative 1 – No Project
Section 15126(2)(4) of the State CEQA Guidelines requires evaluation of the No Project Alternative. As described in the State CEQA Guidelines, the purpose of describing and analyzing the No Project Alternative is to allow decision makers to compare the impacts of approving the proposed Project with the impacts of not approving the proposed Project. Therefore, as required by the State CEQA Guidelines, the analysis must examine the impacts that might reasonably be expected to occur in the foreseeable future if the proposed Project was not approved. Under the No Project Alternative, the Project site would remain in its vacant state and no improvements would be made. This No Project analysis discusses the existing conditions at the time the NOP was prepared.
Air Quality
Alternative 1 would not alter the site’s existing uses or result in any new construction or demolition activities and, therefore, would not generate additional localized or regional air pollutant emissions. No new trips would be generated at the Project site. Construction impacts under Alternative 1 would not occur and operational impacts under Alternative 1 would be avoided. Although Project air quality construction and operation impacts would be less than significant, no impact would occur under this alternative. Therefore, potential impacts would be less than those of the Project.
Noise
Under the No Project Alternative, no construction or site clearing (i.e., pavement removal) activities would occur. In addition, no new operational noise sources would be generated including a new school. The significant and unavoidable temporary impacts associated with Project construction during the site
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preparation, building construction and paving phases of construction and would not occur. Therefore noise impacts associated with the No Project Alternative would be less than the Project.
Pedestrian Safety
Under this alternative, no new pedestrian activity would be generated and pedestrian activity in the area would remain the same as the existing conditions. The approximately 123 pedestrian trips to the Project site would not occur. No changes to the pedestrian network would occur. Therefore, potential pedestrian safety impacts would be less than the proposed Project.
Traffic
The Project is expected to generate 229 weekday a.m. peak-hour trips (156 inbound and 73 outbound) and 69 weekday p.m. peak-hour trips (32 inbound and 37 outbound). These include trips for vehicles pick- up/drop-off activity, staff/faculty trips, and utility/delivery trips. Under this alternative, no new uses would generate trips on the Project site. As no new trips would be generated, this alternative would avoid the significant and unavoidable impact at the intersection of Valley Circle and Highlander Road. Impacts under the No Project Alternative would be less than the Project.
Energy
Under this alternative, no new uses would generate energy (either mobile source or stationary source) on the Project site. As no energy would be consumed, this alternative would have no impact on the consumption of energy resources. Impacts under the No Project Alternative would be less than the Project.
Relationship to the Project Objectives
Alternative 1 would not meet the Project’s purpose to provide a new school facility on the Project site to expand the VAPA program. The Project site would remain vacant and underutilized. Alternative 1 would not meet any of the basic objectives of the Project:
• Grow VAPA enrollment and expand to include high school grades.
• Provide high interest and specialized curriculum with a pathway to high school to increase student retention rates in Local District Northwest.
• Increase student retention rates in the Local District Northwest.
• Implement Zone of Opportunities in Local District Northwest.
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• Build and maintain a school that reflects the wise and efficient use of limited District Bond Funds and General Funds.
• Build and maintain a school that reflects the wise and efficient use of limited land and public resources.
• Create schools that are centers of community engagement both during and outside of normal operating hours.
• Avoid the displacement of existing residences and businesses where feasible.
• Maintain traditional classroom instruction hours for elementary, middle, and high school students of approximately 7 AM to 3 PM.
• Maintain existing opportunities for after-school athletic and extracurricular activities
• Build and maintain a school within proximity to Hale Charter Academy, where the VAPA middle school program is housed, thus creating a smooth transition for families, students, and educators engaged in the VAPA program.
Alternative 2 – Alternative Site
The District currently maintains three additional sites in the northwest valley that are vacant. Oso Avenue elementary school is located at 5724 Oso Ave located approximately 8 miles to the southeast, Platt Ranch is located at 6170 Lockhurst Drive approximately 1.7 miles to the south and Collins Elementary School is located at 5717 Rudnick Ave approximately 2.3 miles to the southeast. No specific development proposals exist for these sites currently. This alternative assumes the proposed Project would be developed at one of these three sites.
Air Quality
Under this alternative, grading and site preparation activities would occur at a different site (Oso, Platt Ranch or Collins). The buildings at Platt Ranch, and Collins are currently vacant but would require demolition activities to prepare the site. Currently, Oso is vacant with no buildings and Collins is proposed for demolition.. As a result, air quality construction impacts would be greater for Platt Ranch and similar for Oso and Collins which would not require demolition; however, it is expected the impacts would not exceed established SCAQMD thresholds and therefore would be less than significant. Operational air quality impacts would remain the same regardless of which site is selected for the Project as the Project would accommodate 532 seats for grades 6 through 14. As such, operational impacts would be the same as with the proposed Project.
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Noise
The three alternative sites are located in residential neighborhoods surrounded with single family uses. Other sensitive uses include a church and preschool (near Collins). Noise would occur as a result of project demolition (at Platt Ranch) and construction. Based on the location of the sites in residential areas and the proximity of sensitive receptors (i.e., less than 100 feet from the property line) and the anticipated construction timeline and equipment, it is expected that construction phase noise impacts would be similar to the proposed Project and would result in significant and unavoidable impacts. Once the buildings are constructed operational noise would be generated as a result of the 229 weekday a.m. peak- hour trips (156 inbound and 73 outbound) and 69 weekday p.m. peak-hour trips (32 inbound and 37 outbound). Operational impacts would also likely be similar to the proposed Project and be less than significant.
Pedestrian Safety
The alternate project sites are all located in residential areas with existing pedestrian facilities. None of the sites are located proximate to major arterials or other potential hazardous features. Similar to the proposed Project, impacts would be expected to be less than significant.
Traffic
This alternative would include the same number of trips 229 weekday a.m. peak-hour trips (156 inbound and 73 outbound) and 69 weekday p.m. peak-hour trips (32 inbound and 37 outbound), but at a different site. Due to the inability to constructed the necessary mitigation prior to opening of the school, the proposed Project would result in a significant and unavoidable impact at the intersection of Valley Circle and Highlander Road. Similar to the proposed Project, the alternate sites are located in residential areas where traffic feeds to the primary roadways that lead to the freeway. At Platt Rach, traffic flow is limited due to a concrete channel approximately 200 feet to the north, which could potentially affect traffic patterns to and from the school. Similar to the proposed Project which has a concrete channel to the north, it is expected that any traffic impacts that did occur could be mitigated through traffic improvement (i.e., traffic signal, etc.), but the timing of the necessary improvements may not line up with the school opening, resulting in significant and unavoidable impact. Trips would not be reduced in any way with this alternative; as a result, traffic impacts would be expected to be similar to the proposed Project..
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Energy
Under this alternative, energy use would be similar to the proposed Project. Alternative 2 would generate the same number of trips and would require the same building materials for construction. Overall, energy use would be similar compared the proposed Project and impacts would be less than significant.
Relationship to Project Objectives
This alternative would achieve all of the Project objectives by providing a VAPA school in the Local District Northwest. However, no environmental effects of the Project would be avoided; Alternative 2 would not eliminate the significant impacts associated with construction noise and operational traffic on local streets. The environmental effects of this alternative would simply be transferred to a different community. This alternative would also increase air quality emissions if Platt Ranch were selected by requiring the demolition of existing buildings.
Alternative 3 – Elementary School Alternative
Alternative 3 assumes the project site would be developed as an elementary school rather than a 6-14 VAPA program. The general space program would remain the same with generally the same building construction plans and the same number of seats (532). The construction timelines are assumed to remain the same.
Air Quality
Under this alternative site preparation including grading and minor excavation would be necessary. Heavy construction equipment would produce localized air quality emissions that would be similar to the proposed Project meaning this alternative would not exceed the SCAQMD’s recommended localized standards of significance for during the construction phase. Further, the same standard conditions would be applied to this alternative, specifically SC-AQ-1 and SC-AQ-2. These conditions require the use of readily-available construction equipment with EPA-certified Tier 4 engines to reduce combustion-related NO2, PM10 and PM2.5 emissions. Regulatory SC-AQ-4 addresses fugitive dust emissions of PM10 and PM2.5 that would be regulated by SCAQMD Rule 403, which calls for Best Available Control Measures (BACM) that include watering portions of the site that are disturbed during grading activities and minimizing tracking of dirt onto local streets. Additionally, SC-AQ-4 would ensure architectural coating used for the Project would comply with all VOC standards set by SCAQMD. As a result, construction impacts on localized air quality are considered less than significant. As such, impacts associated with construction air quality would be similar to the proposed Project and would be less than significant.
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This alternative will also produce long-term air quality emissions to the region primarily as a result of motor vehicles accessing the Project site. With regard to localized air quality impacts, the alternative would emit minimal emissions of NO2, CO, PM10, and PM2.5 from area and energy sources on-site. Therefore, operational air quality impacts at the Project site would be similar compared to the proposed Project. As such, operational air quality impacts would be less than significant and similar to the Project.
Noise
During construction it is expected that noise levels for the alternative could exceed existing standards. This would be similar to the proposed Project. Regarding operational noise, schools are typically located in residential areas, and noise generated on both the weekdays (by physical education classes and sports programs and games) and weekends (by use of the fields by youth organizations) can elevate noise levels. Incorporation of SC- N-4 would include design features such as buffer zones or sound barriers such as masonry walls between playgrounds, stadiums, or other noise-generating school areas and adjacent noise-sensitive land uses to reduce noise levels. As a general rule, interrupting the noise source with a solid block wall would reduce offsite noise levels by approximately 5 dBA.
LAUSD’s SUP PEIR identifies project features that may be particularly noisy such as football stadiums (i.e., stadiums with bleachers and capacity to seat more than 4,000). The SUP PEIR does not indicate that any school type (i.e., elementary or high school) is found to generate more noise than other.5 Therefore, it is assumed that an elementary school could generate the same noise levels as a high school.
In general for community noise, a noise level increase of 3 dBA is considered barely perceptible, and an increase of 5 dBA is clearly noticeable. An increase of 3 dBA is often used as a threshold for a substantial increase. The alternate sites are located in similar residential areas and would be expected to have similar existing ambient noise levels. Therefore, future roadside ambient noise levels would not increase by 3 dBA to or within their respective “Normally Unacceptable” or “Clearly Unacceptable” noise categories, or by 5 dBA or greater overall, with or without the addition of project traffic. This would be similar to the proposed Project. Therefore impacts related to operational noise would be similar to the proposed Project and would be less than significant.
Pedestrian Safety
Under this alternative, pedestrian routes would be available for students. No hazardous safety features exist at the alternate site and similar to the proposed Project, impacts would be less than significant..
5 LAUSD School Upgrade Program EIR, 2015
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Traffic
In general, based on trip generation rates established by LAUSD and Los Angeles Department of Transportation, elementary schools generate more trips than a middle or high school. Therefore, it would be expected that an elementary school of a similar size to the proposed Project (532 seats) would generate slightly more trips than the proposed Project. Depending on the roadway configuration, pick up and drop off locations and the existing traffic, a significant impact could occur at any or all of the alternate sites. However, it is expected that, similar to the proposed Project, a significant impact could be mitigated to a level of less than significant in coordination and consultation with LA DOT. As with the proposed Project, due to the timing of any necessary improvements, a significant and unavoidable impact would be expected to occur until the improvements are constructed.
Energy
Under this alternative, energy would be used in the form of mobile trips to and from the Project site. Energy also would be used in the construction of the school buildings. During construction energy would be used in the form of gasoline and diesel fuel to power equipment as well as for worker trips. Demand would be the same as for the proposed Project.
During operation energy would be used in the form of electricity and natural gas to provide heating, cooling and lighting for the buildings. It is assumed this alternative would also comply with CHPS Criteria EE1.0: Minimum Energy Performance, which requires new school design must exceed the California energy efficiency standards (Title 24 – 2008, Part 6) by 15 percent or energy-efficient lighting with occupancy controls and/or economizers on the package equipment must be included in the design. Vehicle trips to the Project site would generally be similar to the proposed Project and would not be substantially increased or reduced as the result of an elementary school. Overall, energy use would be similar to the proposed Project and less than significant.
Relationship to Project Objectives
Alternative 3 would not reduce any significant and unavoidable impacts associated with the Project and would incrementally increase vehicle trips. This alternative would not achieve the following Project objective:
• Grow VAPA enrollment and expand to include high school grades.
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ENVIRONMENTALLY SUPERIOR ALTERNATIVE
The State CEQA Guidelines Section 15126.6(e)(2) requires that and “environmentally superior” alternative be selected among the alternatives that are evaluated in the EIR. In general, the environmentally superior Alternative is the alternative that would be expected to generate the fewest adverse impacts. If the No Project Alternative is identified as environmentally superior, then another environmentally superior alternative shall be identified among the other alternatives. Table 4.0-1 summarizes the effects of the alternatives.
Of the alternatives evaluated in this Draft EIR, Alternative 1, No Project/No Development Alternative, is considered the environmentally superior alternative as it would eliminate the significant and unavoidable temporary construction noise and traffic impacts of the Project. However, as discussed above, the No Project/No Development Alternative would not meet any of the objectives established for the Project.
Alternative 2 would achieve the Project objectives but it would not reduce the temporary construction noise impact of the Project (by merely transferring the impact to another site that impact would still occur, just at a different location). This alternative also would not reduce the significant and unavoidable traffic impact, as trips would be increase slightly with an elementary school. As described above, if improvements were necessary to reduce potential impacts, due to the uncertainly of timing, a significant and unavoidable impact would occur. Alternative 3 would not reduce the Project related noise or traffic impacts of the Project and would potentially increase vehicle trips compared to the Project, but would achieve most of the Project objectives. Therefore, none of the identified alternatives would be environmentally superior to the Project.
COMPARISON OF ALTERNATIVES
Table 4.0-1 summarizes the effects of the alternatives.
Table 4.0-1 Comparison of Alternatives to the Proposed Project
Proposed Project Alternative 1: (After No Project/No Alternative 2: Alternative 3: Environmental Issue Area Mitigation) Development Alternate Site Elementary School Air Quality Conflict with or obstruct Less than Less, No Impact Similar Similar implementation of the applicable Significant air quality plan?
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Proposed Project Alternative 1: (After No Project/No Alternative 2: Alternative 3: Environmental Issue Area Mitigation) Development Alternate Site Elementary School Air Quality (continued) Violate any air quality standard or Less than Less, No Impact Similar Similar contribute substantially to an significant existing or project air quality violation? Result in a cumulatively Less than Less, No Impact Similar Similar considerable net increase of any significant criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard? Expose sensitive receptors to Less than Less, No Impact Similar Similar substantial pollutant significant concentrations? Noise Expose persons to or generate Significant Less, No Impact Similar, S/U Similar, S/U noise levels in excess of standards and established in the local general unavoidable plan or noise ordinance, or applicable standards of other agencies? Expose persons to or generate Less than Less, No Impact Similar Similar excessive groundborne vibration significant or groundborne noise levels? Result in a substantial permanent Less than Less, No Impact Similar Similar increase in ambient noise levels in significant the project vicinity above levels existing without the project? Result in a substantial temporary Significant Less, No Impact Similar, S/U Similar, S/U or periodic increase in ambient and noise levels in the project vicinity unavoidable above levels existing without the project? Traffic Cause an increase in traffic which Significant Less, No Impact Similar S/U Similar, S/U is substantial in relation to the and existing traffic load and capacity of unavoidable the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? Exceed, either individually or Less than Less, No Impact Similar Similar cumulatively, a level of service significant standard established by the county congestion management agency for designated roads or highways? Substantially increase hazards due Less than Less, No Impact Similar Similar to a design feature (e.g., sharp significant curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?
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Proposed Project Alternative 1: (After No Project/No Alternative 2: Alternative 3: Environmental Issue Area Mitigation) Development Alternate Site Elementary School Traffic (continued) Result in inadequate emergency Less than Less, No Impact Similar Similar access? significant Pedestrian Safety Substantially increase vehicular Less than Less, No Impact Similar Similar and/or pedestrian safety hazards significant due to a design feature or incompatible uses? Create unsafe routes to schools for Less than Less, No Impact Similar Similar students walking from local significant neighborhoods? Be located on a site that is adjacent Less than Less, No Impact Similar Similar to or near a major arterial roadway significant or freeway that may pose a safety hazard? Energy Involve the wasteful, inefficient, Less than Less, No Impact Similar Similar and unnecessary consumption of significant energy, especially fossil fuels such as coal, natural gas, and petroleum, associated with project design, project location, the use of electricity and/or natural gas, and/or the use of fuel by vehicles anticipated to travel to and from the project.
Source: Impact Sciences, 2017
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Section 15126.2 of the California Environmental Quality Act (CEQA) Guidelines requires that the EIR include a discussion of significant environmental effects of the proposed Project; significant environmental effects which cannot be avoided if the proposed Project is implemented; significant irreversible changes which would be involved in the proposed Project should it be implemented; and growth-inducing impacts of the proposed project. Sections 15126.4 and 15126.6 of the State CEQA Guidelines require that mitigation measures be proposed to minimize significant effects and alternatives to the proposed Project are considered and discussed. Cumulative impacts are discussed under each environmental issue area in Section 3.0 pursuant to Section 15130 of the State CEQA Guidelines. Alternatives are analyzed in Section 4.0 of this document. Section 3.0 also includes an analysis of the energy usage associated with the Project.
Significant, Irreversible Environmental Changes
The EIR must examine irreversible changes to the environment. More specifically, State CEQA Guidelines require the EIR to consider whether “uses of nonrenewable resources during the initial and continued phases of the project may be irreversible since a large commitment of such resources makes removal or nonuse thereafter unlikely” (State CEQA Guidelines section 15126.2(c)). “Nonrenewable resource” refers to the physical features of the natural environment, such as land, waterways, mineral resources, etc.
The proposed Project involves a new 532 seat campus for the Hale Charter Academy for Visual and Performing Arts high school program. The Project is expected to consist of 73,629 square feet of programmed space in four primary buildings surrounding a courtyard/lunch area. The Project site is currently vacant.
Play courts, play fields, and a great room/multi-purpose space are also proposed to support performances and production curriculum. Current plans are to operate the school on a traditional single-track, two- semester, 180-day calendar School instructional hours would be from approximately 8:00 a.m. to 3:00 p.m. Primary access to the project site would be available via a student drop-off/pick-up operation located on Deveron Ridge Road and a second drop-off/pick-up located along Highlander Road.
Nonrenewable resources used during the construction of the Project include construction materials and fossil fuels to power construction equipment. During operation of the Project, water and energy resources in the form of natural gas and electricity would be required. Impacts would also result from the incremental increase in vehicular traffic, and the associated air pollution. However, as discussed in the analysis within this EIR, impacts associated with increased resource use and consumption would not be
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significant. Nonetheless, the resources utilized for the proposed Project would be permanently committed to the Project and therefore considered irreversible.
Significant Unavoidable Impacts
Traffic
TRA-1 The Project would not cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections). Although the impact could be mitigated, this impact would be significant and unavoidable in the short-term. MM-TRA-1 would be incorporated for the project applicant to provide a fair share of the traffic signalization cost. As shown in Table 3.5-10, Existing Plus Project and Future (2021) Mitigation Results, with the incorporation of MM-TRA-1, the significant impact on the intersection of Valley Circle Boulevard/Highlander Road would be mitigated to a less than significant level. However, because the construction of the traffic signal is outside of the jurisdiction of LAUSD, itis uncertain when it will be constructed. Therefore, this impact is determined to be significant and unavoidable.
Noise
NOI-1 The Project would expose persons to or generate noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. Though the implementation of MM-NOI-1 through MM-NOI-3 would reduce construction noise impacts to the maximum feasible extent, as shown in Tables 3.3-12 through 3.3-14, nearby receptors could still experience temporary ambient noise level increases in excess of the L.A. CEQA Thresholds Guide’s 5 dBA threshold for construction activities lasting longer than ten days in a three month period. In regards to LAMC Section 112.05, any additional mitigation would be technically infeasible. Ambient noise levels at nearby receptors are low, and it is difficult for temporary noise barriers to achieve a sound attenuation of more than approximately 15 dBA. Even the newest and most advanced noise barriers would not be capable of reducing construction noise impacts at all nearby receptors to below 5 dBA. Therefore, with mitigation, the Project’s construction activities would be consistent with Section 112.05 of the LAMC. Tables 3.3-12 through 3.3-14 show the Project’s mitigated construction noise impacts by phase at off-site receptors.
NOI-4 The Project would create a substantial temporary or periodic increase in ambient noise levels in the Project vicinity that would exceed the City’s standards. As discussed earlier, construction
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activities would temporarily increase ambient noise levels at nearby receptors. Moreover, Related Projects could further contribute to these temporary increases in ambient noise levels.
Growth Inducing Impacts
Section 15126(d) of State CEQA Guidelines requires that this section discuss the ways in which the proposed Project could foster economic or population growth, or the construction of additional housing, either directly or indirectly, in the surrounding environment. In general terms, a project may foster spatial, economic, or population growth in a geographic area if it meets any one of the following criteria:
• The project removes an impediment to growth (e.g., the establishment of an essential public service or the provision of new access to an area)
• The project results in the urbanization of land in a remote location (i.e., leapfrog development)
• Economic expansion or growth occurs in an area in response to a project (e.g., changes in revenue base, employment expansion, etc.)
• The project establishes a precedent-setting action (e.g., a change in zoning or general plan amendment approval)
Should a project meet any of these criteria, it can be considered growth inducing under CEQA. An evaluation of this Project compared against these growth-inducing criteria is provided below.
Removal of an Impediment to Growth
Growth in an area may result from the removal of physical impediments or restrictions to growth, as well as the removal of planning impediments resulting from land use plans and policies. In this context, physical growth impediments may include nonexistent or inadequate access to an area or the lack of essential public services (e.g., water service), while planning impediments may include restrictive zoning and/or general plan designations.
The Project area contains established land uses and supporting infrastructure. The construction of proposed uses would require modifications and/or improvements to existing infrastructure as the Project site is currently vacant and has been sporadically used since Highlander Elementary School closed in 1982. Such modifications and improvements to infrastructure are discussed in further detail below. However, the Project site was previously used as an elementary school, and is surrounded by primarily single-family uses throughout. Given the developed nature of the vicinity, and the existence of established infrastructure, no growth-inducing impacts would result from Project development.
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An established transportation network exists in the surrounding area that offers local and regional access to the Project site. Access would be via Highlander Road, and drop-off/pick-up operations would take place on Deveron Ridge Road to the west and on Highlander Road. Off-site improvements would include repair of sidewalks surrounding the Project site, and construction of standard ADA access ramps at each street corner. All improvements would be standard width.
The water and energy (electricity and natural gas) infrastructure required to support the proposed Project would be available from surrounding streets. No new water lines other than those required to connect the proposed uses to the existing water conveyance network would be constructed. As such, the development of on-site water infrastructure to serve the Project would not induce growth within the area.
Electricity and natural gas transmission infrastructure presently exists in the vicinity of the Project site. Development of the Project would necessitate the construction of an on-site connection system to convey this energy to uses on the site. This system would be designed to accommodate proposed uses, and would not extend beyond the requirements or boundary of the Project. The on-site service lines would be sized to meet the demands of the proposed Project. No growth-inducing impacts, due to the extension of electrical or natural gas service lines, would occur with the development of the Project.
In summary, the design and construction of roadway, water, and energy infrastructure needed to accommodate the Project would not induce growth within undeveloped areas surrounding the project area.
Urbanization of Land in Remote Locations (Leapfrog Development)
Under this criterion, the Project would be considered growth inducing if it would result in the urbanization of land in a remote location. This means that the development would not be contiguous to existing urban development and would “leap” over large areas of undeveloped land. The Project site is located in a suburban area of the City adjacent to other residential and open space uses. Because the Project is contiguous to existing development, it is not growth inducing under this criterion.
Economic Growth
Under this criterion, the Project would be considered growth inducing if it would cause economic expansion or economic growth to occur in the Project area. Examples of economic expansion or growth would include changes in revenue base or employment expansion.
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Buildout of the Project could result in temporary increases in construction-related job opportunities. Potential employees would likely be drawn from the existing labor force in the Los Angeles Metropolitan area.
Long-term growth, should it occur, would be primarily in the form of an economic response for the operation of the site. The increase of employees (i.e. teachers, maintenance, administration) associated with proposed Project would not result in any noticeable increase in demand for City goods and services. Given the small size of the Project in relation to City population, the economic contribution of this Project alone would not be considered growth inducing.
Precedent-setting Action
Changes from a project that could be precedent setting include (among others) approval of zone change that could have implications for other properties, or that could make it easier for other properties to develop.
The Project site is currently designated as “Public Facilities” on the City of Los Angeles General Plan Land Use map and zoned as public facilities. Previous use of this Project site was an elementary school until its closure in 1982. Consequently, this Project would not involve a zone change upon implementation and is not considered to be growth inducing under this criterion.
Conclusion
It must be emphasized that the State CEQA Guidelines require an EIR to “discuss the ways” a project could be growth inducing and “discuss the characteristics of some projects that may encourage…activities that could significantly affect the environment.” However, the State CEQA Guidelines do not require an EIR to predict or speculate where such growth would occur, in what form it would occur, or when it would occur. Attempting to determine the environmental impacts created by growth that might be induced by the proposed Project is speculative because the size, type, and location of specific future projects that may be induced by this Project are unknown at the present time. Therefore, such impacts are too speculative to evaluate (see State CEQA Guidelines Section 15145). To the extent that specific projects are known (as discussed in Section 3.0, Environmental Impact Analysis, of this EIR), those projects have already been or would be subjected to their own environmental analysis. Additionally, due to the variables that must be considered when examining the mechanics of urban growth (e.g., market forces, demographic trends, etc.), it would be speculative to state conclusively that implementation of the Project alone would induce growth in the surrounding area. Further analysis of impacts associated with growth in the City, and corresponding cumulative impact assessment methodology, can be found in the cumulative analyses for each individual topic addressed in Section 3.0.
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In accordance with Section 15128 of the State CEQA Guidelines, an Environmental Impact Report (EIR) must contain a statement briefly indicating the reasons that various potential significant effects of a project were determined not to be significant. Based on the Initial Study prepared for the proposed Project, and included in Appendix 1.0, the District has determined that the proposed Project would not have the potential to cause significant adverse effects associated with the issues identified below. These topics have not, therefore, been addressed in detail in this EIR.
AESTHETICS AND VIEWS
The proposed Project would not substantially impact aesthetics and views in the Project vicinity. The Project would change existing views by adding new structures on a vacant site. However, there are no scenic views, highways, roads, or freeways adjacent or proximate to the Project site. Furthermore, the Project site is currently vacant with the exception of non-native trees and generally exhibits low visual quality. The construction of a new high school campus would not degrade the visual quality of the site. Implementation of the proposed Project would increase the nighttime illumination and glare from current levels. In accordance with the 2014 School Design Guide, all luminaries or lighting sources in connection with school construction projects shall be installed in such a manner as to minimize glare for pedestrians and drivers and to minimize light spilling onto adjacent properties. Therefore, impacts regarding aesthetics and views and light and glare are considered less than significant.
AGRICULTURAL RESOURCES
The Project site is located within a highly residential area within the West Hills neighborhood of the City of Los Angeles and contains no agricultural lands, forestlands, or timberland. Therefore, no impact is identified for this issue.
AIR QUALITY
The proposed Project would not include any odor-producing uses; odors associated with project operation will be limited to on-site waste generation and disposal and occasional minor odors generated during food preparation activities for the on-site food service operations. Furthermore, all trash receptacles would be covered and properly maintained in a manner as to minimize odors, as required by the City of Los Angeles regulations, and be emptied on a regular basis. Potential sources that may emit odors during construction activities include equipment exhaust and architectural coatings. Odors from these sources would be localized and generally confined to the Project site. Development of the proposed
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Project would utilize typical construction techniques, and the odors will be typical of most construction sites. Additionally, the odors would be temporary, and construction activity will be required to comply with SCAQMD Rules 402 and 1113.1 A less than significant impact relative to an odor nuisance would occur during construction associated with the proposed project.
BIOLOGICAL RESOURCES
The Project site is located in a residential area of the West Hills neighborhood. No threatened, endangered, or rare species or their habitats, locally designated species, locally designated natural communities, riparian or wetland habitats, or wildlife corridors exist on this Project site.
The Project site is currently vacant, with the exception of 72 mature trees. A tree survey was conducted on August 3, 2016 and is provided in Appendix 6.0. Trees were inventoried according to City of Los Angeles criteria as to their species, caliper size, health, and aesthetic appearance (Los Angeles Municipal Ordinance 177404). Vegetation typical of a suburban setting is present throughout the Project site, including ornamental‐exotic trees and shrubs. No protected tree species as defined under Los Angeles Municipal Ordinance 177,404, were observed on the site. In total, 72 trees that meet the City of Los Angeles trunk diameter criterion were recorded on the Project site. Pursuant to the preliminary designs for the proposed Project, it is assumed that all of the 66 existing trees on the interior of the site would be removed as part of the site redevelopment. In addition, given their health and condition and the access requirements for construction of the proposed Project, some or all of the six street trees may also be removed. The Project includes a landscape plan to offset the loss of trees on site. Replacement trees will be planted at the appropriate size and maturity for the space, and will be selected from LAUSD Approved Plant List.2
The Migratory Bird Treaty Act of 1918 (MBTA) implements the United States’ commitment to four treaties with Canada, Japan, Mexico, and Russia for the protection of shared migratory bird resources. The MBTA governs the taking, killing, possession, transportation, and importation of migratory birds, their eggs, parts, and nests. Provisions of the MBTA are met by either avoiding grading activities during the nesting season (February 15 to August 15) or conducting a site survey for nesting birds prior to
1 SCAQMD Rule 402 states the following “A person shall not discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property. The purpose of SCAQMD Rule 1113 is to limit the VOC content of architectural coatings used in the SCAQMD. 2 LAUSD, LAUSD Approved Plants List, 2012, http://www.laschools.org/documents/download/sustainability%2Fwater_conservation%2FCopy_of_Updated_Pl ant_List_2012.pdf
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commencing grading activities. Provisions of the MBTA are met by compliance with Program EIR SC- BIO-3 (included below), which would ensure that if construction occurs during the breeding season, appropriate measures would be taken to avoid impacts to any nesting birds if found.
SC-BIO-3: If tree or building removal is required during nesting season, LAUSD shall either:
• Retain a qualified biologist to conduct an intensive nest search in all trees and buildings slated for removal before construction begins. If nest with young are found, the LAUSD shall not remove the trees until the young have fledged or the nest has been abandoned, or,
• Delay tree or building removal until September 1 to February 28 to ensure reproductive success for native species using the site for nesting
The Project incorporates SC-BIO-3 and a landscape that to replace trees. These measures would ensure impacts would be less than significant.
CULTURAL RESOURCES
Past uses on the site include an elementary school that was closed in 1982. As no buildings are currently located on the site, the proposed Project would not result in any substantial adverse change in the immediate surroundings such that the significance of a historical resource on the Project site would be materially impaired. The Project site has been subject to past subsurface disturbance associated with grading, foundations, and demolitions.
It is unlikely that undisturbed unique archaeological resources exist on the Project site. No known tribal cultural resources are located on the Project site. Although the unanticipated discovery of unique archeological resources is possible during soil excavation activities (e.g., during installation of utilities), based on the lack of previous resources on the site, and the level of disturbance, the probability that archeological resources will be discovered is low. In addition, compliance with SC-CUL-13, SC-CUL-17, and SC-CUL-18 would require that upon discovery of an archeological resource (1) construction activities in the immediate area of the find shall cease and LAUSD shall retain a qualified archaeologist to determine the significance of the find, (2) LAUSD shall determine if a Phase III Data Recovery/Mitigation Program is necessary, and (3) if the archaeological resource is a Native American resource work shall stop within a 30-foot radius of the discovery.
It is also unlikely that undisturbed paleontological resources exist on the Project site. Compliance with SC-CUL-19 would require the District to contract with a paleontological monitor for on-call purposes when developing sites sensitive to paleontological resources.
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Lastly, no formal cemetery exists on the Project site or in the vicinity of the proposed Project. In the event that human remains are uncovered during ground-disturbing activities, construction will cease until a coroner has conducted an investigation into the circumstances, manner, and cause of any death. Thus, impacts related to cultural resources would be less than significant.
GEOLOGY AND SOILS
The Project site is located in the western San Fernando Valley region of the City of Los Angeles, an area flanked by the Transverse Ranges. The closest known active fault to the site is the Northridge Fault, located approximately 4.0 miles to the north.3 The Project site is not located within an Alquist-Priolo Fault-Rupture Hazard Zone.4 The Project will be constructed in accordance with California Building Code (CBC) and Division of State Architect (DSA) standards; as well as the Geotechnical Report5 recommendations including compliance with the California Code of Regulations Title 24 requirements and the California Geological Survey Checklist for Review of Geologic/Seismic Reports for California Public Schools, Hospitals, and Essential Services Buildings.
A geotechnical report was prepared for the Project site to assess geologic hazards. The report concluded that the effects of strong seismic ground shaking could be reduced through appropriate design and by constructing the buildings in conformance with current building codes and accepted engineering practices.6 All project construction would adhere to current CBC and LAUSD design standards. Thus, the potential for surface ground rupture at the project site is considered low.
The site is not located within an area identified as having a potential for slope instability, nor in an area having a potential for seismic slope instability.7 The site and surrounding vicinity is generally flat. Therefore, the likelihood of seismically induced landslides affecting the Project site is considered to be low.
In addition, the proposed Project would be subject to local and state codes and requirements for erosion control and grading during construction, including, Best Management Practices (BMPs). The proposed Project would be required to comply with SCAQMD Rule 402, which will reduce construction erosion impacts. Rule 402 requires that dust suppression techniques be implemented to prevent dust and soil erosion from creating a nuisance off-site.
3 Geocon West, Inc. Geologic/Seismic Hazard, May 2016 4 California Geological Survey Alquist-Priolo Earthquake Fault Zones, http://maps.conservation.ca.gov/cgs/informationwarehouse/ accessed October 6, 2016 5 Geocon West, Inc. Geologic/Seismic Hazard, May 2016 6 Geocon West, Inc. Geologic/Seismic Hazard, May 2016 7 Geocon West, Inc. Geologic/Seismic Hazard, May 2016
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Lastly, Project implementation would not use septic tanks or alternative wastewater disposal systems. The proposed Project would connect to the existing water system. Impacts related to geology and soils would therefore be less than significant.
GREENHOUSE GAS EMISSIONS
The Project site is within the jurisdiction of the SCAQMD. As the net emissions associated with the proposed Project would be well below the SCAQMD thresholds, based on the analysis in the Program EIR, the proposed Project would not conflict with plans, policies, or regulations for reducing GHG emissions. The proposed Project would be subject to SC-GHG-1 through SC-GHG-5, which would require water and energy efficient features and measures are included prior to operation of the proposed Project. As a result, the proposed Project would not conflict with the state’s ability to meet its GHG goals under AB 32 and SB 375. Impacts related to greenhouse gas emissions would be less than significant.
HAZARDS AND HAZARDOUS MATERIALS
A significant impact would occur if the proposed Project would create a significant hazard through the routine transfer, use, or disposal of hazardous materials. Construction of the proposed Project would involve the use of potentially hazardous materials, including vehicle fuels, oils, and transmission fluids. However, the transport, use, and disposal of construction-related hazardous materials would occur in conformance with all applicable local, state, and federal regulations governing such activities.
The design and operation of the proposed Project would satisfy all legal requirements by providing for and maintaining appropriate storage areas for hazardous materials, installing or affixing appropriate warning signs and labels, using commercial services that specialize in the recycling of used hazardous substances (i.e., collecting hazardous materials on a regular basis to minimize the quantity stored on campus), installing emergency wash areas for flushing irritating substances from eyes and exposed skin areas should such contact occur, providing well-ventilated areas in which to use paints and solvents, and maintaining adult supervision during student’s use of hazardous materials. All hazardous materials would be contained, stored, and used in accordance with manufacturers’ instructions and handled in compliance with applicable standards and regulations. Any associated risk would be adequately reduced to a less than significant level through compliance with these standards and regulations, and would not pose significant hazards to the public or the environment.
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The proposed Project is not located on a site that is included on a list of hazardous materials pursuant to Government Code 65962.5, which is the Hazardous Waste and Substances (Cortese) List.8 A review of the Cortese List compiled by the Department of Toxic Substances Control, the State Water Board, and CAL EPA showed that the site is not identified on any of these database lists.9,10
The Santa Susana Field Laboratory (SSFL) Superfund Site is located approximately 3.75 miles west of the project site in Ventura County. Primary operations at SSFL included the development and testing of liquid fuel rocket motors. These facilities caused chemical and radiological contamination in soil and groundwater, and cleanup of the site is currently ongoing.11 Currently, there is no evidence that radiological contamination has occurred in the vicinity of the Project site. The site is not on any known list of contaminated site.12 Therefore, impacts to groundwater and soil quality due to the proximity of the SSFL Superfund Site to the Project site would be less than significant.13
The Project site is not located within an airport land use plan or within the vicinity of a public airport or private airstrip. Bell Canyon is approximately 3,900 feet to west of the Project site, and is identified as a Mountain Fire District. Furthermore, the Project site is located within a Fire Buffer District, as identified by the City of Los Angeles General Plan.14 In addition, the Project site is zoned as a very High Fire Hazard Severity Zone.
As stated in the Program EIR, any new construction to District campuses that occurs within a designated Fire Hazard Severity Zone would comply with applicable building and fire code requirements, including Chapter 7A of the California Building Code (CBC), “Materials and Construction Methods for Exterior Wildfire Exposure,” and Chapter 49 of the California Fire Code, “Requirements for Wildland-Urban Interface Fire Areas.” All Fire Hazard Severity Zones in the District are considered to be within wildland- urban interface fire areas.
8 https://geotracker.waterboards.ca.gov/map/?CMD=runreport&myaddress=23834+highlander+road, accessed October 7, 2016 9 Cortese List data Resources, http://www.calepa.ca.gov/sitecleanup/corteselist/, accessed October 7, 2016 10 Cortese List, http://www.dtsc.ca.gov/SiteCleanup/Cortese_List.cfm, accessed October 7, 2016 11 EPA, Santa Susana Field Lab Site, https://yosemite.epa.gov/r9/sfund/r9sfdocw.nsf/3dc283e6c5d6056f88257426007417a2/3954e2232f7d71c3882577dc0 073b22d/$FILE/SSFL_11_10_487kb.pdf, accessed March 15, 2017 12 https://geotracker.waterboards.ca.gov/map/?CMD=runreport&myaddress=23834+highlander+road, accessed October 7, 2016 13 EPA, EPA Radiation Investigation Update, https://yosemite.epa.gov/r9/sfund/r9sfdocw.nsf/3dc283e6c5d6056f88257426007417a2/4dee7be2e6b520f3882579f80 0639852/$FILE/SSFL%205_12%20307kb.pdf accessed March 15, 2017 14 City of Los Angeles Depart of Planning, General Plan Safety Element, Exhibit D – Selected Wildfire Hazard Areas in the City of Los Angeles, November 26, 1996
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Compliance with these existing regulatory requirements and building codes would ensure that any new school construction would not expose people or structures to a significant risk involving wildland fires. Impacts from wildland fires would be less than significant.
Impacts related to hazards and hazardous materials are therefore considered less than significant for these issues.
California Department of Education Thresholds
Title 5 of the California Code of Regulation Section 14010 incorporates health and safety factors provided in the California Department of Education’s (CDE) School Site Selection and Approval Guide. In combination with the thresholds provided in the State CEQA Guidelines, this guide provides thresholds that ensure that schools provide a safe learning environment for students.
The Project site is not located within 1,500 feet of a railroad track easement, and no Rail Safety Study is required. Furthermore, no infrastructure, including water storage tanks, reservoirs, and/or high pressure water lines are located near the Project site. Rules and regulations pertaining to the storage, transportation, and use of propane would ensure that all propane tanks would not pose a safety hazard to individuals on the Project site. The site is not unusually shaped and has a sufficient length to width ratio that is consistent with CDE standards for school sites, which state that the length-to-width should not exceed 2:1. As illustrated in the site plan (see Section 2.0 Project Description), the proposed structures, parking, and play areas could be accommodated within the site. No changes would occur to land use as the proposed Project would be sited on an existing school property. Impacts related to these hazards would be less than significant.
HYDROLOGY AND WATER QUALITY
None of the proposed uses are point source generators of water pollutants, and thus, no quantifiable water quality standards apply to the project. Furthermore, implementation of a SWPPP and compliance with the NPDES and City of Los Angeles discharge requirements will ensure that the construction of the proposed Project would not violate any water quality standards and discharge requirements, or otherwise substantially degrade water quality. In addition, the proposed Project would be subject to the SC-HWQ-1 Stormwater Technical Manual and SC-HWQ-2 Compliance Checklist for Stormwater Requirements at a Construction Site.
The proposed Project would not substantially deplete groundwater or interfere with groundwater recharge. Build out of the proposed Project would not create substantially more impermeable surfaces that would disrupt groundwater recharge more than what currently exists. In fact, the proposed Project
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would include play fields and additional landscaped areas, which could allow more percolation of rainwater to groundwater, as well as opportunities for newer technologies such a permeable pavement, bioswales and similar uses.
A concrete channelized portion of the Los Angeles River, called Bell Creek, is located directly south of the Project site and would not be directly affected by the Project, as no discharges to Bell Creek are proposed as part of the Project nor would the Project provide any access to Bell Creek.
The topography of the Project site is relatively level. Very little change would occur to the drainage pattern on the Project site with the proposed development. During construction, erosion and siltation could increase as a result of soil disturbance from surface grading and limited excavation. Construction- related activities that expose soils to potential mobilization by rainfall/runoff and wind are primarily responsible for sediment releases. Such activities include removal of vegetation, grading and trenching of the site. Environmental factors that affect erosion include topographic, soil, and rainfall characteristics. Unless adequate erosion controls are installed and maintained at the site during construction, significant quantities of sediment may be delivered from the concrete channel and discharged into the Pacific Ocean. As required by SC-HWQ-2, the construction contractor would be required to prepare a SWPPP and implement BMPs to prevent sediment flows from entering storm drainage systems by constructing temporary filter inlets around existing storm drain inlets prior to the stabilization of the construction site area. Specific BMPs will be detailed in the SWPPP. As such, impacts would be less than significant.
LAND USE AND PLANNING
The proposed Project is located in a residential area of the City of Los Angeles. The site would be developed as an educational facility on a vacant site. The site is adjacent to Bell Creek on the south which is a natural barrier. Highlander Road is the northern property boundary. On the west is Mae Boyar Recreational Center and residences are located to the east on Pertshire Circle which dead-ends approximately 100 feet north of Bell Creek. Therefore, there are no residential uses that would be physically divided by the Project.
The City of Los Angeles General Plan land use designation for the Project site is “Public Facilities.” The proposed Project would be consistent with the existing zoning for the site. The Project does not require a General Plan Amendment or other change in land use designation. This land use designation was consistent with the previous use, an elementary school, and would remain consistent with the proposed use. As such, the proposed Project would not conflict with any land use plan, policy, or regulation of an agency with jurisdiction over the Project.
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MINERAL RESOURCES
Neither the Project site nor surrounding areas are utilized for mineral production. Implementation of the proposed Project would not result in the loss of an available known mineral resource with value to the region. Therefore, no impact is identified for this issue.
NOISE
The Project site is not located within an airport land use plan or within two miles of a public airport or public use airport. The nearest airports are the Van Nuys Airport approximately 10 miles to the east, Whiteman Airport approximately 15 miles to the northeast, and the Bob Hope Airport approximately 17 miles to the east. The nearest private airstrip is Boeing De Soto Heliport CN32 located approximately 3.5 mile north east of the Project site. As a result, individuals accessing the Project site would not be exposed to excessive noise levels from any private airstrip.
POPULATION AND HOUSING
The proposed Project does not include uses such as new homes or business that may induce growth. The proposed Project is essentially an extension of the existing Hale Charter Academy, meaning the school would not result in new students in the area, rather it would accommodate existing students and help to achieve the District’s larger educational goal of Zone of Opportunities in the Northwest Woodland Hills community.
Implementation of the Project would not result in the displacement of existing housing or a substantial number of people as the site is currently vacant. No impact would occur.
PUBLIC SERVICES
Police, Fire, Schools, Parks, and Other Facilities
The proposed Project would be served by Los Angeles Fire Department Fire Station No. 105, approximately 1.5 mile southeast of the project site. LAUSD’s Program EIR Standard Conditions SC-PS-1 and SC-PS-2 require LAUSD to consult with local fire and police departments prior to construction regarding site plans and emergency preparedness. Therefore, this impact is considered less than significant, and no further analysis is necessary.
Implementation of the Project would result in the need for police protection on a site that was previously not in use. During the construction period, LAPD services are not expected to be necessary, except in the cases of trespass, theft, and/or vandalism. Any increase in the need for police protection services would
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be minimal and would not be enough to require new or expanded police facilities. When necessary, police services would be provided by the Topanga Community Police Station located approximately 3.2 miles northeast of the Project site.
The proposed Project has been designed as a secure campus, with access to the site controlled by gates and fences. It is anticipated that the school would be assigned a full-time LASPD officer who provides on- campus security. In addition, the proposed Project would not increase the student population in the area as students would be expected to come to this school from other nearby schools. Further, the site would be served by a separate police entity (LASPD) and would not impact service ratios from LAPD. Impacts to police service ratios would be less than significant.
The proposed Project would not include any residential component and would not directly and/or indirectly result in population growth. Development of the proposed Project would allow students of Local District Northwest would create more school opportunities for students within this district, and would not result in the need for additional schools in the area.
The City of Los Angeles Parks and Recreation Department manages park facilities and provides recreation programs to West Hill residents. Mae Boyar Park is located immediately west of the Project site. The proposed Project would not include any residential uses that would result in a permanent population increase, resulting in a need for new or expanded park facilities. The proposed Project design includes active and passive areas located throughout the site, including play fields, a courtyard, and several other landscaped areas. Pursuant to California Education Code Section 38131.b, also known as the Civic Center Act, school facilities would be available during off-school hours for permitted use by public organizations which would add to the available recreation space in the community. With the availability of shared-use open space for recreation onsite, the Project is anticipated to have a beneficial effect on the community. Impacts to parks and recreational facilities would be less than significant.
The proposed Project would include a library, which would reduce the potential for impacts to the Platt Branch Library. In addition, no residential units are included as part of the proposed Project which would result in a permanent increase in population resulting in a need for new or expanded library facilities. Therefore, any increase in use of public libraries would be less than significant.
RECREATION
Mae Boyar Park is located immediately west of the Project site. The proposed Project would not include any residential uses that would result in a permanent population increase, resulting in a need for new or expanded park facilities. The proposed Project design includes active and passive areas located throughout the Project site, including play fields, a courtyard, and several other landscaped areas.
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Pursuant to California Education Code Section 38131.b, also known as the Civic Center Act, school facilities would be available during off-school hours for permitted use by public organizations which would add to the available recreation space in the community. With the availability of shared-use open space for recreation onsite, the Project is anticipated to have a beneficial effect on the community. Impacts to parks and recreational facilities would be less than significant.
TRIBAL CULTURAL RESOURCES
The Native American Historic Resource Protection Act (AB 52) took effect July 1, 2015, and incorporates tribal consultation and analysis of impacts to tribal cultural resources (TCR) into the CEQA process. It requires TCRs to be analyzed as a CEQA topic and establishes a consultation process for lead agencies and California tribes. Projects that require a Notice of Preparation of an EIR or Notice of Intent to adopt a ND or MND are subject to AB 52. A significant impact on a TCR is considered a significant environmental impact, requiring feasible mitigation measures.
TCRs must have certain characteristics:
1) Sites, features, places, cultural landscapes (must be geographically defined), sacred places, and objects with cultural value to a California Native American tribe that are either included or determined to be eligible for inclusion in the California Register of Historic Resources or included in a local register of historical resources. (PRC § 21074(a)(1))
2) The lead agency, supported by substantial evidence, chooses to treat the resource as a TCR. (PRC § 21074(a)(2)) The first category requires that the TCR qualify as a historical resource according to PRC Section 5024.1. The second category gives the lead agency discretion to qualify that resource—under the conditions that it support its determination with substantial evidence and consider the resource’s significance to a California tribe.
The following is a brief outline of the process.
1) A California Native American tribe asks agencies in the geographic area with which it is traditionally and culturally affiliated to be notified about projects. Tribes must ask in writing.
2) Within 14 days of deciding to undertake a project or determining that a project application is complete, the lead agency must provide formal written notification to all tribes who have requested it.
3) A tribe must respond within 30 days of receiving the notification if it wishes to engage in consultation.
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4) The lead agency must initiate consultation within 30 days of receiving the request from the tribe.
5) Consultation concludes when both parties have agreed on measures to mitigate or avoid a significant effect to a TCR, or a party, after a reasonable effort in good faith, decides that mutual agreement cannot be reached.
6) Regardless of the outcome of consultation, the CEQA document must disclose significant impacts on TCRs and discuss feasible alternatives or mitigation that avoid or lessen the impact.
California Health and Safety Code, Section 7050.5 requires that if human remains are discovered in the project site, disturbance of the site shall halt and remain halted until the coroner has conducted an investigation into the circumstances, manner, and cause of any death, and the recommendations concerning the treatment and disposition of the human remains have been made to the person responsible for the excavation, or to his or her authorized representative. If the coroner determines that the remains are not subject to his or her authority and recognizes or has reason to believe the human remains are those of a Native American, he or she shall contact, by telephone within 24 hours, the Native American Heritage Commission.
Native American Historic Resource Protection Act; Archaeological, Paleontological, and Historical Sites; Native American Historical, Cultural, and Sacred Sites (Public Resources Code Section 5097-5097.994) specifies the procedures to be followed in the event of the unexpected discovery of human remains on nonfederal public lands. California Public Resources Code 5097.9 states that no public agency or private party on public property shall “interfere with the free expression or exercise of Native American Religion.” The code further states that:
No such agency or party [shall] cause severe or irreparable damage to any Native American sanctified cemetery, place of worship, religious or ceremonial site, or sacred shrine… except on a clear and convincing showing that the public interest and necessity so require. County and city lands are exempt from this provision, expect for parklands larger than 100 acres.
Standard Conditions of Approval
These standard conditions of approval (SCs) are included within the Los Angeles Unified School District, School Upgrade Program EIR (Program EIR). Listed below are all applicable transportation features to be included in the Project.
• SC-TCR-1 All work shall stop within a 30 foot radius of the discovery. Work shall not continue until the discovery has been evaluated by a qualified archaeologist and the local Native American
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representative has been contacted and consulted to assist in the accurate recordation and recovery of the resources
THRESHOLDS OF SIGNIFICANCE
According to the newly approved update to Appendix G of the CEQA Guidelines, a project would have a significant effect on the environment if the project would cause a substantial adverse change in the significance of a Tribal Cultural Resource (TCR), defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American Tribe, and that is:
TCR – 1 Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k), or
TCR – 2 A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1 for the purposes of this paragraph, the lead agency shall consider the significance of the resource to a California Native American tribe.
IMPACTS AND MITIGATION MEASURES
Threshold TCR-1 Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k). This impact would be less than significant.
Threshold TCR-2 A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1 for the purposes of this paragraph, the lead agency shall consider the significance of the resource to a California Native American tribe. This impact would be less than significant.
Assembly Bill 52 requires meaningful consultation with California Native American Tribes on potential impacts to TCRs, as defined in Public Resources Code Section 21074. TCRs are sites, features, places,
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cultural landscapes, sacred places, and objects with cultural value to a California Native American tribe that are either eligible or listed in the California Register of Historical Resources or local register of historical resources. A Sacred Lands File search was conducted by the Native American Heritage Commission (NAHC) with negative result; however, the area was identified as sensitive for potential tribal cultural resources.15
Standard Condition SC-TCR-1 requires all work to stop in the event of a potential TCR find. Compliance with this Standard Condition would ensure impacts to TCRs remain less than significant.
Mitigation Measures
− None required.
Residual Impacts
Impacts would be less than significant.
The proposed Project would require grading and earthwork on the school campus. As discussed in Threshold TCR-1, there is no substantial evidence that Tribal cultural resources are present on the campus. The entire school campus would be graded, and no tribal cultural resources were identified on the project site. Project development would not impact a known tribal cultural resource, and in the event that a tribal culture resource is discovered during project construction, SC-TCR-1 would be implemented and all work shall stop until a Native American representative has assessed the resource. Impacts would be less than significant.
LAUSD Standard Conditions
Standard Conditions SC-TCR-1
Mitigation Measures
− None required
Residual Impacts
Standard Condition SC-TCR-1 would maintain precautions and protocol in the event that a TCR is recovered. With implementation of this measure, impacts would be less than significant.
15 Correspondence from NAHC regarding Proposed 23834 Highlander Road/Hale Charter Academy for VAPA Project Sacred Lands File Request, June 12, 2017
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UTILITIES AND SERVICE SYSTEMS
Wastewater, Water, Solid Waste
The proposed Project would not lead to the increase of new student enrollment as students would be expected to come to this school from other nearby schools. The proposed Project would not require construction of new or expanded wastewater treatment facilities, and would not exceed the Regional Water Quality Control Board’s wastewater treatment regulations. The proposed Project would require the installation of on-site sewer lines which would connect to the existing adjacent sewer lines. Wastewater generated on the project site would be transported to Los Angeles County Sanitation District facilities via the City’s sewer lines.
The proposed Project would require the installation of on-site water lines which would connect to the existing adjacent water lines. Further, Project plans would be reviewed by LADWP to determine if any additional infrastructure is needed on- or off-site. Therefore, the proposed Project would not require the construction of new water facilities and/or expansion of existing water facilities.
During construction and operation of the proposed Project, the District would comply with all applicable City, County, and state solid waste diversion, reduction, and recycling mandates, including compliance with the 2016 Cal Green Construction Waste Reduction Requirements. Compliance with these regulations and mandates would assist in reducing the amount of waste deposited in local landfills. Construction of the proposed Project would generate construction debris. The surface parking lot would be demolished during the 22 month construction period. Waste materials generated during construction are expected to be typical construction debris as well as green wastes. Waste generated during demolition and construction that is not recycled would result in an incremental and intermittent increase in solid waste disposal at landfills and other waste disposal facilities generally within Los Angeles County. However construction would only be temporary and debris disposal would cease once the construction phase is completed. Operation of the proposed Project would not result in an increase in solid waste generation as the proposed Project would not expand the District’s total student capacity or increase student enrollment. The District contracts with private waste haulers to dispose of solid waste generated on school campuses.
Thus, impacts related to public services would be less than significant.
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2016 California Gas Report, prepared by the California Gas and Electric Utilities, Table 1-SCG, website, https://www.socalgas.com/regulatory/documents/cgr/2016-cgr.pdf,
ASM Affiliates, Historic Resource Evaluation Report for Highlander Elementary School, Los Angeles, June 2016.
California Energy Commission. 2008 Building Energy Efficiency Standards. Available at: http://www.energy.ca.gov/2008publications/CEC-400-2008-001/CEC-400-2008-001-CMF.PDF
California Energy Commission, California Annual Retail Fuel Outlet Report Results (CEC-A15) Spreadsheets, http://www.energy.ca.gov/almanac/transportation_data/gasoline/2015_A15_Results.xlsx,
California Energy Commission, California Gasoline Data, Facts, and Statistics. http://www.boe.ca.gov/sptaxprog/reports/MVF_10_Year_Report.pdf,
California Energy Commission, Diesel Fuel Data, Facts, and Statistics, http://www.boe.ca.gov/sptaxprog/reports/Diesel_10_Year_Report.pdf
California Energy Commission, Energy Almanac, Overview of Natural Gas in California, Natural Gas Supply. http://energyalmanac.ca.gov/naturalgas/overview.html
California Office of Environmental Health Hazard Assessment. Health Effects of Diesel Exhaust. www. http://oehha.ca.gov/public_info/facts/dieselfacts.html
CARB, Diesel and Health Research, www.arb.ca.gov/research/diesel/diesel-health.htm, accessed October 17, 2016.
CARB, Fact Sheet March 2008, Diesel Particulate Matter Health Risk Assessment Study for the West Oakland Community: Preliminary Summary of Results, http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/factsheet0308.pdf,
California Legislative Information, Article 5 Section 53094, Website: http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=GOV§ionNum= 53094, accessed 08/05/2016
California Office of Planning and Research “General Plan Guidelines, Noise Element Guidelines (Appendix C)”, 2003.
Impact Sciences, Inc. 7.0-1 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 7.0 References
Collaborative for High Performance Schools. 2009. California Criteria for High Performance Schools Best Practices Manual. Volume III. 2009 Edition. Available at: http://www.chps.net/manual/index.htm
DKA Planning, Noise Study for the Hale Charter Academy Project, 2017.
Dry Creek Citizens Coalition v. County of Tulare (1999) 70 Cal.App.4th 20, 26
Federal Highway Administration, Highway Noise Fundamentals, (1980).
Federal Transit Administration, Transit Noise and Vibration Impact Assessment, May 2006.
Highway Capacity Manual, Special Report 209, Transportation Research Board, Washington D.C., 2000 and Interim
KOA Corporation, Traffic Impact report – LAUSD Hale Charter Academy, March 2017.
LAUSD. 28 October 2003. Los Angeles City Board of Education Resolution, Sustainability and the Design and Construction of High Performance Schools. Los Angeles, CA. Available at: http://www.laschools.org/documents/download/sustainability%2Fhealthy_schools%2FBoard_Re solution_on_CHPS.pdf
LAUSD, Board of Education Report, #Rep-276-15/16
LAUSD, Design Standards Department. October 2016. “School Design Guide: Los Angeles Unified School District.” Available at: http://www.laschools.org/new-site/asset- management/schooldesign- guide
LAUSD. George Ellery Hale Charter Academy - Charter Renewal Petition. Submitted on February 18, 2016. Available at: https://1.cdn.edl.io/t3UMdAYmVogTxzYuzioR4xlpKtau5fzHuVWjIYiOH4bElPns.pdf.
LAUSD. Key OEHS Programs. Available at: http://achieve.lausd.net/Page/3495
LAUSD OEHS, “Demolition of Highlander Elementary School and Oso Elementary School Notice of Exemption,” filed May 31, 2016. http://achieve.lausd.net/ceqa
LAUSD OEHS “School Upgrade Program Final Environmental Impact Report,” http://achieve.lausd.net/ceqa, Adopted by the Board of Education on November 10, 2015.
Impact Sciences, Inc. 7.0-2 Hale Charter Academy at Highlander Draft EIR 695.017 July 2017 7.0 References
Los Angeles Department of Water and Power, About Us, Facts and Figures, https://www.ladwp.com/ladwp/faces/ladwp/aboutus/a-power/a-p-factandfigures?_adf.ctrl- state=u7dyxnv3j_21&_afrLoop=190142587384271
SCAG Regional Comprehensive Plan and Guide, 1996
SCAQMD, Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Emissions, December 2002.
State CEQA Guidelines Section 15126.6(b)
State CEQA Guidelines section 15126.6(d)
State CEQA Guidelines Section 15126.6(f))
State of California, State CEQA Guidelines, as amended, Section 15002(a) of the California Code of Regulations, Title 14, Chapter 3
South Coast Air Quality Management District, 2012 Air Quality Management Plan, 2012.
South Coast Air Quality Management District, 2012 Lead State Implementation Plan, 2012.
T. M. Barry and J. A. Reagan, FHWA Highway Traffic Noise Prediction Model, (1978) 33.
Traffic Control Report, West Valley #39319 Highlander Road & Valley Circle Boulevard.
US EPA, Final Revisions to the Primary National Ambient Air Quality Standard for NO2 General Overview, Office of Air and Radiation Office of Air Quality Planning and Standards, pgs. 11-12, https://www3.epa.gov/ttn/naaqs/standards/nox/fr/20100209.pdf,
Wayne County Airport Authority. Background information on noise & its measurement, 2009
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8.0 LIST OF PREPARERS
LIST OF PREPARERS
Impact Sciences, Inc., has prepared this environmental document while under contract to Los Angeles Unified School District (LAUSD). Persons directly involved in the review and preparation of this report include:
Impact Sciences, Inc. – EIR Preparation
Jessica Kirchner Flores, AICP – Principal
Alex Lee – Staff Planner
Brandon Whalen – Staff Planner
Jared Jerome – Technical Specialist
Van Hoang – Publications Manager
Los Angeles Unified School District
Gwenn Godek – Senior Planning Advisor
Edward Paek, AICP – CEQA Project Manager
DKA Planning – Air Quality & Noise
Doug Kim, AICP - Principal
KOA Corporation – Traffic
Brian Marchetti, AICP, VP/Senior Transportation Planner
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