SANTA MONICA AIRPORT PARK DRAFT ENVIRONMENTAL IMPACT REPORT

(State Clearinghouse No. 2001081096)

Prepared for:

CITY OF SANTA MONICA Department of Community and Cultural Services 1685 Main Street, Room 210 Santa Monica, CA 90401 Contact: Karen Ginsberg

Prepared under City direction by:

CULBERTSON, ADAMS & ASSOCIATES, INC. 85 Argonaut, Suite 220 Aliso Viejo, CA 92656-4105

Volume I

July 2002

Table of Contents

1.0 Executive Summary...... 1-1 1.1 Project Description Summary...... 1-1 1.2 Summary of Impacts, Mitigation Measures, and Unavoidable Adverse Impacts...... 1-2 1.3 Project Alternatives...... 1-10 1.4 Areas of Controversy/Issues to Be Resolved...... 1-10 1.5 Issues Raised by Agencies and the Public ...... 1-11 1.6 Organizations Affiliated with the Project ...... 1-11 1.7 Incorporation by Reference...... 1-13 1.8 Impacts Found Not To Be Significant ...... 1-13 1.9 Agencies Expected to Use This EIR...... 1-14

2.0 Introduction and Purpose ...... 2-1 2.1 Environmental Overview...... 2-1 2.2 Statutory Authority ...... 2-2 2.3 EIR Scope ...... 2-2

3.0 Project Description...... 3-1 3.1 Project Characteristics ...... 3-1 3.2 Project Site History...... 3-5 3.3 Project Location...... 3-5 3.4 Project Objectives...... 3-10 3.5 Required Permits and Approvals ...... 3-11 3.6 Project Timing ...... 3-11

4.0 Project Setting...... 4-1 4.1 Existing Site Conditions ...... 4-1 4.2 Surrounding Land Uses ...... 4-3 4.3 Cumulative Impacts ...... 4-5

5.0 Environmental Analysis...... 5-1 5.1 Geology and Soils...... 5-3 5.1.1 Existing Conditions...... 5-3 5.1.2 Thresholds of Significance ...... 5-12 5.1.3 Project Impacts ...... 5-13 5.1.4 Mitigation Measures ...... 5-16 5.1.5 Cumulative Impacts ...... 5-16 5.1.6 Unavoidable Adverse Impacts...... 5-16 5.2 Air Quality ...... 5-17 5.2.1 Existing Conditions...... 5-17 5.2.2 Thresholds of Significance ...... 5-22 5.2.3 Project Impacts ...... 5-25 5.2.4 Mitigation Measures ...... 5-35 5.2.5 Cumulative Impacts ...... 5-35 5.2.6 Unavoidable Adverse Impacts...... 5-35 5.3 Hydrology and Water Quality...... 5-37 5.3.1 Existing Conditions...... 5-37 5.3.2 Threshold of Significance...... 5-38

Santa Monica Airport Park EIR i rev. July 2002 5.3.3 Project Impacts ...... 5-38 5.3.4 Mitigation Measures ...... 5-41 5.3.5 Cumulative Impacts ...... 5-41 5.3.6 Unavoidable Adverse Impacts...... 5-42 5.4 Noise 5-43 5.4.1 Existing Conditions...... 5-48 5.4.2 Thresholds of Significance ...... 5-51 5.4.3 Project Impacts ...... 5-52 5.4.4 Mitigation Measures ...... 5-60 5.4.5 Cumulative Impacts ...... 5-61 5.4.6 Unavoidable Adverse Impacts...... 5-61 5.5 Hazards and Hazardous Materials ...... 5-63 5.5.1 Existing Conditions...... 5-63 5.5.2 Thresholds of Significance ...... 5-66 5.5.3 Project Impacts ...... 5-66 5.5.4 Mitigation Measures ...... 5-70 5.5.5 Cumulative Impacts ...... 5-71 5.5.6 Unavoidable Adverse Impacts...... 5-71 5.6 Land Use and Planning...... 5-72 5.6.1 Existing Conditions...... 5-72 5.6.2 Thresholds of Significance ...... 5-78 5.6.3 Project Impacts ...... 5-80 5.6.4 Mitigation Measures ...... 5-84 5.6.5 Cumulative Impacts ...... 5-85 5.6.6 Unavoidable Adverse Impacts...... 5-85 5.7 Transportation/Traffic...... 5-86 5.7.1 Existing Conditions...... 5-88 5.7.2 Thresholds of Significance ...... 5-94 5.7.3 Project Impacts ...... 5-97 5.7.4 Mitigation Measures ...... 5-109 5.7.5 Cumulative Impacts ...... 5-109 5.7.6 Unavoidable Adverse Impacts...... 5-110 5.8 Utilities and Service Systems...... 5-112 5.8.1 Existing Conditions...... 5-112 5.8.2 Thresholds of Significance ...... 5-114 5.8.3 Project Impacts ...... 5-114 5.8.4 Mitigation Measures ...... 5-116 5.8.5 Cumulative Impacts ...... 5-117 5.8.6 Unavoidable Adverse Impacts...... 5-117 5.9 Public Services...... 5-118 5.9.1 Existing Conditions...... 5-118 5.9.2 Thresholds of Significance ...... 5-121 5.9.3 Project Impacts ...... 5-121 5.9.4 Mitigation Measures ...... 5-122 5.9.5 Cumulative Impacts ...... 5-122 5.9.6 Unavoidable Adverse Impacts...... 5-122 5.10 Recreation ...... 5-123 5.10.1 Existing Conditions...... 5-123 5.10.2 Thresholds of Significance ...... 5-126 5.10.3 Project Impacts ...... 5-126 5.10.4 Mitigation Measures ...... 5-128

Santa Monica Airport Park EIR ii rev. July 2002 5.10.5 Cumulative Impacts ...... 5-128 5.10.6 Unavoidable Adverse Impacts...... 5-128 5.11 Cultural Resources...... 5-129 5.11.1 Existing Conditions...... 5-129 5.11.2 Thresholds of Significance ...... 5-130 5.11.3 Project Impacts ...... 5-131 5.11.4 Mitigation Measures ...... 5-132 5.11.5 Cumulative Impacts ...... 5-132 5.11.6 Unavoidable Adverse Impacts...... 5-132 5.12 Aesthetics...... 5-133 5.12.1 Existing Conditions...... 5-133 5.12.2 Thresholds of Significance ...... 5-137 5.12.3 Project Impacts ...... 5-137 5.12.4 Mitigation Measures ...... 5-141 5.12.5 Cumulative Impacts ...... 5-143 5.12.6 Unavoidable Adverse Impacts...... 5-143 5.13 Construction Effects ...... 5-144 5.13.1 Existing Conditions...... 5-144 5.13.2 Thresholds of Significance ...... 5-145 5.13.3 Project Impacts ...... 5-146 5.13.4 Mitigation Measures ...... 5-149 5.13.5 Cumulative Impacts ...... 5-151 5.13.6 Unavoidable Adverse Impacts...... 5-151 5.14 Neighborhood Effects...... 5-152 5.14.1 Existing Conditions...... 5-152 5.14.2 Thresholds of Significance ...... 5-152 5.14.3 Project Impacts ...... 5-152 5.14.4 Mitigation Measures ...... 5-156 5.14.5 Cumulative Impacts ...... 5-156 5.14.6 Unavoidable Adverse Impacts...... 5-157

6.0 Discussion of Long-Term Implications ...... 6-1 6.1 Growth Inducing Impacts ...... 6-1 6.2 Summary of Cumulative Impacts ...... 6-2 6.3 Significant Irreversible Environmental Changes ...... 6-2 6.4 Unavoidable Adverse Impacts ...... 6-3

7.0 Alternatives...... 7-1 7.1 Introduction...... 7-1 7.1.1 Selection Rationale for Potentially Feasible Project Alternatives ...... 7-1 7.1.2 Analysis of Alternatives...... 7-2 7.2 Alternative 1: No Project ...... 7-5 7.2.1 Description of the “No Project” Alternative...... 7-5 7.2.2 Impacts of the “No Project” Alternative...... 7-5 7.2.3 Conclusions...... 7-10 7.3 Alternative 2: “Extension of Park Facilities through Elimination of the Proposed Off-Leash Area (OLA) Dog Park”...... 7-12 7.3.1 Description of the Alternative...... 7-12 7.3.2 Impacts of the Alternative...... 7-12 7.3.3 Conclusions...... 7-19

Santa Monica Airport Park EIR iii rev. July 2002 7.4 Alternative 3: “Elimination of Field Lighting Structure and Limit Night Use of Santa Monica Airport Park” Alternative...... 7-21 7.4.1 Description of Alternative ...... 7-21 7.4.2 Impacts of the Alternative...... 7-21 7.4.3 Conclusions...... 7-27 7.5 Alternatives Found to be Infeasible ...... 7-29 7.5.1 Alternative Site ...... 7-29 7.5.2 Conclusion ...... 7-29 7.6 Environmentally Superior Alternative...... 7-31

8.0 References...... 8-1 8.1 Organizations and Persons Consulted...... 8-1 8.2 Reference Materials ...... 8-2

Santa Monica Airport Park EIR iv rev. July 2002 List of Exhibits

Exhibit 3.1-1 – Proposed Site Plan ...... 3-2 Exhibit 3.1-2 – Proposed Streetscape Improvement Plan – Figure A...... 3-3 Exhibit 3.1-3 – Proposed Streetscape Improvement Plan – Figure B...... 3-4 Exhibit 3.3-1 - Regional Location Map ...... 3-6 Exhibit 3.3-2 - USGS Map...... 3-7 Exhibit 3.3-3 - Vicinity Map...... 3-8 Exhibit 3.3-4 - Aerial Photograph...... 3-9 Exhibit 4.1-1 - Existing On-Site Land Use...... 4-2 Exhibit 4.2-1 - Surrounding Land Uses ...... 4-4 Exhibit 5.1-1 - Geologic Formations ...... 5-4 Exhibit 5.1-2 – Santa Monica Soils Map ...... 5-7 Exhibit 5.1-3 - Faults ...... 5-10 Exhibit 5.2-1 - CO CALINE4 Modeling Receptor Locations ...... 5-24 Exhibit 5.4-1 - Typical A-Weighted Noise Levels ...... 5-44 Exhibit 5.4-2 – Typical Outdoor Noise Levels...... 5-47 Exhibit 5.4-3 – Noise Measurement Locations...... 5-50 Exhibit 5.4-4 – Construction Equipment Noise Levels ...... 5-54 Exhibit 5.4-5 – Traffic CNEL Contours ...... 5-59 Exhibit 5.4-6 - Aircraft CNEL Noise Contours ...... 5-62 Exhibit 5.5-1 - Off-Leash Area (OLA) Security Gate Design...... 5-69 Exhibit 5.6-1 - Santa Monica Airport Layout Plan...... 5-73 Exhibit 5.6-2 – City of Santa Monica Zoning Designation ...... 5-79 Exhibit 5.6-3 - Santa Monica Airport Aircraft Parking/Storage Count ...... 5-81 Exhibit 5.7-1 – Study Area and Analyzed Intersections...... 5-87 Exhibit 5.7-2 - Existing (1999) Peak Hour Traffic Volumes...... 5-91 Exhibit 5.7-3 - Peak Hour Traffic Volumes – Cumulative Base (2009)...... 5-99 Exhibit 5.7-4 - Peak Hour Traffic Volumes – With Project (2009)...... 5-102 Exhibit 5.7-5 – Proposed Right-Turning Curb Modification...... 5-104 Exhibit 5.7-6 – Proposed Pedestrian Crossing...... 5-106 Exhibit 5.9-1 - Santa Monica Fire and Police Stations ...... 5-119 Exhibit 5.12-1 – Views of Site Looking North...... 5-134 Exhibit 5.12-2 – Views of Site Looking South and East ...... 5-135 Exhibit 5.12-3 – Views of Site Looking West and South...... 5-136 Exhibit 5.12-4 – Conceptual Park Building Design...... 5-142 Exhibit 7.2-1 - No Project Alternative...... 7-7 Exhibit 7.3-1 - Alternative 2: Extension of Park Facilities through Elimination of the Proposed Off-Leash Area (OLA) Dog Park...... 7-13

Santa Monica Airport Park EIR v rev. July 2002 List of Tables

Table 3.1-1 - Project Development Characteristics ...... 3-1 Table 4.3-1 - Cumulative Development Project List (City of Santa Monica, City Planning Division).....4-6 Table 5.1-1 - Santa Monica Soils...... 5-6 Table 5.1-2 - Regional Faults Affecting Santa Monica ...... 5-9 Table 5.2-1 - Air Quality Levels Measured at the West LA/VA Hospital Monitoring Station ...... 5-21 Table 5.2-2 - Federal and State Carbon Monoxide Standards ...... 5-22 Table 5.2-3 - Existing Modeled Carbon Monoxide Concentrations (ppm) ...... 5-23 Table 5.2-4 - SCAQMD Regional Pollutant Emission Thresholds of Significance ...... 5-25 Table 5.2-5 - SCAQMD Local Pollutant Concentration Increase, Thresholds of Significance ...... 5-25 Table 5.2-6 – Estimated Peak Grading/Demolition Emissions – Streetscape Improvements...... 5-27 Table 5.2-7 - Estimated Peak Grading/Demolition Emissions – Park Site...... 5-28 Table 5.2-8 - Total Project Emissions...... 5-29 Table 5.2-9 - Worst Case Projections of 1-Hour Carbon Monoxide Concentrations - Year 2009 ...... 5-31 Table 5.2-10 - Worst Case Projections of 8-hour Carbon Monoxide Concentrations - Year 2009 ...... 5-31 Table 5.4-1 - City Of Santa Monica Noise Ordinance Standards...... 5-48 Table 5.4-2 - Existing Noise Measurements...... 5-51 Table 5.4-3 - Maximum Noise Levels Generated by Parking Lots (dBA at 50 feet) ...... 5-57 Table 5.4-4 - Traffic Noise Levels Impacting Project Site ...... 5-60 Table 5.6-1 – Aircraft Tie-Down/Parking/Storage Count...... 5-82 Table 5.7-1 - Existing Surface Street Characteristics ...... 5-89 Table 5.7-2 - Level of Service Definitions for Signalized Intersections...... 5-90 Table 5.7-3 - Level Of Service Definitions For Stop-Controlled Intersections...... 5-92 Table 5.7-4 - Intersection Level of Service Analysis (Existing Conditions) ...... 5-93 Table 5.7-5 - City of Santa Monica Significant Impact Criteria...... 5-95 Table 5.7-6 - Trip Generation for Related Projects...... 5-98 Table 5.7-7 - Project Trip Generation Estimates ...... 5-100 Table 5.7-8 - Year 2009 Cumulative Base and Cumulative Plus Project Conditions Intersection Level of Service Analysis...... 5-103 Table 5.7-9 - Weekday Neighborhood Traffic Impact Analysis...... 5-105 Table 5.13-1 - SCAQMD Regional Pollutant Emission Thresholds of Significance ...... 5-145 Table 5.13-2 - City Of Santa Monica Noise Ordinance Standards...... 5-146 Table 5.13-3 - Estimated Peak Grading/Demolition Emissions – Park Site...... 5-148 Table 5.14-1 - Total Project Emissions...... 5-153 Table 5.14-2 - Weekday Neighborhood Traffic Impact Analysis...... 5-154 Table 7.3-1 - Alternative 2 Total Emissions...... 7-14 Table 7.3-2 – Intersection Level of Service Analysis – Project Alternatives ...... 7-16 Table 7.3-3 – Neighborhood Traffic Impact Analysis – Project Alternatives ...... 7-18 Table 7.4-1 - Alternative 3 Total Emissions...... 7-22 Table 7.4-2 – Intersection Level of Service Analysis – Project Alternatives ...... 7-24 Table 7.4-3 – Neighborhood Traffic Impact Analysis – Project Alternatives ...... 7-26 Table 7.5-1 - Comparison of Alternatives to the Proposed Project ...... 7-30

Santa Monica Airport Park EIR vi rev. July 2002 Volume II Technical Appendices

Appendix A Initial Study and Neighborhood Impact Statement Appendix B Notice of Preparation (NOP), NOP Comments, Public Scoping Meeting Comments Appendix C Non-Aviation Land Use Feasibility Study Appendix D Traffic Study Appendix E Noise Assessment Appendix F Air Quality Assessment Appendix G Project Design Scheme Public Meeting Comments Appendix H Musco Lighting Analysis

Due to the extensive technical and graphic content, the following technical studies are available for review at the City of Santa Monica Planning and Community Development Department, City Planning Division Public Counter.

Appendix I Phase I- Hazardous Materials Soils Investigation Report (April 17, 2000) Appendix J Site Assessment Report (June 17, 2002) Appendix K Additional Site Assessment Report (June 17, 2002) Appendix L Airport Park Program Report (April 3, 2001)

Santa Monica Airport Park EIR vii rev. July 2002 1.0 Executive Summary

1.1 Project Description Summary

The Santa Monica Airport Park Project consists of the development of an 8.3-acre public park within the Santa Monica Municipal Airport property. Located on the northwest corner of Airport Avenue and Bundy Drive in the City of Santa Monica, California, the project site is situated in the Santa Monica Municipal Airport boundary, along the southeasternmost portion of the City owned property. The project site is designated as non-aviation “residual land” and the development of open space and public park use is permitted under the Airport Master Plan and the Airport Layout Plan. In addition to development of the park, off-site improvements are proposed that include streetscape improvements along the length of Airport Avenue, from Bundy Drive to 23rd Street. The name of the street (Bundy Drive) changes at National Boulevard to Centinela Avenue. For purposes of this EIR, the document refers to the road as “Bundy Drive.” The development of the Santa Monica Airport Park Project will provide additional recreational opportunities and open space that are in great demand by the City and its residents. The project will replace the existing Santa Monica College Shuttle parking lot and an automotive storage parking lot, and will relocate a portion of the mid-level aircraft tie-down area.

The existing 8.3-acre parcel is divided into three distinct land use areas. The first portion of the project site is situated on the northeast corner of Airport Avenue and Douglas Loop South. The 2.6-acre asphalt paved parking lot is currently leased by Santa Monica College as the designated Shuttle Parking Lot A (3301 Airport Avenue). East of the shuttle parking lot is 2.6 acres of unpaved area that is leased by local automotive dealerships that use the dirt lot for short-term and long-term storage of new vehicles (3401 Airport Avenue). Directly to the north of the Santa Monica College Shuttle Parking Lot A is a 2.3-acre mid-level aircraft tie-down area. 22 existing aircraft tie-down spaces in this area will be relocated to other areas of the airport as further described in Section 5.6 - Land Use and Planning.

The schematic design plan for the park consists of two lighted sports fields, a picnic area, a children’s playground area, a 0.88-acre off-leash area for dogs, a walking/jogging path that encompasses the park, and a 1,640-square-foot restroom/storage building, with the remaining parkland consisting of open space landscaped areas (Exhibit 3.1-1).

A total of 116 on-site parking spaces located in two separate parking lots are proposed. Parking Lot A is situated along Airport Avenue with a total of 58 designated parking spaces. Parking Lot B is situated along Donald Douglas Loop South with 58 parking spaces.

In addition to the park project, streetscape improvements along Airport Avenue are proposed. The improvements will extend 4,500 feet along the entire length of Airport Avenue from Bundy Drive to 23rd Street/Walgrove Avenue. These improvements include the introduction of a pedestrian pathway/sidewalk for the entire length of Airport Avenue, pedestrian level lighting, replacement of existing trees, and substantial landscape improvements along Airport Avenue and Donald Douglas Loop South. Landscaped planting areas will be interspersed along Airport Avenue and painted crosswalks will be provided at key intersections. The streetscape improvement plans also include aesthetics and physical enhancements of the Donald Douglas Loop South and Airport Avenue

Santa Monica Airport Park EIR 1-1 rev. July 2002 intersection to provide a visual cue to the entrance to proposed Airport Park and to the existing Airport Administration Building.

As part of the streetscape improvement plan, the proposed pedestrian access improvements along Airport Avenue is anticipated to eliminate approximately 119 existing marked parking stalls. Preliminary pedestrian improvement plans depict approximately 29 parking spaces along the north side of Airport Avenue and 90 spaces along the south side of the street. The limits of these impacts would be between 3011 Airport Avenue and 3300 Airport Avenue. Parking analysis conducted by Katz, Okitsu & Associates has determined that the 119 eliminated spaces could be recovered through restriping of existing parking lots, the use of the under-utilized parking lot at BAE facility and the development of a new parking lot around the 3200 Airport Avenue building property. A thorough parking analysis is provided in Section 5.7 of this EIR.

Curb modification to the northwest corner of Bundy Drive and Airport Avenue is also proposed as part of this project to provide a more efficient turning radius to allow buses and large vehicles to maneuver safely and efficiently from the southbound lane of Bundy Drive into the westbound lane of Airport Avenue without impeding onto the eastbound lane of Airport Avenue. A controlled pedestrian crossing with in-pavement flashers at 23rd Street south of Navy Street would also be incorporated as part of this project to enhance the pedestrian friendly access to the project site.

As analyzed in greater detail in Section 5.6 - Land Use and Planning of this EIR, several discretionary project approvals must be secured by the City of Santa Monica in order to implement the proposed Santa Monica Airport Park Project, including:

1. Certification of Final Environmental Impact Report (Final EIR).

2. FAR Part 77 Clearance Permit: Federal Aviation Regulation (FAR) establishes standards for determining obstructions that have the potential to cause substantial adverse effect on air navigation. The six proposed 70-foot-high lighting structures encompassing the sports field area will require permit approval.

3. Architectural Review Board approval.

A copy of the project information and this Environmental Impact Report will be submitted to the Los Angeles County Airport Land Use Commission (ALUC) for review in accordance with Public Utilities Code (PUC) §21676. Copies of the Draft EIR will be available for review at the City of Santa Monica Planning and Community Development Department, at the main public library, and at the Airport Administration Building, Resource Management Division.

1.2 Summary of Impacts, Mitigation Measures, and Unavoidable Adverse Impacts

The following table summarizes the potential project impacts and proposed mitigation measures associated with the development of the Santa Monica Airport Park Project. The table also identifies the residual impacts that remain significant after implementation of the proposed mitigation measures.

Santa Monica Airport Park EIR 1-2 rev. July 2002 Summary of Impacts, Mitigation Measures, and Unavoidable Adverse Impacts

Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts GEOLOGY AND SOILS Development of the project would not No mitigation measures required. There are no unavoidable adverse result in major impacts to geology and impacts related to geology and soils. soils associated with the project. During grading of the project site, GS-1 Prior to the commencement of grading, all grading procedures, including soil With the implementation of the stockpile storage and disruption to soil excavation and compaction, the placement of backfill, and temporary proposed mitigation measures, the surfaces could potentially result in excavation, shall comply with the Grading and Excavation Code as adopted proposed project would not result erosion and runoff of grading sedimen- by the City of Santa Monica standards. in an unavoidable adverse impact tation and pollutant discharge. GS-2 Prior to the commencement of grading, an erosion control plan shall be to Geology and Soils. prepared by the applicant for approval by the City of Santa Monica. The erosion control plan shall outline the methods that shall be implemented to reduce erosion impacts that result during the grading activities on-site. AIR QUALITY Air quality impacts are evaluated as There are no significant impacts requiring mitigation. There are no unavoidable adverse short-term construction or grading air quality impacts associated with impacts and long-term operational the project. impacts. HYDROLOGY WATER QUALITY Water quality impacts during WQ-1 Prior to the issuance of a grading permit, the City shall obtain a NPDES statewide There are no unavoidable adverse construction can be mitigated with General Construction Activity Stormwater permit regulated by the State Water water quality impacts associated adherence to RWQCB standards Resources Control Board. with the project. NOISE Potential noise impacts are commonly N-1 Construction and demolition/grading activities shall comply with the hour There are no unavoidable adverse divided into two groups; temporary and limitations presented in the Santa Monica Noise Ordinance. Specifically, noise impacts associated with the long term. Temporary impacts are construction and demolition are prohibited: project. usually associated with noise generated • Before 8:00 a.m. and after 6:00 p.m. Monday through Friday; by construction activities. • Before 9:00 a.m. or after 5:00 p.m. on Saturday; • All day on Sunday; • All Day on New Years Day, Memorial Day, Independence Day, Labor Day, Veterans Day, Thanksgiving Day, and Christmas Day.

Santa Monica Airport Park EIR 1-3 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts Per the Noise Ordinance, use of any construction equipment that would exceed 90 dBA at a distance of 50 feet would be limited to the hours between 10:00 a.m. and 3:00 p.m. Note that this only applies to construction equipment and not grading or demolition equipment. N-2 Prior to the issuance of the Notice to Proceed for the streetscape improvement, the City shall prepare a construction noise reduction plan that may include the use of specialized equipment and temporary noise screens for streetscape construction in close proximity to residences to ensure that noise levels do not exceed 90 dBA at the residences located within 160 feet from the streetscape work. HAZARDS AND HAZARDOUS MATERIALS The proposed project would not contain Prior to the issuance of the Notice to Proceed, the City’s construction plan shall include With implementation of the the use or storage of hazards or measures to: proposed mitigation measures, the hazardous materials. Contaminated H-1 Excavate and remove arsenic-impacted shallow soil on the project site and proposed project would not result soils were identified on-site. dispose of at an appropriate disposal facility before the site is further developed. in any unavoidable adverse impacts The affected soil should be excavated from sampling location 430/90 to a depth associated with hazards and of 5 feet bgs within the lateral extent of impacted soil described in Figure 3 of hazardous materials. the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR). H-2 Excavate and remove chromium VI-impacted soil on the project site and dispose of at an appropriate disposal facility before the site is further developed. The affected soil should be excavated from sampling locations 745/35, 880/35 and 1015/35 to a depth of 10 feet bgs within the lateral extent of impacted soil described in Figure 4 of the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR). H-3 Excavate and remove the TPH-impacted soil on the project site before the site is further developed. The affected soil should be excavated from sampling locations 745/35, 745/125, 1015/35 and 1015/125 to a depth of 10 feet bgs within the lateral extent of impacted soil described in Figure 4 of the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR).

Santa Monica Airport Park EIR 1-4 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts LAND USE AND PLANNING Project approvals would bring about LU-1 Prior to commencement of construction, the 22 existing tie down spaces currently No unavoidable adverse impacts project consistency and compliance located within the mid-level tie down area shall be relocated in accordance with related to Land Use would result with applicable policy, planning and Exhibit 5.6-3. from project development. regulatory requirements. LU-2 Prior to commencement of construction, the project shall submit to the Federal Aviation Administration (FAA) for review and approval a Federal Aviation Regulation (FAR) Part 77 Obstruction Clearance Permit for the proposed six 70-foot high field lighting structures. TRANSPORTATION/TRAFFIC The proposed project could result in T-1 23rd Street & Ocean Park Boulevard - No feasible physical or operational The intersections analyzed would significant traffic impacts to 2 of the 13 mitigation measure has been identified for this location. Restriping 23rd Street to have unavoidable adverse impacts analyzed intersections. provide a short exclusive left-turn pocket on the southbound approach would from the project development. mitigate the project impact, resulting in a slight V/C improvement (a V/C of 1.515 at LOS F in the AM peak hour and V/C of 1.717 at LOS F in the PM peak hour). Implementation of such an improvement at this location was previously determined by the City of Santa Monica upon certification of the Final EIR for the Santa Monica College Parking Structure B Replacement Project to be infeasible. Resolution No. 9581 adopted by the Santa Monica City Council on September 19, 2000, upon certification of the SMC Parking Structure B Replacement Project Final EIR, found that the mitigation measure would be contrary to established City practices to calm traffic on 23rd Street, a residential street, and increased delay would be a preferable impact to increases of speed and traffic flow that could be caused by the mitigation measure. T-2 23rd Street & Dewey Street - No feasible physical or operational mitigation measure has been identified for this intersection. Installation of a traffic signal would be the only effective means to reduce delay for the eastbound stop- controlled movements on Dewey Street. However, installation of a signal would substantially increase delays for the very heavy north-south through movements at the intersection, which are currently uncontrolled and free-flowing, with the end result that a poor level of service would continue to be projected with signalization and yet delays would be experienced by a much greater number of vehicles at the intersection. In addition, the installation of a traffic signal could lead to the diversion of through traffic into the residential neighborhood to the west.

Santa Monica Airport Park EIR 1-5 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts UTILITIES AND SERVICE SYSTEMS Impacts to utilities and service systems No mitigation measures are required. The proposed project would not are within the capacity of service result in unavoidable adverse providers. impacts. PUBLIC SERVICES No impacts to public services are No mitigation measures are required. With the implementation of the anticipated from the project. proposed mitigation measures, the proposed project would not result in an unavoidable adverse impact to Public Services. RECREATION Development of the Santa Monica No mitigation measures are required. No unavoidable adverse impacts Airport Park would assist in creating related to recreation would result new open space and recreational from project development. opportunities for City of Santa. CULTURAL RESOURCES No significant cultural resources were No unavoidable adverse impacts CR-1 Concurrent with the issuance of a grading permit, the designated City Project found on or adjacent to the project site. related to cultural resources would Manager shall conduct and monitor rough grading activities at the project site to However, it is recommended monitor- result from project development guard against inadvertent impacts to significant cultural resources. If in the ing be conducted during rough grading course of grading, archaeological, paleontological, and/or historic resources are to guard against inadvertent impacts to encountered, a City-designated qualified archaeologist should determine the significant cultural resources. significance of the finds, then develop and carry out a plan of mitigation, as appropriate. AESTHETICS The project would comply with scenic A-1 Prior to the approval of the streetscape improvement plan along Airport Avenue Implementation of mitigation and visual quality objectives, goals, and in which mature trees would be removed, an inventory of existing mature trees measures pertaining to aesthetics policies for development in the Santa within the affected area shall be prepared. A tree replacement plan shall be and light/glare impacts analyzed in Monica Open Space Element of the submitted to the City’s Community Forrester for review and approval. Section 5.12 of this EIR would General Plan. No scenic highways A-2 Exterior building surfaces shall be designed to minimize reflective light and reduce potentially significant would be affected by project glare emitted from the project site. aesthetic impacts to a level of development. A-3 Field lighting shall be designed to minimize visibility of light source and glare insignificance. impacts by directing lighting toward the sports field area and not illuminating

Santa Monica Airport Park EIR 1-6 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts areas outside the project boundaries or visually impacting the orientation of a pilot’s landing approach. Prior to commencement of construction, exterior building, landscape, pathway, and parking lighting shall be designed to shed light pools on the project site to satisfy safety requirements. This lighting shall be shielded and directed downward to minimize light and glare impacts. A-4 Prior to commencement of construction, the project applicant shall apply for and comply with the Federal Aviation Regulation (FAR) Part 77 obstruction clearance permit for the six 70-foot field lighting structures proposed on-site.

CONSTRUCTION EFFECTS Impacts are anticipated in the following CE-1 Prior to the issuance of a grading permit and a Notice to Proceed, the City shall Implementation of the impact categories: prepare and implement a Construction Impact Mitigation Plan, which includes recommended mitigation measures the plan for traffic management during construction. At a minimum, this plan would reduce construction impacts - Traffic/circulation and parking shall include the following: on traffic, air quality, and noise to - Air quality 1. A public information program to advise motorists of impending construction less than significant levels with no - Noise activities (e.g., media coverage, portable message signs, and information unavoidable adverse impacts. - Aesthetics signs at the construction site). 2. Evidence of notification of the City Engineer and all other affected agencies for any construction detours or construction work requiring encroachment into public rights-of-way, or any other street use activity (e.g., haul routes). 3. Evidence of notification of construction schedules to all affected agencies (e.g., Police Department, Fire Department, Department of Environmental and Public Works Management, Department of Planning and Community Development, and transit agencies). 4. A traffic control plan for impacted streets surrounding the project area approved by the City Traffic Engineer, which includes specific information regarding the project’s construction and activities that may disrupt normal traffic flow. 5. Measures to ensure the prohibition of dirt and demolition material hauling and construction material delivery during the morning and afternoon peak traffic periods and cleaning of streets and equipment as necessary to remove construction debris. 6. Scheduling and expediting of work to cause the least amount of disruption and interference to the adjacent vehicular and pedestrian traffic flow. All weekday daytime work on City streets performed between the hours of 9:00 a.m. and 3:00 p.m.

Santa Monica Airport Park EIR 1-7 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts 7. Locating heavy construction vehicles and equipments on-site. Truck queuing on project area roadways shall be prohibited. 8. Providing all necessary off-site parking for construction workers to avoid impacts on parking in surrounding commercial and residential areas. 9. A storage plan showing where construction material and equipment will be located and screened to the extent feasible. Throughout project construction, the city’s contractor shall comply with the following mitigation measures to minimize air quality impacts associated with the proposed project: CE-2 During clearing, grading, earth moving, excavation, or transportation of cut or fill materials, water trucks or sprinkler systems shall be used to prevent dust from leaving the site and to create a crust (to minimize fugitive dust) after each day's activities cease. Provisions shall be made prior to and during watering to prevent runoff from leaving the site. CE-3 During clearing, grading, earth moving, excavation, or transportation of cut or fill materials streets and sidewalks within 150 feet of the site perimeter shall be swept and cleaned a minimum of twice weekly. CE-4 During construction, water trucks or sprinkler systems shall be used to keep all areas of vehicle movement damp enough to prevent dust from leaving the site. At a minimum, this would include wetting down such areas between 9:00 a.m. and 12:00 noon, after work is completed for the day and whenever wind speed exceeds 15 miles per hour. CE-5 Soil stockpiled for more than two days shall be covered, kept moist, or treated with soil binders to prevent dust generation. CE-6 Construction equipment must be maintained in tune per manufacturer's specifications. CE-7 Catalytic converters shall be installed on all applicable construction equipments and vehicles to the extent feasible. CE-8 NOX emissions during construction shall be reduced by limiting the operation of heavy-duty construction equipment to no more than 5 pieces of equipment at any one time. CE-9 Equipment shall be equipped with 2- to 4-degree engine timing retard or pre- combustion chamber engines. CE-10 Diesel powered equipment such as booster pumps or generators should be replaced by electric equipment, if feasible. CE-11 Construction and grading activities shall comply with the City of Santa Monica Noise Ordinance. Noise levels generated by construction and grading activities

Santa Monica Airport Park EIR 1-8 rev. July 2002 Description of Unavoidable Adverse Project-Related Impact Mitigation Measure Impacts which exceeds the City’s threshold shall be limited to between the hours of 10:00 a.m. and 3:00 p.m. CE-12 All diesel equipment shall be operated with closed engine doors and shall be equipped with factory-recommended mufflers. CE-13 Prior to the issuance of a Notice to Proceed, the project applicant shall comply with provisions established in the City of Santa Monica construction waste reduction ordinance. The project applicant shall prepare and submit a project demolition and grading plan for review and approval by the City. NEIGHBORHOOD EFFECTS Potential impacts are anticipated in the Air Quality Implementation of the following areas: No additional mitigation measures are required beyond those listed in Section 5.13 - recommended mitigation measures Construction Effects would reduce Neighborhood - Noise Effects in air quality and noise to - Traffic/Circulation Noise below a level of significance. - Parking No additional mitigation measures are required beyond those listed in Section 5.4 – Significant, unavoidable Noise. neighborhood traffic impacts would remain. Traffic/Circulation Under the City of Santa Monica neighborhood impact criteria, significant impacts remain at 23rd Street north of Airport Avenue and Walgrove south of Airport Avenue. There are no mitigation measures deemed feasible at this time that could reduce the level of impact to less than significant at these street segments. The adoption of a Statement of Overriding Consideration will be required.

Aesthetics No additional mitigation measures are analyzed beyond those required in the mitigation measures recommended in Section 5.12 - Aesthetics

Santa Monica Airport Park EIR 1-9 rev. July 2002 1.3 Project Alternatives

Project alternatives, presented in Chapter 7.0 of this EIR, have been prepared to compare the proposed project with four alternative scenarios and project objectives (see Section 3.4 –Project Objectives). Table 7.5-1 on page 7-30 provides a comparison of environmental issues of alternatives to the proposed project. Following is a brief description of the project alternatives:

• Alternative 1 – No Project: This alternative, which is mandated by the CEQA Guidelines, assumes no development of the project area, open space, or recreational facilities proposed on-site. The existing project site at the northwesterly corner of Bundy Drive and Airport Avenue would remain as a parking lot for Santa Monica College shuttle parking for the time being, a new car storage area, and the Santa Monica Airport tie-down area.

• Alternative 2 – Extension of Park Facilities through elimination of the Off-Leash Area (OLA): This alternative consists of eliminating the Off-Leash Area (OLA) dog park and extending proposed park facilities for larger or additional soccer fields, tennis courts, and/or skate park.

• Alternative 3 – Eliminate Field Lighting and limit night use of the Park: This alternative consists of the elimination of six 70-foot-high field lighting pole structures, resulting in limited night use of the proposed park.

• Alternative 4 –Alternative Site: No feasible alternative site has been identified within the City of Santa Monica that would result in the avoidance or substantial lessening of significant impacts compared to the proposed project site.

1.4 Areas of Controversy/Issues to Be Resolved

Sections 15123(b)(2) and (3) of the CEQA Guidelines require that an EIR identify areas of controversy known to the Lead Agency at the time of preparation of the EIR. Areas of potential public controversy and issues to be resolved that have been called to the attention of the City during the Initial Study process and scoping meeting for the proposed Santa Monica Airport Park Project are noted below.

• Land use compatibility concerns between airport operations and the proposed park use. • Balance of the recreational demands between the proposed Off-Leash Area (OLA) and additional open space, sports fields, and park facilities. • Noise impacts of airport operations on park patrons. • Air quality impacts/nuisance of airport operations on park patrons. • Potential impacts of overflow parking spillover effect onto adjacent parking lots by park patrons. • Short-term construction impacts on surrounding land uses along Airport Avenue. • Air quality impacts/nuisance generated by the Off-Leash Area (OLA).

Santa Monica Airport Park EIR 1-10 rev. July 2002 • Potential significant aesthetics impacts associated with light and glare on aircraft operations (landing approaches) and spillover effects on surrounding land uses from the six proposed 70-foot high lighting structures. • Safety concerns regarding adequate pedestrian access along Airport Avenue. • Safety concerns in reference to the possibility of dogs becoming loose from the dog park and gaining access to the adjacent airport runway, aircraft tie-down areas, and/or public streets.

1.5 Issues Raised by Agencies and the Public

Pursuant to §15063 and §15082 of the CEQA Guidelines, the City of Santa Monica prepared an Initial Study (IS 99-008) for the project, and a Notice of Preparation (NOP) for an EIR was distributed for a 30-day public review period to local Responsible and Trustee Agencies, the State Clearinghouse, involved local groups, and members of the general public for review and comments from September 13, 2000 through October 13, 2000. The objective of distributing the NOP was to identify and determine the full range and scope of environmental issues of concern on the proposed project so that these issues can be examined and addressed in this EIR.

The Santa Monica Airport Park Project public scoping meeting was conducted by the lead agency (Department of Community and Cultural Services) and the City appointed environmental consultant (Culbertson, Adams & Associates) and was held on October 5, 2000 at the Ocean Park Library at 2601 Main Street in the City of Santa Monica. A copy of the project Initial Study, Notice of Preparation comments, and summary of the scoping meeting comments are provided in the Technical Appendices of this EIR.

1.6 Organizations Affiliated with the Project

The City of Santa Monica is the Lead Agency for the proposed Santa Monica Airport Park Project. The Department of Community and Cultural Services is the project applicant and the following are project contact persons for the project:

City of Santa Monica:

Department of Community & Cultural Services (310) 458-8310 Karen Ginsberg, Assistant Director 1685 Main Street, Room 210 Santa Monica, CA 90401

Santa Monica Municipal Airport (310) 458-8591 Bob Trimborn, Airport Manager 3223 Donald Douglas Loop South, Suite 3 Santa Monica, CA 90405-3295

Santa Monica Airport Park EIR 1-11 rev. July 2002 Environmental Consultant:

Culbertson, Adams & Associates, Inc. (949) 581-2888 85 Argonaut, Suite 220 Aliso Viejo, CA 92656-4105

M. Andriette Culbertson, President and Principal Elizabeth C. Mahoney, Director of Environmental Planning Kent Lin, Project Manager Shawna L. Draper, Assistant Planner

Other Organizations Affiliated with the project:

Air Quality and Noise Mestre Greve Associates 280 Newport Center Drive, Suite 230 Newport Beach, CA 92660

Aesthetics (Lighting Analysis) Musco Lighting Company 3151 Airway Avenue, Bldg. G-1 Costa Mesa, CA 92626

Geology and Soils/Hazards Komex•H20 Science Inc. 11040 Santa Monica Blvd. Los Angeles, CA 90025

Project Design/Architects Calvin R. Abe Associates 3221 Hutchison Avenue, Suite G Los Angeles, CA 90034

Transportation/Traffic Kaku Associates 1453 Third Street, Suite 400 Santa Monica, CA 90401

Parking/Circulation Katz, Okitsu & Associates 1055 Corporate Center Drive, Suite 300 Monterey Park, CA 91754

Santa Monica Airport Park EIR 1-12 rev. July 2002 1.7 Incorporation by Reference

Certain documents are to be incorporated by reference into this EIR pursuant to CEQA Guidelines §15150. Where a document is incorporated by reference, its pertinent sections would be briefly summarized and referenced in the discussions in this EIR. This EIR incorporates by reference the following documents:

• California Airport Land Use Planning Handbook, 2002 • California Environmental Quality Act (CEQA) Statutes/Guidelines, 2002 • City of Santa Monica General Plan Land Use and Circulation Element • City of Santa Monica General Plan Noise Element • City of Santa Monica General Plan Open Space Element • City of Santa Monica Master Environmental Assessment • City of Santa Monica Non-Aviation Land Use Feasibility Study. 1997 • City of Santa Monica Parks and Recreation Master Plan • City of Santa Monica Draft Urban Water Management Plan, 2000 • City of Santa Monica Zoning Ordinance • Los Angeles County Airport Land Use Plan (ALUP), 1991 • Santa Monica Municipal Airport Master Plan Study • Santa Monica Airport 1984 Agreement

Copies of the documents incorporated by reference listed above are available for public review at the City Hall, Department of Planning & Community Development, located at 1685 Main Street, and at the Santa Monica Airport Administration Building, located at 3223 Donald Douglas Loop South, in the City of Santa Monica.

1.8 Impacts Found Not To Be Significant

Section 15143 of the CEQA Guidelines requires that an EIR focus on the significant effects on the environment. In this regard, those effects dismissed during the Initial Study process need not be analyzed further.

For the proposed Santa Monica Airport Park Project, the Initial Study along with the public scoping meeting process has determined that the following environmental issues do not have any impact to the environment and therefore, will not be analyzed or discussed in this EIR:

Environmental Issues Basis for Dismissal from EIR Discussion 1. Biological Resources The project site is located in a highly urbanized setting with no biological resources found on-site or within the project vicinity. There was and is no history of biological resources recorded on-site. Current site conditions consist of loose gravel/dirt surfaces along with concrete and asphalt parking lots. The proposed project would not have an impact on biological resources.

Santa Monica Airport Park EIR 1-13 rev. July 2002 Environmental Issues Basis for Dismissal from EIR Discussion 2. Shadows A 1,640-sq.ft. park building is proposed on-site. The building design will consist of an office, restroom facilities, and storage. The building will not exceed one story in height, thereby eliminating the potential of shadow impacts that would affect adjacent users and/or property. The proposed project would not have an impact on shadows. Field lighting is proposed and potential glare and spillover impacts are analyzed in the Aesthetics section of this EIR. 3. Population and Housing The development of the proposed park would not displace any houses or people. The existing land uses consist of parking lots and aircraft tie-down spaces. The proposed project is in direct response to the increased demand for recreational and open space by City residents. The project will not result in any negative impact on Population and Housing. 4. Agricultural Resources The project site is located in a highly urbanized setting with no agricultural uses and/or resources found on-site or within the project vicinity. Historical aerial photographs have indicated that the site was used as a barley field in 1916 but was converted into Clover Field Airfield in 1923 and subsequently has been designated for numerous airport related land uses. The proposed project would not have an impact on agricultural resources. 5. Mineral Resources The project site consists of two parking lots and an aircraft tie- down area within the Santa Monica Airport boundary in a highly urbanized area with no known mineral resources to have been recorded on-site or within the project vicinity area. The proposed project would not have an impact on mineral resources.

1.9 Agencies Expected to Use This EIR

The City of Santa Monica is the lead agency and the Department of Community and Cultural Services is the project applicant. A copy of this Environmental Impact Report will be submitted to the Los Angeles County Airport Land Use Commission (ALUC) for review in accordance with Public Utilities Code (PUC) §21676. Copies of the EIR will also be made available to all interested agencies and the general public for review and comment. Responses to comments will be prepared in accordance with CEQA Guidelines, and all timely submitted comments on the project’s Draft EIR will be addressed to the fullest extent feasible.

Santa Monica Airport Park EIR 1-14 rev. July 2002 2.0 Introduction and Purpose

2.1 Environmental Overview

Pursuant to the California Environmental Quality Act §21000, et seq., this Environmental Impact Report (EIR) has been prepared to evaluate potential environmental impacts associated with the proposed Santa Monica Airport Park, including Airport Avenue streetscape improvements. The purpose of this EIR is to provide an objective and quantitative analyses of potential environmental implications of the proposed project through the evaluation of potentially significant environmental issues. The main goal of this report is to provide an informational document that would enable decision makers and the public to properly assess potentially significant environmental effects the project may incur along with feasible ways those effects can be minimized and/or eliminated through implementation of project design features, mitigation measures, and/or alternatives, where applicable.

It is intended that this EIR be considered in the decision-making process, along with other information presented on the project.

In accordance with CEQA Guidelines §15370, the mitigation measures have been structured to meet the following criteria:

• 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; and • Compensating for the impact by replacing or providing substitute resources or environments.

The scope of the Santa Monica Airport Park project involves the development of an 8.3-acre public park and streetscape improvements on Airport Avenue between Bundy Drive and 23rd Street. This EIR addresses environmental impacts associated along with applicable discretionary actions associated with the development as currently proposed, based upon the most definitive project data available corresponding to the degree of underlying activity. In accordance with §15021 of the CEQA Guidelines, this EIR is intended to enable the City of Santa Monica, as Lead Agency, to evaluate environmental impacts and mitigation measures and to consider alternatives to the project. The Lead Agency has an obligation to balance possible adverse effects of the project against a variety of public objectives, including economic, environmental, and social factors, in their consideration of the project and its alternatives.

Santa Monica Airport Park EIR 2-1 rev. July 2002 2.2 Statutory Authority

This Environmental Impact Report (EIR) has been prepared in accordance with the California Environmental Quality Act (CEQA) statutes, as amended (Public Resources Code §21000, et seq.), the CEQA Guidelines (California Code of Regulations §15000, et seq.), and City of Santa Monica CEQA procedures. An Initial Study IS 99-008 was posted and filed on September 13, 2000 along with the Notice of Preparation (NOP) for the project and was distributed to local Responsible and Trustee Agencies, the State Clearinghouse, involved local private and public organizations, and members of the public. The public review period for the NOP was from September 13, 2000 to October 13, 2000. In addition, a public EIR scoping meeting was held for the project on October 5, 2000 at the Ocean Park Branch Library in the City of Santa Monica.

The objectives of distributing the NOP and conducting a public EIR scoping meeting were to identify and determine the full range and scope of environmental issues and concerns about the proposed project in order that these could be examined fully in the EIR. Comments received during the NOP distribution and public scoping meeting process pertaining to potentially significant environmental impacts are addressed in Chapter 5.0 – Environmental Analysis of this EIR. The Notice of Preparation and Initial Study, and comments received during the NOP/scoping process, including summaries of comments received, are contained in the Technical Appendices of this EIR.

2.3 EIR Scope

The EIR addresses the issues determined to be potentially significant by the Initial Study, responses to the Notice of Preparation (NOP), and the Public Scoping Meeting discussions among the public and City staff. The issues addressed in this EIR include:

• Geology and Soils • Air Quality • Hydrology and Water Quality • Noise • Hazards and Hazardous Materials • Land Use and Planning • Transportation/Traffic • Utilities and Service Systems • Public Services • Recreation • Cultural Resources • Aesthetics • Construction Effects • Neighborhood Effects

The Notice of Preparation, Initial Study and the Public Scoping Meeting process has determined that each of these issues represented a significant impact, had potential to be a significant impact, or was a less than significant impact. Issues evaluated fully and determined not to have impact

Santa Monica Airport Park EIR 2-2 rev. July 2002 are identified in the appropriate topical discussion. These issues provide the basis for environmental assessments in this EIR. Pursuant to California Public Resources Code §21082.1, the City of Santa Monica independently reviewed and analyzed information contained in this Environmental Impact Report prior to its distribution as an Environmental Impact Report. Conclusions and discussions contained herein reflect the independent judgment of the City of Santa Monica as to those issues at time of publication.

Santa Monica Airport Park EIR 2-3 rev. July 2002 3.0 Project Description

3.1 Project Characteristics

Santa Monica Airport Park project consists of the development of 8.3 acres on non-aviation land located on the southeasterly portion within the Santa Monica Municipal Airport boundary. The proposed park and open space land use would consist of a sports field area featuring two youth sized soccer/tee ball fields with sports field lighting. The proposed field lighting would enable night use of the fields. An Off-Leash Area (OLA) dog park, divided into two areas – one for large dogs and the other for small dogs – is also proposed. The remainder of the park would consist of a playground area, an open space/picnic area, a paved walking/jogging path encompassing the entire park area, and a park restroom building. The two on-site parking lots would provide a total of 116 parking spaces for park use (Exhibit 3.1-1).

Table 3.1-1 - Project Development Characteristics

Area Size Area Size Project Design Features (Square Feet) (Acre) Sports Field Area 128,560 2.95 Off-Leash Area (Dog Park) 38,210 0.88 Playground Area 5,880 0.13 Open Space Area 34,950 0.8 Restroom/Storage Building 1,640 0.04 Parking Lots/Circulation Areas 49,520 1.14 Park slope entrance northwest corner of 10,510 0.25 Airport Avenue and Bundy Drive Remaining Park Landscape and 91,630 2.1 Walking/Jogging Path Santa Monica Airport Park 360,900 8.29

In addition to the development of the park, the project also involves streetscape improvements along Airport Avenue. The proposed streetscape improvements will extend along the length of Airport Avenue between 23rd Street/Walgrove Avenue and Bundy Drive (Exhibit 3.1-2). These improvements include the introduction of a pedestrian pathway/sidewalk along the entire length of Airport Avenue, pedestrian level lighting, and landscape improvements, including new street trees along Airport Avenue and Donald Douglas Loop South. Landscaping planting areas will be interspersed along Airport Avenue and painted crosswalks will be provided at key intersections. The plan includes enhancements to the intersection of Donald Douglas Loop South and Airport Avenue to mark the entrance to Airport Park and to the Airport Administration Building. A controlled pedestrian crossing with in-pavement flashers at 23rd Street south of Navy Street is proposed as part of the project.

Santa Monica Airport Park EIR 3-1 rev. July 2002

3.2 Project Site History

The earliest recorded use of the project site is as barley fields in 1916. The first recorded aviation use on-site was in 1919, when pilots used the current airport site as an informal landing strip/airport. On April 15, 1923 the United States Army Air Corps officially converted the barley fields/runway into an operational military airfield and named it Clover Field. In April 1926, through the use of Park Bond revenue, the City of Santa Monica purchased 158 acres of land comprising the Clover field site (adjacent to Ocean Park Boulevard) for use as a general aviation public-use airport. In September 1928, the City acquired an additional 60 acres to expand the growing airport facility. By 1929, the Douglas Aircraft Company completed the move of its factory to Clover Field. During 1929, the airport was renamed the Santa Monica Municipal Airport. The project site was used as a golf course on the south side of the runway during this era.

In 1924, the first aircraft to circumnavigate the world took off from Clover Field. Built by Douglas Aircraft, the record setting World Cruiser Biplanes helped launch the company’s reputation as a major aircraft manufacturer. During its peak years, Douglas Aircraft employed up to 44,000 employees and changed the City of Santa Monica permanently by transforming the once sleepy beach resort/bedroom community into a primarily blue-collar town. During World War II, the airport played a very important role as the home to the Douglas Aircraft Company who manufactured, housed, and transported newly built transport and light bomber aircraft used extensively during the conflict. Aircraft maintenance training schools were built on-site during the war to train military personnel. During this period the federal government, in the interest of national security, leased the airport from the City in order to provide greater protection for Douglas Aircraft, which was now a major defense contractor. On August 10, 1948 following the end of the war, the City of Santa Monica and the federal government completed an “Instrument of Transfer,” whereby the federal government relinquished its leasehold interest in the airport and transferred it back the City. Douglas Aircraft production continued to flourish through the early 1960s. In 1975, Douglas Aircraft left Santa Monica Airport to consolidate its operations at its Long Beach Airport site. The airport is the oldest continuously operated airfield in Los Angeles County. The airport comprises approximately 225 acres and has one single runway measuring 5,000 feet in length and 150 feet wide with two parallel taxiways.

3.3 Project Location

The City of Santa Monica is located in the western edge of Los Angeles County and is bordered by the City of Los Angeles to the north, south, and east and the Pacific Ocean to the west. The project site is on a portion of the airport’s mid-level tie-down areas along Donald Douglas Loop South, the Santa Monica College shuttle parking lot, and the new vehicle storage lot. It is specifically located in the City of Santa Monica at 3301 and 3401 Airport Avenue (Exhibit 3.3-1). The project site borders the City of Santa Monica to the north south, and west, while the City of Los Angeles boundary line bisects the eastern portion of the project area, The project site is approximately 2.75 miles east of the Pacific Ocean, 3.5 miles south of the Santa Monica Mountains, and approximately one mile west of the San Diego Freeway (Interstate 405) as depicted on Exhibit 3.3-2 - USGS Map.

The Santa Monica Airport Park project site is bounded to the west and to the north by Donald Douglas Loop South, by Airport Avenue to the south, and by Bundy Drive to the east (Exhibit 3.3-3 - Vicinity Map). An aerial photograph of the existing project site is depicted in Exhibit 3.3- 4 - Aerial Photograph.

Santa Monica Airport Park EIR 3-5 rev. July 2002

3.4 Project Objectives

The City of Santa Monica has determined that the project objectives of the Santa Monica Airport Park Development are as follows:

1. Expand the City of Santa Monica Open Space system in a manner that is consistent with Objective #2 of the City’s General Plan, Open Space Element (Expand the open space system through use of public properties) and in response to the City’s growing demand for additional open space and recreational priorities.

2. Develop a project that is sensitive to, and compatible with, the surrounding land uses and environment.

3. Provide safe, active and environmentally sensitive recreational facilities and open space uses dedicated to public enjoyment, improvement, and well being of the entire city and residents of all ages.

4. Integrate proposed park use with existing airport uses and surrounding commercial, and residential character in a manner that promotes and protects the operation of the park and the airport in accordance with the 1984 Santa Monica Airport Agreement.

5. Implement Policy 2.1 of the Open Space Element to revise portions of public lands, including “conversion of non-aviation lands at the Municipal Airport including streetscape improvements to Airport Avenue, sports fields, picnic areas and an off- leash dog area.”

6. Provide streetscape improvements along Airport Avenue to enhance aesthetics of Santa Monica Municipal Airport, including Airport Park and its surrounding land uses.

7. Buffer potential noise impacts associated with sports fields, playground area, and OLA uses from the adjacent residential and commercial properties.

8. Factor ongoing park operations and maintenance needs into project design features to ensure the long-term viability of the facilities and programs.

9. Maximize green space and increase recreational opportunities by adding 8.3 acres of parkland to the City of Santa Monica’s park inventory.

10. Maximize open space oriented recreational activities by adding 2.9 acres of youth sports fields into the City’s sports field inventory.

11. Satisfy and implement objectives and policies established by the City of Santa Monica Parks and Recreation Master Plan.

Santa Monica Airport Park EIR 3-10 rev. July 2002 Project objectives are critical in the preparation of an EIR for two main reasons:

1. Project objectives provide specific characteristics of the proposed project that assist the Lead Agency in the selection of feasible alternatives to be analyzed in this EIR; and

2. Project objectives provide tangible yardsticks for comparing project alternatives with the proposed project.

3.5 Required Permits and Approvals

This Environmental Impact Report is intended to be prepared in a manner that provides complete and adequate CEQA coverage for all actions and approvals associated with ultimate development of the proposed project. Potential discretionary actions and approvals by the City of Santa Monica (as Lead Agency) include the following:

• Certification of the Final Environmental Impact Report • Approval of Federal Aviation Regulation (FAR) Part 77 obstruction clearance permit is required from the Federal Aviation Administration for the proposed field lighting • Architectural Review Board approval of building design and landscape design

A copy of this Draft EIR will be submitted to the Los Angeles County Airport Land Use Commission (ALUC) for review in accordance with Public Utilities Code (PUC) §21676. Copies of the EIR will be made available to all interested agencies and the general public for review and comment. Responses to comments will be prepared in accordance with CEQA Guidelines, and all timely submitted public comments on the project’s Draft EIR will be reviewed, analyzed, and addressed to the fullest extent feasible by the lead agency.

3.6 Project Timing

Upon receipt of the required project approvals, the project will be implemented in one phase over a two-year period. Development of the project is scheduled to begin following the certification of the Final EIR and the completion of construction documents.

Santa Monica Airport Park EIR 3-11 rev. July 2002 4.0 Project Setting

4.1 Existing Site Conditions

The existing 8.3-acre project site is located within the Santa Monica Airport property boundary at the southeasternmost portion in an area designated as “residual land.” This specific land use designation was established in the 1984 Settlement Agreement between the FAA and the City of Santa Monica. The current use of the project site is primarily parking for vehicles and aircraft. Portions of the site are leased month-to-month by Santa Monica College for Shuttle Parking Lot A and to several automotive dealers for new vehicle storage lot. The remaining portion is used by the Santa Monica Municipal Airport as a mid-level tie-down area for transient aircraft.

• Santa Monica College Shuttle Parking Lot A

The existing Santa Monica College Shuttle Parking Lot A includes 310 parking spaces. Located at 3301 Airport Avenue, this portion of the project site is approximately 2.6 acres. This parking lot occupies the western and central portion of the proposed park site and is relatively flat and paved with concrete and asphalt. Santa Monica College shuttle buses pick up and drop off students from designated bus stops located in the southern central portion of the project area (Exhibit 4.1-1 - Existing On-Site Land Use).

The shuttle parking lot was begun as a result of the 1994 Northridge Earthquake. The earthquake significantly damaged the Santa Monica College Parking Structure B. This damage resulted in a loss of 374 parking spaces. An alternative parking lot was immediately established to address the parking shortage. The Santa Monica College Shuttle Parking Lot A located at 3301 Airport Avenue was selected and a month-to- month lease was established between the City and Santa Monica College as an interim measure to relieve parking impacts caused by the earthquake until a permanent parking structure was built. Santa Monica College’s new Parking Structure B will provide 486 parking spaces, which sufficiently replace the existing 310 spaces at the airport. The new Santa Monica College parking structure was completed in March 2002 and is now open.

• Automotive Dealership New Vehicle Storage Lot

The existing new vehicle storage lot is currently being leased on a month-to-month basis by the City of Santa Monica to local automobile dealerships for short-term and long-term storage and parking of vehicles. The estimated parking capacity is approximately 300 vehicles on the 2.6-acre lot. Located at 3401 Airport Avenue, there is a significant grade separation between the central portion of the site and the easternmost portions of the site. Two breaks in topography are apparent in this area as the grade separation rises by a minimum of five to ten feet towards Bundy Drive.

Santa Monica Airport Park EIR 4-1 rev. July 2002

The existing geological conditions of the vehicle storage lot consist of loose gravel and dirt with grass and weed growth throughout. A small stockpile (estimated less than half a ton) of asphalt and various discarded construction/grading debris are found along the central northern portion of the site (Exhibit 4.1-1 - Existing On-Site Land Use).

• Santa Monica Municipal Airport Mid-level Aircraft Tie-Down Area

The existing 2.3-acre mid-level aircraft tie-down area consists of paved concrete surface with designated parking stalls for 22 small aircraft. This area is approximately 10 feet higher in elevation and grading than the adjacent Santa Monica College Shuttle Parking Lot A immediately south of this area, which is separated by a concrete retaining wall.

• Airport Avenue (Bundy Drive to 23rd Street)

The existing Airport Avenue extends along the southern boundary of the project site, from Bundy Drive to 23rd Street. The two-lane road is approximately 4,500 feet or 0.85 miles in length and runs in an east-west direction. Existing sidewalk and road conditions are in need of replacement and/or repair. The sidewalks are uneven, with cracked pavement from tree roots and informal parking uses. Plant life and trees along Airport Avenue are deteriorating and diseased.

4.2 Surrounding Land Uses

The Santa Monica Airport Administration Building and the General Aviation Building located at 3221 and 3223 Donald Douglas Loop, respectively, border the project site directly to the north of the mid-level aircraft tie-down area. An additional aircraft tie-down area is situated directly north along the eastern portion of the project’s site, which borders the new vehicle storage lot. Commercial and airport service oriented land uses are found directly south of the project area, across from Airport Avenue. Single-family residential homes are located to the east of the project site, directly across from Bundy Drive. These homes are on an elevated level and are within the City of Los Angeles’s jurisdiction. To the west of the project site boundary across Donald Douglas Loop are additional aircraft tie-down areas (Exhibit 4.2-1 - Surrounding Land Uses). The following facilities and surrounding land uses are adjacent to the project site and along Airport Avenue from Bundy Drive to 23rd Street:

• 3223 South Donald Douglas Loop (Airport Administration Building): North of the project site, formerly used as an airport fuel storage area, the Santa Monica Airport Administration Building was constructed in the 1980s. The building currently houses office uses for airport administration purposes along with two restaurants.

• 3400 Airport Avenue: This property is located on the south side of Airport Avenue across the street from the proposed site for Airport Park. At the time of publication, this building is vacant. It was formerly leased to BAE Systems Avionics and used as their administration building.

Santa Monica Airport Park EIR 4-3 rev. July 2002

• 3300 Airport Avenue (Spitfire Grill): This building is located directly south of the sports field portion of the project site. The primary use of the two-story building is a restaurant on the ground floor with outside patio dining.

• 3200 Airport Avenue (Historical Airport Administration Building): Located directly south of the western portion of the project site, this building is occupied by a variety of offices used for airport administration purposes.

• 3100 Airport Avenue (Benchmark Inc.): Located directly south of the southwestern corner of the project site, the two-story building is currently being used as a commercial base window manufacturing business with a second all purpose workshop, Building #5, situated directly behind 3100 Airport Avenue building.

• 3021 Airport Avenue (Santa Monica Air Center/Barker Hangar): This property provides a unique facility that is utilized by aircraft builders and artists. It is the only aircraft manufacturing facility at Santa Monica Airport. There is a large collection of home built aircraft found in this hangar, which is also home to the local Chapter of the Experimental Aircraft Association (EAA). Numerous city, charitable foundation, and community events are held at this venue.

• 2800 Airport Avenue (Santa Monica College Extensions): This property is being used by Santa Monica College as an extension to the main campus by providing additional classroom and studio facilities.

• 3171 Bundy Drive: This property is located south of the project site within the City of Los Angeles. This complex of buildings was formerly Lear Astronics Corporation and more recently was occupied by BAE Systems Avionics. Since 1945, the facility was used for manufacturing aircraft electronic components. A large asphalt parking lot is located at the southwest corner of Bundy Drive and Airport Avenue. In December 2001, the Santa Monica College Board of Trustees took action to acquire this property. At the time of publication of the Draft EIR, no formal plans have been submitted by Santa Monica College to address the proposed future use of the site.

The remaining surrounding land uses primarily consist of offices, studios, and aviation related businesses as depicted in Exhibit 4.2-1.

4.3 Cumulative Impacts

Cumulative impacts of the proposed Santa Monica Airport Park Project are assessed in detail in Chapter 5.0 - Environmental Analysis of this EIR within the discussions of various issue areas. Cumulative impacts are defined in §15355 of the CEQA Guidelines as follows:

Cumulative impacts refer to two or more individual effects which, when considered together, are considerable or which compound or increase other environmental impacts.

Santa Monica Airport Park EIR 4-5 rev. July 2002 • Individual effects may be changes resulting from a single project or a number of separate projects.

• Cumulative impacts from several projects are the changes in the environment which result from the incremental impact of the projects 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.

Table 4.3-1 summarizes the projects considered in the cumulative effects analysis.

Table 4.3-1 - Cumulative Development Project List (City of Santa Monica, City Planning Division) Project Name/ Location Project Total Size Use Status* 4-story retail/office/restaurant/ 70,050 sq.ft. 8,000 sq.ft. retail BP 1733 Ocean Avenue 3,720 sq.ft. restaurant 58,330 sq.ft. office 6-story hotel/restaurant/retail 5,000 sq.ft. 175-room hotel UC 1746 Ocean Avenue 175 rooms 5,000 sq.ft. restaurant Condominium complex 5 dwelling units 5-du residential CC 1719 Ocean Front Walk Tierra Sol y Mar 22,500 sq.ft. 11,250 sq.ft. retail RC 1420 2nd Street 11,250 sq.ft. office Condominium complex 5 dwelling units 5-du residential PP 844 3rd Street Condominium complex 5 dwelling units 5-du residential UC 1048-1050 3rd Street Hotel w/ Restaurant 4 dwelling units 4-du residential PP 1445 5th Street 75 rooms 75-room hotel/153 seats Mayfair Theater Site 45,000 sq.ft. 45,000-sq.ft. commercial PP 210 Santa Monica Boulevard Affordable apartments 24 dwelling units 24-du residential RC 1423 6th Street Mixed use (residential/commercial) 48 dwelling units 48-du residential AA 1443 6th Street 1,049 sq.ft. 1,049-sq.ft. retail Mixed building 101 dwelling units 101-du residential RC (commercial/residential) 2,304 sq.ft. 2,304-sq.ft. retail 425 Broadway Single-room occupancy 26 dwelling units 26-du residential AA 1432 7th Street Condominium complex 5 dwelling units 5-du residential PC 1111 10th Street Condominium complex 9 dwelling units 9-du residential UC 934-938 Lincoln Boulevard Senior/affordable housing 40 dwelling units 40-du residential RC 2807-2809 Lincoln Boulevard and Ashland Street Condominium complex 4 dwelling units 4-du residential BP 1254 24th Street

Santa Monica Airport Park EIR 4-6 rev. July 2002 Project Name/ Location Project Total Size Use Status* The Water Garden, Phase II 579,450 sq.ft. 2,200-sq.ft. retail UC 2450 Colorado Boulevard 15,000-sq.ft. restaurant 4,500-sq.ft. bank/savings 557,750-sq.ft. office Condominium complex 11 dwelling units 11-du residential PC 1513-1517 Berkeley Street Condominium complex 5 dwelling units 5-du residential RC 933 15th Street Condominium complex 5 dwelling units 5-du residential RC 2922 Montana Avenue Condominium complex 8 dwelling units 8-du residential UC 849-853 14th Street Condominium complex 5 dwelling units 5-du residential UC 1022-1024 10th Street Condominium complex 5 dwelling units 5-du residential UC 911-913 7th Street Condominium complex 5 dwelling units 5-du residential UC 954 15th Street Condominium complex 14 dwelling units 14-du residential PP 1801-1807 9th Street Affordable apartments 20 dwelling units 20-du residential RC 708 Pico Boulevard Lantana Project 62,283 sq.ft. 62,283 sq.ft. office RC 3000 Olympic Boulevard Condominium complex 5 dwelling units 5-du residential PC 838 19th Street Condominium complex 5 dwelling units 5-du residential UC 1252 Euclid Street Mixed use building 5 dwelling units 5-du residential ARB 1507-1511 10th Street 9,560 sq.ft. 9,560 sq.ft. retail Upward Bound House 70 dwelling units 70-du residential RC 1011 11th Street Arboretum 467 dwelling units 467-du residential BP 2000-2224 Colorado Avenue 950,461 sq.ft. 19,500-sq.ft. retail 475,490-sq.ft. commercial 25,000-sq.ft. restaurant 60,000-sq.ft. health club 20,000-sq.ft. bank/savings 35,000-sq.ft. medical office 315,471-sq.ft. office 100% affordable senior apartments 66 dwelling units 66-du residential PC 1136-1144 4th Street Parking/retail 39,529 sq.ft. 39,529-sq.ft. retail RC 120 Wilshire Boulevard

Santa Monica Airport Park EIR 4-7 rev. July 2002 Project Name/ Location Project Total Size Use Status* St. Johns Medical Center/Master Plan 400 dwelling units 100-du residential (hosp.) UC 1328 22nd Street 475,000 sq.ft. (Ph. 1) 300-du residential (senior 799,000 sq.ft. (Ph. 2) assisted living) 40,000 sq.ft. retail 5,000-sq.ft. commercial 10,000-sq.ft. restaurant 5,000-sq.ft. bank 475,000-sq.ft. other (hosp – Phase I) 50,000-sq.ft. medical office 689,000 sq.ft. other (hosp. – Phase II) Condominium complex 9 dwelling units 9-du residential PP 401 Montana Avenue Crossroads School Expansion 29,337-sq.ft. 29,337 sq.ft. other (school) RC 1649 17th Street Library expansion 66,000 sq.ft. 66,000-sq.ft. other (library) PP 627 6th Street Santa Monica YMCA 15,531 sq.ft. 15,531 sq.ft. commercial UC 1332 6th Street Condominium complex 11 dwelling units 11-du residential PP 1751 Appian Way Sea Castle Apartments reconstruction 135,173 sq.ft. 178-du residential RC 1725 The Promenade Project New Hope Affordable Apt. 19,139 sq.ft. 25-du residential RC 1637 Appian Way Santa Monica/UCLA Hospital 65,140 sq.ft. 65,140-sq.ft. other (hosp.) UC 1502 Wilshire Boulevard Convalescent hospital 148 beds 148 beds other (hospital) PC 1338 20th Street Hotel 77 rooms 77-room hotel UC 1249-1255 20th Street Assisted living facility 81 dwelling units 81-room residential ARB 1312 15th Street Condominium complex 5 dwelling units 5-du residential PC 2726 Montana Avenue Condominium complex 5 dwelling units 5-du residential RC 846 21st Street Condominium complex 6 dwelling units 6-du residential UC 750 21st Street Condominium complex 5 dwelling units 5-du residential UC 1107 Princeton Street Auto dealership expansion 11,701 sq.ft. 11,701 sq.ft. commercial UC 1700 Wilshire Boulevard Condominium complex 12 dwelling units 12-du residential UC 1544-1548 12th Street Santa Monica Public Safety Facility 118,700 sq.ft. 118,700-sq.ft. commercial UC 1685 Main Street

Santa Monica Airport Park EIR 4-8 rev. July 2002 Project Name/ Location Project Total Size Use Status* Condominium complex 10 dwelling units 10-du residential UC 1534-1538 17th Street McDonald’s Mixed Use 64,458 sq.ft. 64,458-sq.ft. office EIR 1540 2hd Street Santa Monica Pool Project 7,220-sq.ft. 7,220 sq.ft. other (assoc. dev.) UC 16th Street 50-meter pool Transportation Facility Master Plan 48,000 sq.ft. 40,000-sq.ft. commercial UC Colorado Avenue 8,000 sq.ft. office Virginia Avenue Park Expansion 161,172 sq.ft. 3.7-acre park expansion ARB Pico Blvd. & Cloverfield Blvd. Rand Project 308,900 sq.ft. 308,900-sq.ft. office CC 1700 Main Street Pioneer Boulangerie 133 dwelling units 133-du residential DEIR 2012-2024 Main Street 18,814 sq.ft. 18,814-sq.ft. retail New Lantana DEIR 3030 Olympic Blvd. (Lantana East) 176,667 sq.ft. 30,543-sq.ft. office 122,178-sq.ft. studio 3131 Exposition Blvd. (Lantana South) 40,159 sq.ft. 9,616 sq.ft. office 54,489-sq.ft. studio Santa Monica College Replacement 486 parking spaces 486-space parking CC Parking Structure B 1900 Pico Boulevard Total Development • 1,852 dwelling units • 327 hotel rooms • 152,206 sq.ft. retail • 711,422 sq.ft. comm.. • 58,720 sq.ft. restaurant • 60,000 sq.ft. health club • 29,500 sq.ft. bank • 85,000 sq.ft. medical • 1,426,628 sq.ft. office • Other • 3.7-acre park** • 29,337-sq.ft. school • 66,000-sq.ft. library • 1,229,140 sq.ft. hospital • 148-beds hospital • 50-meter pool • 7,220-sq.ft. assoc. dev. • 176,667 sq.ft. studio • 486 parking spaces

Santa Monica Airport Park EIR 4-9 rev. July 2002 Project Name/ Location Project Total Size Use Status* * AA=Administrative Approval ** Does not include proposed project ARB=Architectural Review Board BP=Building Permit (not yet under construction) CC=City Council Approval DA=Development Agreement DEIR=Draft Environmental Impact Report PC=Planning Commission Approval PP=Permit Pending (no approvals granted) RC=Recently Completed UC=Under Construction

Source: City of Santa Monica, Planning & Community Development Department, 2001

Santa Monica Airport Park EIR 4-10 rev. July 2002 5.0 Environmental Analysis

The City of Santa Monica prepared an Initial Study and Notice of Preparation (NOP) for the proposed Santa Monica Airport Park Project in September 2000. The Initial Study identified issue areas that, in combination with comments received during the Notice of Preparation (NOP), along with the issues raised at the Public Scoping Meeting, have resulted in evaluation of the following issues in this Draft Environmental Impact Report:

• Geology and Soils • Air Quality • Hydrology and Water Quality • Noise • Hazards and Hazardous Materials • Land Use and Planning • Transportation/Traffic • Utilities and Service Systems • Public Services • Recreation • Cultural Resources • Aesthetics • Construction Effects • Neighborhood Effects

The discussion of each environmental issue within this section adheres to the following format:

1. Existing Conditions The existing conditions on the project site and within the vicinity of the Santa Monica Airport Park will be described. Relevant planning documents and resources will be discussed and analyzed.

2. Thresholds of Significance The City of Santa Monica has adopted specific thresholds of significance for traffic impacts. For purposes of this EIR, relevant thresholds of significance identified by the California Environmental Quality Act (CEQA) are used for all other areas, or other relevant standards are noted.

3. Project Impacts The nature and extent of project impacts relative to issue areas noted above are analyzed. These analyses address direct (or primary) effects and indirect effects of the proposed project. Where applicable, impacts are identified as short-term or long-term in nature and are identified per specific project phase or development option. Project impacts considered positive or of benefit to the project site or adjacent environment are discussed.

Santa Monica Airport Park EIR 5-1 rev. July 2002 4. Mitigation Measures Measures to reduce or eliminate project impacts are provided. These measures are assigned to a specific project phase or development option to facilitate their consideration and implementation. Mitigation measures have been structured to meet the requirements of Public Resource Code §21081.6 for mitigation monitoring programs, as follows:

• Time for Performance – In each mitigation measure, a time for performance of the mitigation measure, or review of evidence that mitigation has taken place, is provided. The performance points selected are designed to ensure that impact- related components of project implementation do not proceed without establishing that the mitigation is assured;

• Responsible for Supervising Performance – For each mitigation measure, a public official is identified for ensuring that the mitigation is carried out. To guarantee that the mitigation measure would not be inadvertently overlooked, the supervising public official is the official who grants the permit or authorization called for the performance; and

• Definition of Mitigation – For each mitigation measure, the measure would contain the criteria for mitigation, whether in the form of adherence to certain regulations or identification of steps to be taken in mitigation.

5. Cumulative Impacts Analysis of cumulative impacts within each issue area involves identification of those incremental impacts of the project added to closely related past, present, and reasonably foreseeable future projects. Cumulative impacts can result from individually minor but collectively significant projects occurring over time. Analysis of cumulative impacts within each resource issue is based on a list of cumulative projects in various stages of planning and development and is expected to contribute to cumulative impacts in the vicinity of the proposed Santa Monica Airport Park Project.

6. Unavoidable Adverse Impacts After evaluation of identified project impacts, proposed mitigation measures and cumulative impacts, residual significant impacts are identified. Significant adverse impacts that cannot be mitigated to a level of insignificance require adoption of a Statement of Overriding Considerations by the Lead Agency if the proposed project is approved. Potentially significant adverse impacts that can be reduced to a level of insignificance or avoided entirely with implementation of proposed mitigation measures and adverse impacts that are found not to be significant are identified. Project impacts considered positive or of benefit to the project site or adjacent environment also are discussed.

Santa Monica Airport Park EIR 5-2 rev. July 2002 5.1 Geology and Soils

This section discusses and identifies the geological conditions, constraints and impacts that may result from the implementation of the proposed project. The following discussion is based upon data provided by the Phase I Hazardous Materials Soils Investigation Report, Site Assessment Report and the Additional Site Assessment Report prepared by Komex H2O Science Inc. (Komex), along with information contained in the City’s Master Environmental Assessment (MEA). These reports and studies are provided in the Technical Appendices of this EIR.

5.1.1 Existing Conditions

a. Regional Geologic Setting

Situated in the central portion of the Santa Monica Basin, the project site is located in the southeastern portion of the City. The Santa Monica Basin is bounded by the Santa Monica Mountains to the north, the Pacific Ocean to the west, the Ballona Escarpment and Baldwin Hills to the south, and the Newport-Inglewood Fault Zone to the east. Six physiographic features overlie Santa Monica Basin. The project site is located in one of these features in the extreme eastern portion of Ocean Park Plain. The Ocean Park Plain is a gently southward sloping plain between the Santa Monica Mountains and the Ballona Gap. To the north and northeast the Ocean Park Plain drops sharply to the Westward Plain. The Ocean Park Plain is located near the intersection of two geological structural features, the east-west trending Transverse Ranges (including the Santa Monica Mountains) on the north and the Newport-Inglewood Structural (Fault) Zone situated to the east and southeast. The Ocean Park Plain consists of Holocene alluvial outwash sediments deposited as a result of uplift of the Santa Monica Mountains. The east-west trending Santa Monica Fault Zone, which extends along the southerly base of the Santa Monica Mountains, separates the Transverse Ranges from the Sawtelle Plain. The Santa Monica Airport Park Project site is located about seven miles south of the Santa Monica Mountains.

b. Local Geological Composition

The Santa Monica Airport and the project site are located on an elevated marine terrace, which is the predominant topographical feature of Santa Monica. This terrace is composed of Pleistocene- age sedimentary deposits. The City of Santa Monica conforms to the regional geological patterns – i.e., the principal rock units underlying the area consist of a succession of sedimentary formations of Tertiary (2 million to 65 million years ago) to Holocene (most recent 10,000 years) age. Exhibit 5.1-1 - Geologic Formations identifies the geologic formations of Santa Monica.

• Pico Formation (Pp) – This formation is separated by an eroding surface (unconformity) from the pre-Pliocene rocks it overlies and consists of strongly folded marine silts, clays, and shale. The formation is exposed at Brentwood Knoll in the northern part of Santa Monica where it is approximately 200 to 300 feet deep. Soil erosion has occurred in the vicinity of the Pico Formation. The formation attains a maximum thickness of approximately 1,000 feet near the central section of Santa Monica.

Santa Monica Airport Park EIR 5-3 rev. July 2002

• Lakewood Formation (Qlw) – This formation is exposed at the surface over most of Santa Monica. The Lakewood Formation overlies the San Pedro Formation, separated by a layer of unconformity, in the eastern section of Santa Monica, and overlies the Pico Formation elsewhere in the City. The Lakewood Formation is comprised primarily of terrace and old dune deposits that consist of gravel, sand, silty sand, silt, and clay, and have a uniform thickness of approximately 200 to 300 feet throughout Santa Monica. Within this formation, the City of Santa Monica is situated atop bluffs of a marine terrace comprised of unconsolidated to poorly consolidated pebbles to large cobbles within a silty to sandy clay matrix. Additionally, older dune sand deposits, within the Lakewood Formation, consist of sand and silt washed free of clay that probably represents sand bars and shoreline bluffs developed when the Pacific Ocean stood at a higher level in relation to the land. Older dune sand deposits primarily are derived from the Lakewood Formation.

• Alluvium (Qal) – Alluvium exists as an extensive deposit of coarse gravel and sand and generally is overlain by fine grain sand, silt, sandy clay and clay.

c. On-Site Geological Composition

The geologic surface material of the 8.3-acre project site is currently covered with approximately 45% concrete and asphalt mixed pavement surfaces, serving its purpose as a vehicle parking lot (asphalt) and an aircraft tie-down area (concrete). The remaining 55% consists of moist, medium-density silty sand and clay fill surface, with patches of weeds scattered on the outer edges. Below the project site consists of approximately 10 to 30 feet of silty and gravelly sand underlain by the San Pedro Formation, which contains layers of marine sand, silt, and clay. The San Pedro Formation is known to exceed passes 90 feet below ground surface within the project area.

d. Soil Morphology

The natural soil condition on-site consists primarily of silty sand, gravelly sand, and silty clay in varying amounts. Medium in densities, the soil conditions tend to vary with moisture content rather than with increased depth. Soft clay layers occur at various depths. The current parking fill materials on the surface of the site consist of asphalt, mixed silty sand, and clay, along with loose gravel, cobbles, and scattered trash.

Artificial soils (fill) on-site consist of primarily damp to moist, medium-dense to dense concrete gravel mixed with fine to medium grained sand and silty sand. Inclusions of asphalt fragments, bits of glass and wood, and other scattered trash were noted in the boreholes drilled on the project site and in its vicinity. The blow count on-site resulted in low levels with less than 10 per foot, indicating relatively loose, easily excavated soil materials. Silty clay and cobbly gravel were observed sporadically within the fill, along with gravel fragments composed of asphalt. Despite the low blow counts, the fill is not in danger of liquefying during seismic activity due to the static water table being well below the elevation to which the fill reaches. Liquefaction is

Santa Monica Airport Park EIR 5-5 rev. July 2002 unlikely to occur due to the lack of the combination of saturated, cohesionless, and uniformly fine sand.

Below the site fill is over 30 feet of alluvium. Alluvium is a river deposit that is unconsolidated and fairly dense, caused by being compacted under its own weight and the weight of overlying material over a long period of time. This material is made up of dense to very dense, fine to coarse-grained silty and clayed sand containing interbeds and lenses of gravelly sand.

Beneath the alluvium layer is the San Pedro Formation, a marine deposit consisting of crudely stratified, nonfossiliferous beds of dense to very dense, fine to coarse-grained silty micaeous sand, clean sand, silty sand, silt, silty clay, and clayed silt. The deposit materials form the core of the eroded terraces in the vicinity of the project site.

Soils characteristics in Santa Monica are consistent throughout the City with slight variations in composition. The California Department of Food and Agriculture has identified the following soils within Santa Monica: Diablo Altamont; Hanford; and Ramona Placentia (Exhibit 5.1-2 and Table 5.1-1). The soil type most prevalent beneath the project site is Hanford.

Table 5.1-1- Santa Monica Soils Erosion Expansion Soil Hazard Hazard Moisture/ Soil Series Composition Potential Potential Permeability Diablo Altamont Clays that overlie soft, fractured Moderate High Well drained shales Hanford Soils on alluvial fans and alluvial Low Low Well drained plains; sandy loams and loamy sands Ramona Soils on terraces and alluvial fans; Low Low Well drained Placentia vary from a fine sand loam to a fine sandy clay loam Source: California Department of Food and Agriculture, 1979

The following are relevant classifications of soil morphology:

• Shrink/Swell - The potential of a soil to shrink and swell depends on the amount and types of clays in the soil. The higher the clay content, the more the soil would swell when wet and shrink when dry. Highly expansive soils can cause structural damage to foundations and roads without proper structural engineering and are generally less suitable or desirable for development than non-expansive soils because of the necessity for detailed geologic investigations and costly grading applications. Hanford soils have a low potential for expansion.

• Soil Infiltration - Surface runoff may pond in areas where soil infiltration is low. Continual exposure to water would interfere with structural integrity of building foundations. Therefore, it is requisite to provide adequate drainage in areas of very slow and slow infiltration rates. Soils in Santa Monica are well drained and there is not a problem with water ponding.

Santa Monica Airport Park EIR 5-6 rev. July 2002

• Soil Erosion - Erosion refers to removal of soil from exposed bedrock surfaces by water or wind. Effects of erosion are intensified with an increase in slope and by removal of ground cover that leaves the soil exposed. Surface improvements, such as paved roads and buildings, would decrease erosion potential. Once covered, the soil is no longer exposed to the elements.

• Subsidence - Subsidence occurs at great depths below the surface when subsurface pressure is reduced by withdrawal of fluids. A vacuum may be created that gradually causes sinking of ground. The City of Santa Monica may be susceptible to subsidence from groundwater withdrawal for domestic uses, oil production, former clay mining activities, and differential settlement of uncertified fills or landfills.

Overdrafting of groundwater has not been a concern for Santa Monica since 1942, when years of substantial pumping lowered the groundwater table. The groundwater table has stabilized since 1942. However, future subsidence due to depletion of underlying aquifer should not be discounted. The City has a groundwater management plan that ensures optimization of ground- water resources.

The soil on the site is of a Ramona-Placentia association alluvial soil, which has moderate to low fertility, good natural drainage characteristics, and has a minimal potential for erosion hazards. The slope conditions within the airport property are very mild and the potential for slope failure does not appear to exist in the immediate vicinity of the airport and the project site.

e. Alquist-Priolo Earthquake Fault Zones

The Alquist-Priolo Earthquake Fault Zoning Act was passed in 1972 to mitigate the hazard of surface faulting to structures for human occupancy. The Act’s main purpose is to prevent the construction of buildings used for human occupancy on the surface trace of active faults. It only addresses the hazards of surface fault rupture and is not directed toward other earthquake hazards. The law requires the State Geologist to establish regulatory zones (known as Earthquake Fault Zones) around the surface traces of active faults and to issue appropriate maps. Project site analyses were conducted based on the fault zone designation maps. The City of Santa Monica and the project site are not situated within the Alquist-Priolo Earthquake Fault Zones within the Southern California Seismic Region.

f. Faults

The four main fault systems that are most likely to cause potentially significant seismic damage in the project site and to the City of Santa Monica are the San Andreas Fault, the Santa Monica- Hollywood/Malibu Coast Fault, the Newport-Inglewood Fault, and the Palos Verdes Fault. Given the geology of the site and the location of faults, the most potentially hazardous seismic impact appears to be ground shaking.

Santa Monica Airport Park EIR 5-8 rev. July 2002 Table 5.1-2 and Exhibit 5.1-3 provide a list of active and potentially active geological faults identified that have the potential to result in significant seismic impacts on the City of Santa Monica.

Table 5.1-2 - Regional Faults Affecting Santa Monica Maximum Maximum Distance from Credible Probable Probability of Fault Name City (mile) Earthquake1 Earthquake2 Occurring Status3 San Andreas 40 8.0 8.25 High APSSZ Newport-Inglewood 0.5 6.8 6.5 Low APSSZ Santa Monica 0 6.7 6.0 Very low Potentially active Malibu Coast 6.2 6.9 5.0 Very low Active Palos Verdes Hills 8 7.0 5.5 Very low Active Cabrillo 20 n/a n/a Moderate Active San Pedro Basin 6 n/a n/a Moderate Potentially active Whittier 26 7.3 6.25 Moderate Active Northridge4 16 unknown 6.8-7.3 Unknown Active San Fernando 16 6.5 6.5 Moderate Active Raymond Hill 16 7.5 5.5 Moderate Active 1. Maximum credible earthquake is the maximum earthquake that appears capable of occurring under known tectonic framework. It gives no regard to probability (i.e., within a 100-year period). 2. Maximum probable earthquake is the maximum earthquake likely to occur in a 100-year period. 3. Alquist-Priolo Special Studies Zone (APSSZ). Active faults are those that have moved in Holocene time (last 11,000 years). Potentially active faults are those that have moved in Pleistocene time (last 1.8 million years). 4. A “Northridge Fault” does not actually exist. The origin of the Northridge earthquake is currently credited to one of two previously isolated faults, the Pico or the Oakridge fault.

• San Andreas Fault - The last major earthquake in southern California originating from the San Andreas Fault was the 1857 Fort Tejon earthquake (magnitude 7.5 to 8.5). This earthquake destroyed masonry and wooden structures, and caused extensive ground rupture and multiple landslides. The United States Geologic Survey has determined that the San Andreas Fault is capable of generating a maximum credible Richter magnitude event of 8.0. A maximum probable earthquake is the largest earthquake likely to occur in a 100-year period. The segment of the San Andreas Fault closest to the City of Santa Monica is located 40 miles northeasterly of the City. That segment is considered capable of generating the largest earthquake (maximum credible earthquake). This segment has not moved since the Fort Tejon earthquake; therefore, sufficient energy is probably stored in this segment to generate a major earthquake at any time. Energy stored is estimated to be sufficient to generate an earthquake of magnitude 8.0, which appears certain to occur sometime within the next 100 years.

Santa Monica Airport Park EIR 5-9 rev. July 2002

• Newport-Inglewood Fault Zone - The Newport-Inglewood Fault Zone is located off the California coast and extends from Dana Point inland through Newport Beach, Long Beach, and Torrance. The Inglewood component of this fault zone is situated approxi- mately 6 miles easterly of the City of Santa Monica and is suspected of having a probable maximum Richer magnitude of 7.0 and a maximum credible earthquake of magnitude 6.8, according to Leighton & Associates. Four earthquakes have originated during the past 100 years as a result of movements on the fault zone and have had significant effects on the City of Santa Monica. Recurrence interval for an event of magnitude 6.8 is approximately 1,000 years. The probability of a large event along the Newport- Inglewood Fault Zone is low because the southern segment of the fault zone moved 40 years ago.

• Santa Monica Fault - The Santa Monica Fault consists of two seismic branches – northern and southern. Different investigators interpret the precise locations of the two branches differently. The north branch extends for 25 miles from just north of Portrero Canyon to east of the Los Angeles River. Both branches extend through portions of the City of Santa Monica. A new location of the Santa Monica Fault between the north and south branches has been mapped. California Institute of Technology studies suggest the active trace of the Santa Monica Fault forms a series of scarps 1.8 to 2.5 miles to the south front of the Santa Monica Mountains, within the City of Santa Monica.

• Malibu Coast Fault - This fault is located approximately five miles west/northwest of the project site, is considered to be potentially active, and is mapped as Alquist-Priolo Earthquake Fault Zones. The Malibu Coast Fault extends from the west of Point Dume eastward towards the City of Santa Monica, where it is structurally linked to the Santa Monica Fault with recent activities thought to have been recorded during the later Quaternary and Holocene periods.

• Palos Verdes Fault – This northwest-southeast trending fault is located approximately 6 miles southwest offshore of the project site. The Palos Verdes Fault is labeled as an active fault with segments of potentially active traces along the fault. This fault consists of a right lateral strike slip displacement and extends offshore from Santa Monica Bar and into the Los Angeles Harbor area. The active portion of this fault is not mapped as Alquist-Priolo Zone.

• Hollywood Fault - The Hollywood Fault is a narrow strand trending along the southern front of the Santa Monica Mountains for an approximate distance of 10.5 miles. The eastern portion of the fault shows evidence of recent movement. There is no evidence of recent activity of the western portion of the fault. The Hollywood Fault has potential to generate a magnitude of 6.4 maximum credible earthquakes.

• Northridge Earthquake Associated Fault Zone - The epicenter of the 1994 Northridge earthquake was located approximately 12 miles northeasterly of the City of Santa Monica. The Santa Monica City Council took action on seismic-related precautions as a result of damage that occurred throughout the City during the Northridge earthquake.

Santa Monica Airport Park EIR 5-11 rev. July 2002 Other sources of potential seismic impacts to the project site and the City of Santa Monica include the Torrance-Wilmington and the Elysian Park fold and thrust belts. The Torrance- Wilmington fold and thrust belt is located along the southwesterly flank of the Los Angeles basin and extends from off-shore Newport Beach northwesterly to the Santa Monica Bay. The Elysian Park fold and thrust belt coincides with folds mapped on the eastern and northern flanks of the Los Angeles basin under the City of Santa Monica and extends into Santa Monica Bay.

g. Liquefaction

Liquefaction describes the phenomenon in which groundshaking works cohesionless soil particles into tighter packing, which induces excess pore pressure. These soils may acquire a high degree of mobility, leading to structurally damaging deformations. Liquefaction begins below the water table, but after liquefaction has developed, the groundwater table rises and causes the overlying soil to mobilize. Liquefaction typically occurs in areas where the ground- water is less than 30 feet from the surface and where the soils are composed of poorly consolidated fine to medium sand. In addition to the necessary soil conditions, the ground acceleration and duration of the earthquake must also be of a sufficient level to bring on liquefaction.

5.1.2 Thresholds of Significance

For the purpose of this EIR, the thresholds of significance for evaluating project impacts relating to geology and soils are based upon criteria identified in the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact on soils and geology if it would result in one or more of the following:

• Exposure of people or structures to potential substantial adverse effects, including risk of loss, injury, or death involving:

− Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault1; − Strong seismic ground shaking; − Seismic-related ground failure, including liquefaction; − Landslides;

• Substantial soil erosion or loss of topsoil.

• Location on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on-site or offsite landslide, lateral spreading, subsidence, liquefaction, or collapse.

• Location on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994), creating substantial risks to life or property.

1 Division of Mines and Geology Special Publication 42

Santa Monica Airport Park EIR 5-12 rev. July 2002 • Having soils incapable of adequately supporting use of septic tanks or alternative wastewater disposal systems where sewers are not available for disposal of waste- water.

5.1.3 Project Impacts

Santa Monica Airport and the proposed project site are located on an elevated marine terrace, which is the predominant geological feature of the City of Santa Monica. The composition of the terrace is composed of Pleistocene-age sedimentary deposits containing fossils. The soil composition on-site is of Ramona-Placentia association. The alluvial soil condition consists of moderate to low fertility rating and expresses sufficient natural drainage capabilities on-site. The slope of the project site is mild with the potential for slope failure to be insignificant in the immediate vicinity of the airport.

Development of the park site would result in the intermediate alterations of the existing landform conditions on-site. The topography within the project area is relatively flat, with the exception of the eastern portion of the site where there is an existing grading elevation difference of 12 feet. The proposed soccer fields and dog park would require grading to cut and fill both areas to provide a level playing area for each use. The existing concrete and asphalt surfaces would be removed and filled with compacted gravel and soil for open space and park use. The proposed streetscape improvements along Airport Avenue would result in short-term geologic impacts associated with the construction of the project. The following are geological conditions that may result in potentially significant impacts as a direct result of the proposed project:

a. Soil Erosion

The majority of the project areas are relatively flat, and the post-development surface condition is estimated to consist of approximately 16% impervious surface such as asphalt. Short-term soil erosion impacts of the project area are moderate to high during the construction phases of the development, especially during the periods of heavy rain. Temporary erosion control measures shall be provided during the construction phase, as required by the current City of Santa Monica grading codes. At completion, the entire project surface conditions will be covered with impervious surfaces, such as grass, lawns, trees, bushes, concrete, asphalt and various park related landscaping, which all provide sufficient protection from soil erosion and water runoff impacts. Therefore, long-term impacts of erosion are considered less than significant.

Limited grading is proposed along Airport Avenue as part of the streetscape improvement plan. The existing conditions of Airport Avenue consist primarily of paved concrete and asphalt surfaces with limited soil surface composition. Upon renovation and excavation of the street, soil would be excavated and exposed, resulting in the potential for increased soil erosion impact during the construction phases of the project. Temporary erosion control measures should be provided during the construction phase, as required by the current City of Santa Monica grading codes.

Santa Monica Airport Park EIR 5-13 rev. July 2002 b. Alquist-Priolo Earthquake Fault Zones

The nearest Alquist-Priolo Earthquake Fault Zone to the project site is located approximately 5.5 miles to the east/northeast of the site, with the zone being associated with the active Newport- Inglewood Fault Zone. As a result, the development of the park project along with the implementation of the streetscape improvement plans along Airport Avenue are not subjected to the requirements set forth by the Alquist-Priolo Act of 1972.

c. Fault Rupture

Earthquakes primarily occur when the elastic strain energy that has accumulated in the bedrock adjacent to a fault is suddenly shifted or dislodged. This results in seismic waves radiating great distances in all directions from the earthquake epicenter.

The City of Santa Monica is situated in a seismically active region and within relative proximity to several of the numerous active and potentially active faults found in Southern California fault region. It has been scientifically determined that there are no feasible ways to avoid potential fault rupture. Three main fault systems has been identified that may result in potentially significant seismic impacts to the project area, the Newport-Inglewood Fault System, the Malibu Coast-Santa Monica Fault, and the San Andreas Fault. Faults analyzed in Table 5.1-2 also have the potential to seismically impact the project area during an earthquake. However, implementation of the current Uniform Building Code standards would minimize fault rupture impacts to below levels of significance.

d. Groundshaking

Based upon geological assessment conducted in the City of Santa Monica Master Environmental Assessment Document (MEA) and given the geology of the project site in relation to the location of faults, the most potentially significant seismic impact on the project is groundshaking. There is no realistic way to predict or avoid impacts associated with seismic shaking of the earth. Strong earthquake-induced ground shaking could be triggered by seismic activity of the faults listed in Table 5.1-2. The City of Santa Monica is subject to sometimes violent shaking from periodic earthquakes, as was experienced with the 1994 Northridge earthquake and its related aftershocks. The major cause of structural damage from earthquakes is the result of groundshaking and liquefaction. The amount of ground motion expected at a building site can vary from very weak or none, to forceful, depending on: 1) the distance to the fault, 2) the magnitude of the earthquake, and 3) the local geology. Greater movement can be expected at sites located on poorly consolidated material such as alluvium, within close proximity to the causative fault, or in response to an event of great magnitude.

Earthquakes generated on the Newport-Inglewood Fault would result in high ground accelerations within the City due to the fault’s proximity. An earthquake on the San Andreas Fault is important since it has a high probability of occurrence and because it would be one of California’s “great” earthquakes. However, because the fault is approximately 40 miles to the

Santa Monica Airport Park EIR 5-14 rev. July 2002 northeast of the City, ground motion in Santa Monica would not be greater than other regions in the Los Angeles area.

There is no realistic mitigation measure in which seismic groundshaking hazards and impacts can be avoided or eliminated; however, design of structures at the minimum standards in accordance with the current Uniform Building Code can mitigate and reduce the effects of groundshaking to an acceptable level. As a designated park and open space land use with no major building structures over two-stories in height proposed, groundshaking impacts on the project area are deemed to be less than significant.

e. Liquefaction

The project site is not situated in a liquefaction susceptible area within the City based upon prior analysis conducted in the City’s Master Environmental Assessment Documents. Additional project site analysis conducted in the Phase I Study and Site Assessment Report on the project site determined that the project area would not be subjected to impacts associated with liquefaction.

f. Seismic Settlement

Seismically induced settlement occurs in medium density of unconsolidated/loose soil composition situated above the groundwater table. In the event of seismic shaking, these soils compress and settle. Settlement impacts can result solely from human activities, including improperly placed artificial fill and structures built on soils or bedrock material with differential settlement rates. Compliance with the City’s grading and excavation code will reduce the impacts of settlement to a less than significant level.

g. Landslides

The potential for landslides, particularly those induced by earthquake, exists along the coastal bluff areas of the City. The project site is situated in an urbanized area with relatively flat grade. There are no existing landslides on or near the site that would threaten the stability of the proposed development. The proposed project would not be subjected to the potential impacts of landslides.

h. Tsunamis

Tsunamis are spontaneous water waves that are usually caused when hundreds to more than a thousand square miles of the submerged continental shelf or slope are rapidly displaced several feet vertically during a large earthquake. Damage may be confined to the nearby coast, but waves may crossover shorelines and devastate inland areas. Predictive models for distantly generated tsunamis indicate that wave heights of 10 to17 feet are exceeded on the average of once every 500 years along the Santa Monica Bay. For some parts of the City, the high cliffs overlooking the Pacific Coast Highway would prevent 10- to 17-foot waves from extending

Santa Monica Airport Park EIR 5-15 rev. July 2002 farther into the City. The project site is located approximately 2 miles east of the shoreline therefore impacts associated with tsunami are determined to be less than significant.

5.1.4 Mitigation Measures

GS-1 Prior to the commencement of grading, all grading procedures, including soil excavation and compaction, the placement of backfill, and temporary excavation, shall comply with the Grading and Excavation Code as adopted by the City of Santa Monica standards.

GS-2 Prior to the commencement of grading, an erosion control plan shall be prepared by the applicant for approval by the City of Santa Monica. The erosion control plan shall outline the methods that shall be implemented to reduce erosion impacts that result during the grading activities on-site.

5.1.5 Cumulative Impacts

Cumulative impacts associated with geological conditions from the proposed project include short-term impacts as the result of increases in soil erosion due to grading activities. The proposed park development and improvements along Airport Avenue have the potential to expose people and property to cumulative geological impacts associated with the seismically active region of Southern California. However, construction in accordance with the standards of the Uniform Building Code will significantly reduce it to below the levels of significance. The development of Santa Monica Airport Park Project would not result in regional or cumulative geological impacts.

5.1.6 Unavoidable Adverse Impacts

Implementation of the recommended mitigation measures specified above will reduce the potentially significant geological impacts to less-than significant levels. Strong seismic ground- shaking is endemic in Southern California and future park patrons will not be exempted from this risk. However, all feasible mitigation measures identifiable at this point have been incorporated. The only unavoidable adverse geological impact is the exposure of people and property to this statewide risk. The development of the project will not result in unavoidable impacts associated with geology and soil.

Santa Monica Airport Park EIR 5-16 rev. July 2002 5.2 Air Quality

This section analyzes the potential air quality impacts associated with the project. The analysis has been derived from the “Air Quality Assessment for Airport Park” prepared by Mestre Greve Associates for this report. This study is included in its entirety in the Technical Appendices of this EIR.

5.2.1 Existing Conditions

a. Climate

The climate in and around the project area, as with all of Southern California, is controlled largely by the strength and position of the subtropical high-pressure cell over the Pacific Ocean. This cell maintains moderate temperatures and comfortable humidity, and limits precipitation to a few storms during the winter “wet” season. Temperatures are normally mild, except in the summer months, which commonly bring substantially higher temperatures. In all portions of the basin, temperatures well above 100 degrees F have been recorded in recent years. The annual average temperature in the basin is approximately 62 degrees F.

Winds in the project area are usually driven by the dominant land/sea breeze circulation system. Regional wind patterns are dominated by daytime onshore sea breezes. At night the wind generally slows and reverses direction, traveling towards the sea. Local canyons, with wind tending to flow parallel to the canyons, would alter wind direction. During the transition period from one wind pattern to the other, the dominant wind direction rotates into the south and causes a minor wind direction maximum from the south. The frequency of calm winds (less than 2 miles per hour) is less than 10 percent. Therefore, there is little stagnation in the project vicinity, especially during busy daytime traffic hours.

Southern California frequently has temperature inversions that inhibit the dispersion of pollutants. Inversions may be either ground based or elevated. Ground based inversions, sometimes referred to as radiation inversions, are most severe during clear, cold, early winter mornings. Under conditions of a ground-based inversion, very little mixing or turbulence occurs, and high concentrations of primary pollutants may occur local to major roadways. Elevated inversions can be generated by a variety of meteorological phenomena. Elevated inversions act as a lid or upper boundary and restrict vertical mixing. Below the elevated inversion, dispersion is not restricted. Mixing heights for elevated inversions are lower in the summer and more persistent. This low summer inversion puts a lid over the South Coast Air Basin and is responsible for the high levels of ozone observed during summer months in the air basin.

b. Air Quality Management

The proposed project is located in the South Coast Air Basin (SCAB) and, jurisdictionally, is the responsibility of the South Coast Air Quality Management District (SCAQMD) and, to a lesser extent, the California Air Resources Board (CARB). The SCAQMD sets and enforces regulations for stationary sources in the basin and develops and implements transportation control measures. The CARB is charged with controlling motor vehicle emissions. CARB

Santa Monica Airport Park EIR 5-17 rev. July 2002 establishes legal emission rates for new vehicles and is responsible for the vehicle inspection program. Other important agencies in the air quality management for the basin include the U.S. Environmental Protection Agency (EPA) and the Southern California Association of Governments (SCAG). The EPA implements the provisions of the federal Clean Air Act. This Act establishes ambient air quality standards that are applicable nationwide. In areas that are not achieving the standards, the Clean Air Act requires that plans be developed and implemented to meet the standards. The EPA oversees the efforts in this air basin and ensures that appropriate plans are being developed and implemented.

SCAQMD and SCAG, in coordination with local governments and the private sector, have developed the Air Quality Management Plan (AQMP) for the air basin. The AQMP is the most important air management document for the basin because it provides the blueprint for meeting state and federal ambient air quality standards. The 1997 AQMP was adopted locally on November 8, 1996, by the governing board of the SCAQMD. The CARB amended the 1997 AQMP and has submitted it for review and approval to the U.S. Environmental Protection Agency (EPA) as part of the California State Implementation Plan. State law mandates the revision of the AQMP at least every three years, and federal law specifies dates certain for developing attainment plans for criteria pollutants. The 1997 AQMP supersedes the 1994 AQMP revision that was adopted locally by the SCAQMD in November 1996. The 1997 revision to the AQMP was adopted in response to the requirements set forth in the California Clean Air Act (CCAA) and the 1990 amendments to the Federal Clean Air Act (CAA). In 1998 the EPA approved the NO2 attainment and maintenance portions of the 1997 AQMP and redesigned SCAB as in attainment for NO2.

In early January 1999, the U.S. EPA proposed partial approval/disapproval of the 1997 Ozone SIP revisions citing concerns with the ozone control strategy provided in the 1997 AQMP. To address these concerns, the “1999 Amendment to the 1997 Ozone SIP Revision for the South Coast Air Basin” was prepared and adopted by the SCAQMD in late 1999. The 1999 Amend- ment provides additional short-term stationary source control measures that implement portions of the 1997 Ozone SIP’s long-term stationary source control measures. In addition, the Amendment revises the adoption and implementation schedule for the remaining 1997 Ozone SIP short-term stationary source control measures that AQMD is responsible to implement. The amendment is intended to address U.S. EPA concerns relative to the adoption schedule for short- term control measures and the increased reliance on long-term control measures. The U.S. EPA indicated in a letter to the Governing Board that it believes the 1999 Amendment would be approvable and would expedite the review and approval process.

The SCAB has been designated by the EPA as a non-attainment area for federal ozone, carbon monoxide, and PM10 standards. The SCAB has been designated by CARB as a non-attainment area for the state ozone and PM10 standards. The Los Angeles County portion of SCAB has been designated a non-attainment area for the state carbon monoxide standards. Orange, Riverside and San Bernardino Counties have been designated by the state as attainment areas for state carbon monoxide standards. The CCAA mandates the implementation of the program that would achieve the California Ambient Air Quality Standards (CAAQS), and the CAA mandates the implementation of new air quality performance standards.

Santa Monica Airport Park EIR 5-18 rev. July 2002 Attainment of all NAAQS PM10 health standards is to be achieved by December 31, 2006, and ozone standards are to be achieved by November 15, 2010. For CO, the deadline was December 31, 2000. The basin was very close to attaining the CO standard at the end of 2000 and was granted a two-year extension to meet the federal standards. The 2001 AQMP currently being prepared would contain measures to ensure attainment of the federal CO standard by the end of 2002.

The overall control strategy for the AQMP is to meet applicable state and federal requirements and to demonstrate attainment with ambient air quality standards. The 1997 AQMP uses two tiers of emission reduction measures: (1) short-term and intermediate-term measures, and (2) long-term measures.

Short- and intermediate-term measures propose the application of available technologies and management practices between 1994 and 2005. These measures rely on known technologies and proposed actions to be taken by several agencies that currently have statutory authority to implement such measures. Short- and intermediate-term measures in the 1997 AQMP include 35 stationary source, 7 on-road, 6 off-road, 1 transportation control and indirect source, 5 advanced transportation technology, and 1 further study measures. All of these measures are proposed to be implemented between 1995 and 2005. These measures rely both on traditional command and control and on alternative approaches to implement technological solutions and control measures.

To ultimately achieve ambient air quality standards, additional emission reductions would be necessary beyond the implementation of short- and intermediate-term measures. Long-term measures rely on the advancement of technologies and control methods that can reasonably be expected to occur between 1997 and 2010. These long-term measures rely on further develop- ment and refinement of known low- and zero-emission control technologies for mobile and stationary sources, along with technological breakthroughs.

c. Monitored Air Quality

Air quality at any site is dependent on the regional air quality and local pollutant sources. Regional air quality is determined by the release of pollutants throughout the air basin. Estimates for the SCAB have been made for existing emissions (“1997 Air Quality Management Plan,” October 1996). The data indicate that mobile sources are the major source of regional emissions. Motor vehicles (i.e., on-road mobile sources) account for approximately 51 percent of volatile organic compounds (VOC), 63 percent of nitrogen oxide (NOX) emissions, and approximately 78 percent of carbon monoxide (CO) emissions.

The project site is located in SCAQMD Source Receptor Area 2 (West LA). Air quality data for this area is collected at the West LA/VA Hospital monitoring station. The data collected at this station is considered representative of the air quality experienced in the vicinity of the project. The air pollutants measured at the West LA/VA Hospital station include ozone, carbon monoxide (CO), and nitrogen dioxide (NO2). Sulfur dioxide (SO2) and particulates (PM10) concentrations are not measured at the West LA/VA Hospital station. The nearest station that is most representative of the project site where these pollutants are monitored is the Hawthorn

Santa Monica Airport Park EIR 5-19 rev. July 2002 Station. The air quality monitored data from 1998 to 2001 for all of these pollutants are shown in Table 5.2-1. The table also presents the federal and state air quality standards.

The West LA/VA Hospital monitoring data presented in Table 5.2-1 shows that ozone and particulates are the air pollutants of primary concern in the project area. The state ozone standard was exceeded between 1 and 7 days per year in the last 4 years; the federal standard was exceeded 1 day in 1998 and has not been exceeded since. The data from the past four years shows a downward trend in the maximum ozone concentrations and the number of days exceeding the state and federal ozone standards.

Ozone is a secondary pollutant; it is not directly emitted. Ozone is the result of chemical reactions between other pollutants, most importantly hydrocarbons and NO2, which occur only in the presence of bright sunlight. Pollutants emitted from upwind cities react during transport downwind to produce the oxidant concentrations experienced in the area. Many areas of the SCAQMD contribute to the ozone levels experienced at the monitoring station, with the more significant areas being those directly upwind.

The state standards for PM10 have been exceeded at the Hawthorn monitoring station between 33 and 42 days over the past four years. There does not appear to be any trend toward fewer days of exceedances or maximum levels. PM10 levels in the area are due to natural sources, grading operations, motor vehicles, and chemical reactions in the atmosphere.

Carbon monoxide (CO) is another important pollutant that is due mainly to motor vehicles. Currently, CO levels in the project region are in compliance with the state and federal 1-hour and 8-hour standards. High levels of CO commonly occur near major roadways and freeways. CO may potentially be a continual problem in the future for areas next to freeways and other major roadways.

The monitored data shown in Table 5.2-1 shows that other than ozone and PM10 exceedances, as mentioned above, no state or federal standards were exceeded for the remaining criteria pollutants.

Santa Monica Airport Park EIR 5-20 rev. July 2002 Table 5.2-1 - Air Quality Levels Measured at the West LA/VA Hospital Monitoring Station Pollutant California National Year % Msrd.1 Max. Days State Std. Standard Standard Level Exceeded Ozone 0.09 ppm 0.12 ppm 2001 99 0.099 1 for 1 hr. for 1 hr. 2000 100 0.104 2 1999 100 0.117 4 1998 100 0.127 7 CO 20 ppm 35 ppm 2001 100 4.5 0 for 1 hour for 1 hour 2000 82 4.4 0 1999 98 6.1 0 1998 97 6.8 0 CO 9.0 ppm 9 ppm 2001 100 4.0 0 for 8 hour for 8 hour 2000 98 4.3 0 1999 98 3.6 0 1998 97 4.5 0 Particulates 50 µg/m3 150 µg/m3 2001 34 75 6/36 4 PM10 * for 24 hr. for 24 hr. 2000 96 74 9/54 (24 Hour) 1999 98 69 6/33 1998 95 66 7/42 Particulates 30 µg/m3 50 µg/m3 2001 34 36/39 yes 5 3 2 PM10 * AGM AAM 2000 96 33/36 yes (Annual) 1999 98 33/35 yes 1998 95 30/33 yes

NO2 0.25 PPM None 2001 53 0.101 0 (1-Hour) for 1 hour 2000 74 0.092 0 1999 100 0.133 0 1998 99 0.130 0

NO2 None 0.053 ppm 2001 53 -- n/a (AAM2) AAM2 2000 74 0.023 n/a 1999 100 0.028 n/a 1998 99 0.026 n/a

SO2* 0.04 ppm 0.14 ppm 2001 77 0.009 0 (24 Hour) 24 Hr. for 24 hr. 2000 100 0.016 0 1999 100 0.019 0 1998 98 0.013 0

SO2* None 0.030 ppm 2001 77 0.004 n/a (AAM2) AAM2 2000 100 0.003 n/a 1999 100 0.004 n/a 1998 98 0.004 n/a

*PM10 and SO2 were not measured at the West LA station. Data shown is for the Hawthorne Station. 1. Percent of year where high pollutant levels were expected that measurements were made 2. Annual Arithmetic Mean 3. Annual Geometric Mean 4. First number shown in Days State Standard Exceeded column is the actual number of days measured that state standard was exceeded. The second number shows the number of days the standard would be expected to be exceeded if measurements were taken every day. 5. Levels Shown for Annual PM10 are AGM/AAM

Santa Monica Airport Park EIR 5-21 rev. July 2002 5.2.2 Thresholds of Significance

For the purpose of this EIR, the thresholds of significance for evaluating project impacts relating to air quality are directly based upon criteria identified in the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact on air quality if it would result in one or more of the following:

• Conflict with or obstruction of implementation of applicable air quality plan.

• Violation of any air quality standard or contribution substantially to an existing or projected air quality violation.

• A cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under the applicable federal or state ambient air quality standard (including releasing emissions that exceed quantitative thresholds for ozone precursors).

• Exposure of sensitive receptors to substantial pollutant concentrations.

• Creation of objectionable odors affecting a substantial number of people.

a. Local Air Quality

Local air quality is a major concern along roadways. Carbon monoxide is a primary pollutant. Unlike ozone, carbon monoxide is directly emitted from a variety of sources. The most notable source of carbon monoxide is motor vehicles. For this reason, carbon monoxide concentrations are usually indicative of the local air quality generated by a roadway network and are used to assess its impacts on the local air quality. Comparisons of levels with state and federal carbon monoxide standards indicate the severity of the existing concentrations for receptors in the project area. The federal and state standards for carbon monoxide are presented in Table 5.2-2.

Table 5.2-2- Federal and State Carbon Monoxide Standards Averaging Time Standard Federal 1 hour 35 ppm 8 hours 9 ppm State 1 hour 20 ppm 8 hours 9 ppm

Carbon monoxide levels in the project vicinity due to nearby roadways were assessed with the CALINE4 computer model. CALINE4 is a fourth generation line source air quality model developed by the California Department of Transportation (“CALINE4,” Report No. FHWA/CA/TL-84/15, June 1989). The remainder of this section discusses the resulting existing carbon monoxide levels in comparison to the state and federal carbon monoxide standards.

Santa Monica Airport Park EIR 5-22 rev. July 2002 c. Local CO Modeling

The CALINE4 computer modeling results for the existing conditions are shown below in Table 5.2-3. The CALINE4 CO modeling was conducted for two intersections in the vicinity of the project. Each receptor is located near an intersection that has adjacent sensitive receptors and a future LOS (Level of Service) of D or worse. In addition, these two intersections represent the intersections with the greatest amount of total traffic and the greatest amount of project traffic. These intersections in the vicinity of the project were selected because they present the “worst case” where project contributions would have the greatest impact. The two intersections that fit this condition are Bundy Drive at National Boulevard and 23rd Street at Dewey. Note that the intersection of 23rd Street/Walgrove and Airport Avenue was included in the modeling because of the close proximity of the intersections. Worst-case receptors were modeled at each intersection at the locations shown in Exhibit 5.2-1.

The existing (2002) background CO concentrations were estimated using the highest of the CO monitoring data for the last three years. The nearest available CO background data for the project area is the West Los Angeles monitoring station. The highest CO background data at the West Los Angeles monitoring station in the last three years are 6.1 ppm for 1-hour and 4.3 ppm for 8- hour. Therefore, 6.1 ppm is added to the worst-case meteorological 1-hour projections, and 4.5 ppm to the 8-hour projections, to account for the existing background carbon monoxide levels. The 8-hour CO concentration is estimated utilizing a persistent factor of 0.77. The modeling results of the existing CO levels are presented in Table 5.2-3.

The peak hour traffic and level-of-service data were taken from the traffic study prepared for the project. The modeling results of the existing CO levels are presented in Table 5.2-3.

Table 5.2-3 - Existing Modeled Carbon Monoxide Concentrations (ppm) 1-Hour CO 8-Hour CO Concentration Concentration Receptor and Location (ppm) (ppm) 1 Bundy Dr. at National Blvd. 13.2 9.8 2 23rd St. at Dewey 12.6 9.3 Maximum 9.0 5.3 Standard 20 9 No. Greater Than Standard 0 2 The CO concentrations include the ambient concentrations of 6.1 ppm for 1-hour levels, and 4.3 ppm for 8-hour levels.

Table 5.2-3 presents the modeling results for the existing CO concentrations at the receptor locations shown in Exhibit 5.2-1. Table 5.2-3 shows that existing 1-hour CO concentrations range from 12.6 to 13.2 ppm. CO concentrations at all receptors are below the state 1-hour standard of 20 ppm. Existing 8-hour CO concentrations range from 9.3 to 9.8 ppm, which exceeds the state and federal standards. It is not likely that the CO concentrations are regularly exceeded near the intersections, because the modeling uses worst-case weather, traffic, and background CO concentrations assumptions. It is not likely that all of the worst-case conditions occur simultaneously on a regular basis.

Santa Monica Airport Park EIR 5-23 rev. July 2002

5.2.3 Project Impacts

Air quality impacts are usually divided into short-term and long-term. Short-term impacts are usually the result of construction or grading operations. Long-term impacts are associated with the built out condition of the proposed project.

a. Regional Air Quality

In their “1993 CEQA Air Quality Handbook” the SCAQMD has established significance thresholds to assess the regional impact of project-related air pollutant emissions. Table 5.2-4 presents these significance thresholds. There are separate thresholds for short-term construction and long-term operational emissions. A project with daily emission rates below these thresholds is considered to have a negligible effect on regional air quality throughout the South Coast Air Basin.

Table 5.2-4 - SCAQMD Regional Pollutant Emission Thresholds of Significance Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Construction 550 75 100 150 150 Operation 550 55 55 150 150

b. Local Air Quality

Air pollutant emissions from a project are significant if they result in local air pollutant concentrations that either create a violation of an ambient air quality standard or contribute to an existing air quality violation. The SCAQMD has established significance thresholds if the existing ambient air pollutant concentrations exceed a standard. The thresholds presented in Table 5.2-5 account for the continued degradation of the local air quality. If the ambient air quality standards are exceeded, pollutant concentrations that exceed the thresholds presented in Table 5.2-5 are considered significant.

Table 5.2-5 - SCAQMD Local Pollutant Concentration Increase, Thresholds of Significance Air Pollutant Pollutant Averaging Time Concentration 8 hours 0.45 ppm Carbon Monoxide (CO) 1 hour 1 ppm ppm-parts per million

Santa Monica Airport Park EIR 5-25 rev. July 2002 c. Short-Term Impacts

Construction Air Pollutant Emissions

Temporary impacts would result from project construction activities. Air pollutants would be emitted by construction equipment, and fugitive dust would be generated during demolition of the existing buildings on-site and the grading of the site. The streetscape improvements and park construction will occur sequentially rather than concurrently. Therefore, the air quality impacts during the construction of each of these construction phases are considered separately.

Construction activities for large development projects are estimated by the U.S. Environmental Protection Agency (according to the 1993 CEQA Handbook, emission factor for disturbed soil is 26.4 pounds of PM10 per day per acre). The CEQA Handbook also establishes an emission factor of 0.00042 pounds of PM10 per cubic foot of building space for demolition activities. If water or other soil stabilizers are used to control dust as required by SCAQMD Rule 403, the emissions can be reduced by 50%. The PM10 calculations include the 50% reduction from watering.

Typical emission rates for construction equipment were obtained from the 1993 CEQA Air Quality Handbook. These emission factors are presented in terms of pounds of pollutant per hour of equipment operation. It should be noted that most of these emission factors were initially published in 1985 in the EPA’s AP-42 Compilation of Emission Factors. These have not been updated since their original publication. Several state and federal regulations have been enacted since this time that require reduced emissions from construction equipment. The effect of these regulations is not included in the emission factors used to calculate construction equipment emissions presented below. The actual emissions from construction equipment, therefore, would likely be lower than presented below. However, the exact reduction is not known. It would be dependent on the age of the specific equipment used at the construction site. As time passes, older equipment would be replaced with newer equipment manufactured with the lower emission requirements. Therefore, construction occurring further in the future would likely be reduced by a greater amount versus near term construction. The EPA is currently updating the section of AP-42 that presents emission factors for construction equipment but a publication date is unknown.

Emission rates for employee vehicle trips and heavy truck operations were taken from MVEI7G. MVEI7G is a computer program generated by the California Air Resources Board that calculates composite emission rates for vehicles. Emission rates are reported by the program in grams per trip and grams per mile.

Demolition/Grading – Streetscape Improvements

The streetscape improvements propose various improvements on Airport Avenue between 23rd Street and Bundy Drive. Existing pavement and other material will need to be removed from the site. Grading/demolition will generate the greatest amount of air pollutant emissions for any of the activities associated with the construction of the streetscape improvement portions of the project.

Santa Monica Airport Park EIR 5-26 rev. July 2002 The streetscape improvements will occur over the length of Airport Avenue less than 1 mile. As a worst-case assumption, it is estimated was assumed that the streetscape improvements would require clearing a 20-foot width for the entire length of Airport Avenue. The proposed streetscape improvement will not consist of roadway widening. The development of Airport Park will require a maximum of 5 pieces of heavy equipment to operate during peak construction activity. The specific equipment assumed included 2 loaders, 2 miscellaneous pieces of equipment, and 1 water truck. A maximum of 15 workers would be required on-site during peak demolition activity. An average trip length of 20 miles was assumed for worker travel to and from the site. It was estimated that a maximum of 15 trucks per day would be required to haul debris away, and trucks would travel trips with a 1-way distance of 40 miles.

Using the estimates presented above, the peak grading emissions for the project were calculated and presented in the table below.

Table 5.2-6 – Estimated Peak Grading/Demolition Emissions – Streetscape Improvements Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Grading Activity 0.0 0.0 0.0 96.0 0.0 Debris Hauling 22.6 2.8 59.1 4.3 4.7 Construction 13.4 4.3 25.7 1.9 0.8 Equipment Employee Travel 25.8 1.8 3.4 0.1 0.1 Total Emissions 61.7 8.9 88.1 102.3 5.6 SCAQMD Thresholds 550 75 100 150 150

The data calculations show that air pollutant emissions associated with the demolition required for the streetscape improvement portions of the project are not projected to be greater than the Significance Thresholds established by the SCAQMD in the CEQA Air Quality Handbook. Construction of the proposed streetscape improvements will not result in a significant air quality impact, and no mitigation is required.

Demolition/Grading – Park Site

The project site is currently used as a parking lot and aircraft tie down area. Portions of the site are covered in concrete, asphalt, and gravel. It was assumed that grading would begin on the cleared portions of the site while this material was being removed. Grading/demolition would generate the greatest amount of air pollutant emissions for any of the activities associated with the construction of the project.

The streetscape improvements will begin after the park construction. The sequential nature of the two phases of project construction minimizes the overall air quality impacts.

For an area of this size, a maximum of 5 pieces of heavy equipment may be expected to operate during peak activity. The specific equipment assumed included 2 loaders, 2 tractors, and 1 water truck. A maximum 15 workers would be required on-site during peak demolition activity. An

Santa Monica Airport Park EIR 5-27 rev. July 2002 average trip length of 20 miles was assumed for worker travel to and from the site. It was estimated that a maximum of 15 trucks per day would be required to haul debris away and trucks would travel trips with a 1-way distance of 40 miles.

Using the estimates presented above the peak grading emissions for the project were calculated and presented in Table 5.2-7. The data used to calculate the construction emissions are shown in the appendix.

Table 5.2-7 - Estimated Peak Grading/Demolition Emissions – Park Site Pollutant Emissions (lbs./day)

CO ROG NOX PM10 SOX Grading Activity 0.0 0.0 0.0 109.6 0.0 Debris Hauling 22.0 6.4 67.2 4.1 6.0 Construction Equipment 13.4 4.3 25.7 1.9 0.8 Employee Travel 25.8 1.8 3.4 0.1 0.1 Total Emissions 61.1 12.4 96.3 115.7 6.9 SCQAMD Thresholds 550 75 100 150 150

These calculations show that air pollutant emissions associated with the demolition required for the park project are not projected to be greater than the Significance Thresholds established by the SCAQMD in the CEQA Air Quality Handbook. Construction of the proposed project would not result in a significant air quality impact, and no mitigation is required.

d. Long Term Impacts

Regional Air Quality

The primary source of regional emissions generated by the proposed project would be from motor vehicles. Off-site emissions would also be produced by generation of electricity used by the project. However, these emissions would be insignificant, as the only requirement for electricity is for the field lights, a small restroom building, and parking lot lights.

The emission factors from EMFAC2000 were used to calculate the vehicular emissions. EMFAC2000 is a computer program developed by the California Air Resources Board (CARB) that generates air pollutant emission factors for vehicles. An average speed of 25 miles per hour was used for the estimates. The emissions were projected for year 2009, which is the project’s build out year.

The traffic study has determined that the proposed Santa Monica Airport Park Project would generate a maximum of 628 daily trips. The average trip length for the proposed project is assumed to be 9 miles. This is a composite trip length derived from data contained in the SCAQMD CEQA Handbook. The product of the project daily trips and trip length translate to total of 5,652 vehicle miles traveled (VMT) generated by the proposed project. An average speed of 25 miles per hour was assumed.

Santa Monica Airport Park EIR 5-28 rev. July 2002 Table 5.2-8 - Total Project Emissions Pollutant Emissions (lbs/day)

CO ROG NOx PM10 SOx Total Project Emissions 115.5 7.6 15.3 0.9 3.7 SCQAMD Thresholds 550.0 55.0 55.0 150.0 150.0

Table 5.2-8 shows that the total project emissions are well below the SCAQMD thresholds. In fact, the emissions presented in Table 5.2-8 should be reduced by the emissions from the existing activities on the project site. However, since the project emissions are well below the significance thresholds, this is not required. The operation of the project would not result in any significant regional air quality impacts.

Local Air Quality

Carbon monoxide (CO) is the pollutant of major concern along roadways because the most notable source of carbon monoxide is motor vehicles. For this reason carbon monoxide concentrations are usually indicative of the local air quality generated by a roadway network, and are used as an indicator of its impacts on local air quality. Local air quality impacts can be assessed by comparing future carbon monoxide levels with state and federal carbon monoxide standards moreover by comparing future CO concentrations with and without the project. The federal and state standards for carbon monoxide were presented earlier in Table 5.2-2 on page 5- 22.

Future carbon monoxide concentrations with the project were forecasted with the CALINE4 computer model. CALINE4 is a fourth generation line source air quality model developed by the California Department of Transportation (“CALINE4,” Report No. FHWA/CA/TL-84/15, June 1989). The purpose of the model is to forecast air quality impacts near transportation facilities in what is known as the microscale region. The microscale region encompasses the region of a few thousand feet around the pollutant source. Given source strength, meteorology, site geometry, and site characteristics, the model can reliably predict pollutant concentrations.

Worst-case meteorology was assessed. Specifically, a late afternoon winter period with a ground- based inversion was considered. For worst-case meteorological conditions, a wind speed of 0.5 meter per second (1 mph) and a stability class G were utilized for a 1 hour averaging time. Stability class G is the worst-case scenario for the most turbulent atmospheric conditions. The higher stability class promotes dispersion of pollutants. A worst-case wind direction for each site was determined by the CALINE4 Model. A sigma theta of 10 degrees was used and represents a low fluctuation of wind direction. A high sigma theta number would represent a very changeable wind direction. The temperature used for worst case was 50 degrees F. The temperature affects the dispersion pattern and emission rates of the motor vehicles. The temperature represents the January mean minimum temperature as reported by Caltrans. The wind speed, stability class, sigma theta, and temperature data used for the modeling are those recommended in the “Development of Worst Case Meteorology Criteria,”2. A mixing height of 1,000 meters was used as recommended in the CALINE4 Manual. A surface roughness of the ground in the area, 100

2 California Department of Transportation, June 1989

Santa Monica Airport Park EIR 5-29 rev. July 2002 centimeters, was utilized and is based on the CALINE4 Manual. It should be noted that the results are also dependent on the speeds of the vehicles utilized in the model.

Emission factors for the arterials used with the CALINE4 computer model were calculated utilizing the EMFAC2000 program published by the Air Resources Board (ARB). Composite emission factors from EMFAC2000 were used in the CALINE4 computer modeling.

The peak hour volumes and the level-of-service (LOS) data at the critical intersections are used in the CALINE4 computer modeling. The LOS data are important in the CALINE4 computer modeling in that they determine the speeds used, and the speeds determine the emission factors. The lower the speeds, the higher the emission factors, and as a result, the higher the CO results. The worst case (a.m. or p.m.) peak hour traffic was utilized for the CALINE4 computer modeling to ensure worst-case scenario is modeled

Eight-hour carbon monoxide levels were projected using Caltrans methodology described in their “Air Quality Technical Analysis Notes.” The method essentially uses a persistence factor that is multiplied by the 1 hour emission projections. The projected 8-hour ambient concentration is then added to the product. The persistence factor can be estimated using the highest ratio of 8- hour to 1-hour second annual maximum carbon monoxide concentrations from the most recent three years that data is available. For the project, a persistence factor of 0.77 was utilized. The data and results of the CALINE4 modeling are also provided in the appendix. (The CALINE4 CO emission results shown in the appendix do not include the ambient background CO levels.)

Generally, the 1-hour CO level is considered the peak maximum CO level since it is the highest CO measured for an hour. According to the Caltrans Air Quality Technical Analysis Notes, changes in meteorology and traffic over time disperse the CO concentration levels and cause it to be less severe. Therefore, it is highly unlikely that the 1-hour CO levels would persist for a full eight hours. As a result, a 1-hour CO level is generally considered to be the peak level and is usually higher than an 8-hour CO level.

The CALINE4 model calculates pollutant concentrations from the local roadways being modeled only. To account for all other pollutant sources in the area, background concentrations are added to the modeling results to obtain the predicted total pollutant concentration.

The future ambient (background) concentration levels for CO are not available. For the purpose of the analysis, it is assumed that the background levels for 2009 are the same as existing year 2001. This can be considered as the worst case situation since the background levels may decrease in future years. The future background levels utilized are taken from the West Los Angeles station, and they are 6.1 ppm for CO 1-hour level, and 4.3 ppm for 8-hour CO level.

The CALINE4 computer modeling results for the year 2009 are shown in Table 5.2-9 and Table 5.2-10. The CALINE4 modeling was conducted at Bundy Drive and National Boulevard, and 23rd Street and Dewey. These intersections were selected because they represent the greatest amount of total and project traffic and are considered a worst-case scenario.

Table 5.2-9 shows the results of the 1-hour CO concentration modeling, and Table 5.2-10 shows the results of the 8-hour CO concentration modeling. The existing modeled concentrations are

Santa Monica Airport Park EIR 5-30 rev. July 2002 shown for reference in the first column of concentrations in the tables. The second column shows the modeled concentrations for the Future No Project scenario – that is, the future CO concentrations without the project. The third column shows the concentrations with the proposed project. The fourth and fifth columns present the CO concentrations with project Alternatives 2 and 3. The pollutant levels are expressed in parts per million (ppm) for each receptor. The carbon monoxide levels reported in Table 5.2-9 and Table 5.2-10 are composites of the background levels of carbon monoxide coming into the area plus those generated by the local roadways.

Table 5.2-9 - Worst Case Projections of 1-Hour Carbon Monoxide Concentrations - Year 2009 1-Hour CO Concentration (ppm) Future Future No With Receptor and Location Existing Project Project Alt. 2 Alt. 3 1 Bundy Dr. at National Blvd. 13.2 11.1 11.1 11.1 11.1 2 23rd St. at Dewey 12.6 10.1 10.1 10.1 10.1 State CO Concentration Standard 20 20 20 20 20 No. Greater Than Standard 0 0 0 0 0 The 1-hour CO concentrations include the ambient concentrations of 6.1 ppm.

Table 5.2-10 - Worst Case Projections of 8-hour Carbon Monoxide Concentrations - Year 2009 8-Hour CO Concentration (ppm) Future Future No With Receptor and Location Existing Project Project Alt. 2 Alt. 3 1 Bundy Dr. at National Blvd. 9.8 7.3 7.3 7.3 7.3 2 23rd St. at Dewey 9.3 6.5 6.5 6.5 6.5 State CO Concentration Standard 9 9 9 9 9 No. Greater Than Standard 2 0 0 0 0 The 8-hour CO concentrations include the ambient concentrations of 4.3 ppm.

Table 5.2-9 and Table 5.2-10 show that none of the receptors modeled are projected to exceed either the 1-hour or 8-hour state CO concentration standards in the future for any of the scenarios. Table 5.2-9 shows that the future 1-hour maximum concentrations will decrease by 2.2 ppm at Intersection 1 over existing conditions and decrease by 2.5 ppm at Intersection 2. The concentrations in the future would be the same with or without the project or either of the alternatives.

Table 5.2-10 shows that the future 8-hour concentrations would decrease by 2.5 ppm over existing conditions at Intersection 1 and decrease by 2.8 ppm at Intersection 2. The concentrations in the future would be the same with or without the project or either of the alternatives.

Two conditions are required for a significant local air quality impact to occur. First the CO concentrations with the project must be shown to be above the 1-hour or 8-hour state standard.

Santa Monica Airport Park EIR 5-31 rev. July 2002 Second, the project must significantly increase CO concentrations over Future No project conditions. SCAQMD criteria considers a 1 ppm increase in the 1-hour concentration or a 0.45 ppm increase in the 8-hour standard to be significant.

The project does not result in any receptors to exceed the state CO concentration standards and therefore the first condition is not met. Therefore, the project does not result in a significant air quality impact.

e. Impacts on the Project Site

This section analyzes the potential impacts of air pollutants generated by airport operations on the park site and activities. Compared to major commercial airports, Santa Monica Airport is a relatively small airport with a relatively small number of aircraft operations. Potential air quality impacts from major commercial airports have only come into concern in the past couple of years as emissions from other air pollutant sources have been reduced. The primary air quality concern for major commercial airports is typically regional—the contribution of airport related emissions to the total emissions in a region—rather than local impacts—pollutant concentrations in areas adjacent to the airport.

Two presentations at the 2001 University of California Berkeley, Institute of Transportation Studies Airport Air Quality Symposium (proceedings available at www.its.berkeley.edu/ publications/UCB/2001/P/UCB-ITS-P-2001-1.pdf) examined local air quality around Chicago’s O’Hare International Airport, one of the world’s busiest and most congested airports. The results of these studies indicate that air pollutant concentrations adjacent to a major commercial airport are not substantially different than in other areas with a similar level of vehicular traffic.

Mr. K. Meng Chng, Principal Consultant with KM Chng Environmental, Inc., in Burlington, Massachusetts examined soot deposition at several locations around the airport and one location away from the airport. Chemical fingerprinting of the soot samples showed little difference in the chemical composition between the soot deposits near the airport and the deposits away from the airport. From this Mr. Chng concluded that most of the soot was from regional background sources and motor vehicles. Aircraft operations did not contribute substantially to the soot in the immediate vicinity of the airport.

Mr. Frank Jarke, Manager of Analytical and Quality Assurance at Mostardi-Platt Associates, Inc., in Elmhurst, Illinois presented the results of a study where air samples were collected at two downwind and one upwind locations from the primary runways. Samples were also collected at a station 40 miles from the airport. The samples were then analyzed and chromatograms of the VOC (Volatile Organic Compounds or Hydrocarbons) were generated. Concentrations at the downwind sampling sites were greater than the upwind and distant sites and showed different compounds than the distant site. However, the differences were not as great as expected. The samples were collected over 8-hour periods and represent average concentrations. Mr. Jarke also took a very short-term grab samples at a downwind location on the day before Thanksgiving when there was a large queue and he could noticeably smell aircraft exhaust. He then repeated the grab sample a few minutes later. By this time the odor had gone. Analysis of the grab samples showed the second had much lower VOC concentrations than the first. Mr. Jarke

Santa Monica Airport Park EIR 5-32 rev. July 2002 concluded that emissions from aircraft engines form a narrow plume and samples taken within that plume will show high relatively high VOC levels compared to background outside of the plume. As the wind varies direction slightly the path of the plume will vary. Samples taken over long periods at fixed locations are diluted by the background air as the narrow plume passes through a fixed location for only a small proportion of the time.

However, health effects from air pollutants are related to cumulative exposure. Cumulative exposure is directly related to a long-term average exposure and not necessarily related to short- term peak exposure. Therefore, the results showing only a slight increase in air pollutant concentrations downwind from the end of the runway versus upwind or far from the airport based on long-term samples are more relevant to potential impacts on humans. These average samples did not show substantially higher concentrations at the downwind locations compared to the site located 40 miles from the airport.

The analysis presented above and the comparison of the activity levels at Santa Monica Airport compared to O’Hare would indicate that there is little potential for the air pollutants emitted at the airport to significantly impact the project. At a commercial airport, there are much greater activity levels and pollutant emissions for ground support equipment and vehicular traffic than at a general aviation airport such as Santa Monica Airport. Pollutant emissions from a general aviation airport are primarily due to small aircraft operations. When aircraft queue for more than a few minutes, most of the emissions generated by aircraft operations are generated during queuing rather than during approach or take-off. The greatest potential for local air-quality impacts from aircraft operations occurs when there are large numbers of jet aircraft queued on the taxiway for long periods. At Santa Monica Airport, queuing does not occur regularly. A single aircraft may queue waiting for airspace clearance but several aircraft are not typically waiting to take-off as occurs at major commercial airports. Therefore, the amount of pollutants generated by the aircraft operations at a general aviation airport are much lower than at a major commercial airport. The emissions from a general aviation airport such as Santa Monica Airport are not sufficient to result in significant air pollutant concentrations at the project site.

Another factor that further reduces the potential for air pollutant emissions from Santa Monica Airport to result in significant impacts at the project site is the project site’s location relative to the airport. The project is located on the south side of the eastern portion of the airport. Typical aircraft operations take off to the west. Aircraft taxi out to the eastern end of the runway where they wait for clearance prior to taking off. Typically no more than one aircraft waiting for clearance at one time but a few aircraft may be queuing during busy periods. This waiting results in the most air pollutant emissions being emitted during an aircraft’s landing-takeoff cycle. This queuing occurs on the northeast end of the runway northeast of the park. An on-shore coastal breeze is typically present in the area that transports the air pollutants to the east away from the park site. The location of the park relative to the airport and the prevailing weather pattern precludes significant air pollutant concentrations at the project site due to aircraft operations.

f. Compliance with Air Quality Planning

The following sections deal with the major air planning requirements for this project. Specifically, consistency of the project with the AQMP is addressed. As discussed below,

Santa Monica Airport Park EIR 5-33 rev. July 2002 consistency with the AQMP is a requirement of the California Environmental Quality Act (CEQA).

Consistency with AQMP

An EIR must discuss any inconsistencies between the proposed project and applicable General Plans and regional plans3. Regional plans that apply to the proposed project include the South Coast Air Quality Management Plan (AQMP). In this regard, this section will discuss any inconsistencies between the proposed project and the AQMP.

The purpose of the consistency discussion is to set forth the issues regarding consistency with the assumptions and objectives of the AQMP and discuss whether the project would interfere with the region’s ability to comply with federal and state air quality standards. If the decision-makers determine that the project is inconsistent, the lead agency may consider project modifications or inclusion of mitigation to eliminate the inconsistency.

The SCAQMD’s CEQA Handbook states that, “New or amended General Plan Elements (including land use zoning and density amendments), Specific Plans, and significant projects must be analyzed for consistency with the AQMP.” Strict consistency with all aspects of the plan is usually not required. A proposed project should be considered to be consistent with the plan if it furthers one or more policies and does not obstruct other policies. The Handbook identifies two key indicators of consistency:

1. Whether the project would result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay timely attainment of air quality standards or the interim emission reductions specified in the AQMP (except as provided for CO in Section 9.4 for relocating CO hot spots).

2. Whether the project would exceed the assumptions in the AQMP in 2010 or increments based on the year of project buildout and phase.

Both of these criteria are evaluated below.

Criterion 1 - Increase in the Frequency or Severity of Violations?

Based on the air quality modeling analysis contained in this report, there would not be any short-term local air quality impacts during construction of the project. Construction of the project would not produce emissions greater than the SCAQMD thresholds.

Operation of the project would not produce emissions greater than the SCAQMD thresholds. The analysis showed that local pollutant concentrations are not projected to exceed any of the air quality standards.

3 California Environmental Quality Act (CEQA) Guidelines (Section 15125)

Santa Monica Airport Park EIR 5-34 rev. July 2002 The proposed project is not projected to contribute to the exceedance of any air pollutant concentration standards, thus the project is found to be consistent with the AQMP for the first criterion.

Criterion 2 - Exceed Assumptions in the AQMP?

Consistency with the AQMP assumptions is determined by performing an analysis of the project with the assumptions in the AQMP. Thus, the emphasis of this criterion is to ensure that the analyses conducted for the project are based on the same forecasts as the AQMP. The Regional Comprehensive Plan and Guide (RCP&G) consist of three sections: Core Chapters, Ancillary Chapters, and Bridge Chapters. The Growth Management, Regional Mobility, Air Quality, Water Quality, and Hazardous Waste Management chapters constitute the Core Chapters of the document. These chapters currently respond directly to federal and state requirements placed on SCAG. Local governments are required to use these as the basis of their plans for purposes of consistency with applicable regional plans under CEQA.

Since the SCAG forecasts are not detailed, the test for consistency of this project is not specific. The traffic modeling upon which much of the air quality assessment is based on is the City of Santa Monica “Operation Analysis” Method from the Highway Capacity Manual (HCM). The City of Los Angeles “Critical Movement Analysis” (CMA) was also utilized in the traffic modeling. The traffic modeling is in conformance with the City of Santa Monica methodologies. The traffic modeling has growth projections for the project’s buildout year, which is year 2009. The future traffic growth projections include approved projects, to be constructed in 2009. It appears that the growth forecasts for the project are consistent with the SCAG growth forecasts. The forecasts made for the project EIR seem to be based on the same demographics as the AQMP, and therefore, the second criterion is met for consistency with the AQMP.

5.2.4 Mitigation Measures

There are no significant impacts requiring mitigation.

5.2.5 Cumulative Impacts

The short-term air quality impacts associated with the construction of the proposed Santa Monica Airport Park Project does not exceed thresholds for significance established by SCAQMD. Long-term air quality impacts associated with the operation of the park project are determined to be less than significant. The development of the Santa Monica Airport Park Project would not result in significant cumulative impacts to the environment.

5.2.6 Unavoidable Adverse Impacts

As analyzed in the air quality study, both short-term and long-term air quality emissions generated by the project are projected to be well below the SCAQMD thresholds of significance.

Santa Monica Airport Park EIR 5-35 rev. July 2002 Therefore, the development of the Santa Monica Airport Park Project would not result in any unavoidable adverse air quality impacts.

Santa Monica Airport Park EIR 5-36 rev. July 2002 5.3 Hydrology and Water Quality

This section analyzes on- and off-site hydrological and drainage conditions as well as the water quality issues relevant to the development of the Santa Monica Airport Park Project, including the streetscape improvements along Airport Avenue.

5.3.1 Existing Conditions

a. Regional Setting

Under the Clean Water Act (CWA), the City is responsible for the quality of urban runoff entering the storm drain system and for the enforcement and implementation of local, state and federal stormwater regulations. The Department of Environmental and Public Works Management oversees the programs, operations, and maintenance of the stormwater system. The City is responsible for the operation and maintenance of 824 catch basins, and approximately 20 miles of storm drain lines. The remainder of the catch basins and storm drains within the city are owned and maintained by the County of Los Angeles. The majority of urban runoff generated in the City of Santa Monica flows into the storm drain system untreated and ends up flowing into the Santa Monica Bay via the underground storm drain system. This system consists of 2,308 catch basins and 64 storm drain lines at five outfalls within the city limits.

The project site is situated in the northeastern portion of the Coastal Sub-basin of the Santa Monica Groundwater Basin. There are no surface water bodies, including creeks, ponds, and wetlands within a half-mile radius of the site. The existing storm drain system of the City is comprised principally of pipes and channels owned and operated by the City of Santa Monica and the County of Los Angeles. The Kenter Canyon Drain, which serves areas in Brentwood and West Los Angeles, runs through the City and discharges at Santa Monica Beach into the bay. This drain is currently undersized and incapable of accommodating the runoff from a 50-year storm. A parallel drain is currently being considered by the Los Angeles County Department of Public Works. Because of this important deficiency, the City of Santa Monica Department of Environmental and Public Works Management had for the last several years required large developments to install detention facilities on-site to reduce runoff during peak flow periods.

b. On-Site Hydrological Condition

Two groundwater-bearing zones have been identified beneath the project site and in its immediate vicinity as analyzed in the Phase 1 Hazardous Materials Soils Investigation Report prepared for the project site. These aquifers were identified beneath the site based on groundwater monitoring wells in the vicinity of 3223 Donald Douglas Loop South and from the City well SM1 drilled in the southern portion of 3301 Airport Avenue. A shallow perched aquifer with an approximate stratigraphic depth of 25 feet was identified at 3223 Donald Douglas Loop South. A deep aquifer with an approximate depth of 115 feet was also recorded beneath the project site. And the possible deep aquifer is estimate to be found 235 to 301 feet beneath the site. The nearest active groundwater water production wells to the project site are located in the City of Santa Monica at Charnock Well Field approximately 1.1 mile east of the site. This well field is located in the Charnock Sub-basin and is separated from the site by the Charnock Fault.

Santa Monica Airport Park EIR 5-37 rev. July 2002

Based upon the Site Assessment Report prepared on March 12, 2001 for the project site, groundwater samples form the City water wells SM-1 on-site had no detectable concentration of VOCs (volatile organic compound). Detected concentrations of barium, zinc, and copper were all below the thresholds of respective maximum contaminant levels (MCLs).

5.3.2 Threshold of Significance

For the purpose of this EIR, the thresholds of significance for evaluating project impacts relating to hydrology and water quality are directly based upon criteria identified in the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact if it will:

• Violate any water quality standards or waste discharge requirements;

• Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of a local groundwater table level (e.g., the production rate of preexisting nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted;

• Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, in a manner which would result in substantial erosion or siltation on- or off-site;

• Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on-or off-site;

• Create or contribute runoff water which would exceed the capacity of existing or planned Stormwater drainage systems or provide substantial additional sources of polluted runoff;

• Otherwise substantially degrade water quality.

5.3.3 Project Impacts

a. Hydrological Conditions

The potential for short-term impacts to hydrology and drainage within the project vicinity would increase. Increased soil erosion and sedimentation impacts would occur during the construction phase of the development. Erosion impacts are most prominent along freshly graded slopes during the rainy season. The development of the Santa Monica Airport Park Project will consist of construction and grading activities that will result in the topographical disturbance of more than five acres. As a result, under the regulations established by the Clean Water Act (CWA) and

Santa Monica Airport Park EIR 5-38 rev. July 2002 the Los Angeles Regional Water Quality Control Board (RWQCB), the City is required to prepare a Stormwater Pollution Prevention Plan (SWPPP) to control erosion and sediment in stormwater.

The proposed project would result in significant reduction of long-term hydrological drainage impacts on-site and off-site as a direct result of converting 8.3 acres of concrete, asphalt, and gravel surfaces into landscaped and bark-chip-covered open space for the sports field, picnic area, and dog park, and asphalt for the parking areas. The proposed project will eliminate all of the impervious concrete and asphalt parking lot surfaces and replaces them with open space grassland along with two paved parking lots.

The Off-Leash Area (OLA) will be graded into terraces, with each terrace sloped internally to ensure that runoff will be contained in each terrace area, reducing additional peak runoff impacts on the storm drain systems. Runoff at each terrace will be directed into infiltration trenches designed to minimize peak runoff volume during a 25-year storm event. In conjunction with the infiltration trenches, a closed pipe system consisting of catch basins and plastic piping will be installed to handle high intensity/high flow storms. Drainage from these catch basins will outlet into an existing storm drain structure located to the northeast corner of Airport Avenue and Douglas Loop South.

b. Water Quality

The proposed 8.3-acre project development would result in significant grading, altering the natural ground surface and topography. This may expose earth materials and result in potential erosion associated with wind and water forces. Water quality impacts are related to the amount of land exposed to wind and water forces and the characteristics of the site.

The Clean Water Act regulations prohibit discharges of storm water to waters of the United States from construction projects unless the discharge is in compliance with an NPDES Permit, which is regulated by the State Water Resource Control Board.

Under the National Pollutant Discharge Elimination System (NPDES) all projects greater than five acres in size shall require the implementation of a Storm Water Pollution Prevention Program (SWPPP) during the construction stages of the project. The SWPPP consists of two major objectives, both designed to control discharge of pollutants to surface water: 1) to help identify the sources of sediment and other pollutants that affect the quality of storm water discharges, and 2) to describe and ensure the implementation of Best Management Practices (BMPs) to reduce or eliminate sediment and other pollutants in storm water as well as non-storm water discharges. BMPs include treatment requirements

BMPs consist of the schedule of activities, prohibitions of practices, maintenance procedures, and other management practices that reduce or eliminate pollutants in storm water discharges and authorized non-storm water discharges. BMPs include treatment requirements, operating procedures, and practices to control site runoff, spillage or leaks, waste disposal, and drainage from raw material storage. BMP implementation must take into account changing weather

Santa Monica Airport Park EIR 5-39 rev. July 2002 conditions and construction activities, and various combinations of BMPs may be used over the life of the project to maintain compliance with the Clean Water Act.

Catch basins consisting of filter inserts designed to trap any solid debris and/or runoff waste will be installed in the OLA to reduce and mitigate potential water quality impacts on-site. This closed pipe system will consist of an access port for water quality testing downstream of the OLA infiltration trench system and upstream of the connection to the storm drain structure. Implementation of the drain structure will reduce long-term water quality impacts to less than significant levels.

c. Storm Drains

The City requires the harvest of three-quarters inch of rainfall from all impermeable areas. This harvested water can be directed to landscapes for percolation. The development of a landscaped park use, along with the increased landscaping along Airport Avenue as part of the Streetscape improvements, would significantly decrease the amount of impervious surface of the existing concrete aircraft tie-down area and asphalt shuttle parking lots resulting in a substantial decrease in storm water runoff impacts to the existing storm drain system.

d. Flooding

The Flood Insurance Rate Map (FIRM) is the most widely used flood reference map for assessing potential flooding impacts associated with a project site. Flood risk data presented on FIRMs are based on historic meteorological, hydrologic, and hydraulic data, as well as open- space conditions and flood control improvements. FIRMs are prepared and regulated by the Federal Insurance Administration of the Department of Housing and Urban Development (HUD). They are used in making flood plain determinations and to identify whether a proposed action is located in the base or critical action flood plain zone. As designated by the City of Santa Monica Flood Insurance Rate Map (FIRM), the project site is not situated within the flood zone designation in the event of a 100-year storm.

The project site is situated on an elevated portion of the airport land with a gradual decrease in slope gradient from an east to west direction. There has been no previously recorded flooding in the project area and on-site drainage runoff flow into existing storm drains situated along Airport Avenue and Donald Douglas Loop South. The proposed park project will significantly increase the amount of permeable surface drainage area with the implementation of landscaping and grasslands, thereby reducing any potential impacts associated with flooding on- and off-site. Impacts to flooding are deemed less than significant with the implementation of the project.

e. Dam Inundation

Two significant water storage areas are located directly north of the City: Stone Canyon Reservoir and Riviera Reservoir. Stone Canyon Reservoir is located approximately 4.5 miles north of the City of Santa Monica. Approximately 70 years operational, this dam is an earth- filled structure. (The State Division of Dam Safety postulates “hypothetical inundation areas” for

Santa Monica Airport Park EIR 5-40 rev. July 2002 dams in the event of catastrophic failure.) There is no evidence to support inundation of this property by either of these facilities in the event of a catastrophic failure.

The Stone Canyon Reservoir is situated in the jurisdiction of the Los Angeles Department of Water and Power (LADWP). Research conducted by LADWP of inundation maps has determined that the proposed project site is not situated in the hypothetical inundation area for Stone Canyon Reservoir. No mitigation is required.

The Riviera Reservoir is situated in the jurisdiction of the City of Santa Monica Water/Wastewater Division. The reservoir is located on the opposite side of a large natural riverbed that drains into the Pacific Ocean. In the event that Riviera Reservoir experiences structural failure of any kind, the water flow would be channeled down to the ocean. If the water flow had the ability to crest the large hillside, it would have to inundate the northern portion of the City of Santa Monica and cross over Interstate 10 (Santa Monica Freeway) before reaching the Santa Monica Airport Park site. In addition, the freeway consists of existing drainage channels that also drain into the Pacific Ocean. The Riviera Reservoir is designated by the State of California as an official dam. As a result, this reservoir undergoes 24-hour leak detection monitoring and requires annual inspections by regulatory state agencies. The proposed project site is not situated in the hypothetical inundation area for the Riviera Reservoir. No mitigation is required.

5.3.4 Mitigation Measures

WQ-1 Prior to the issuance of a grading permit, the City shall obtain a National Pollutant Discharge Elimination System (NPDES) statewide General Construction Activity Stormwater Permit regulated by the State Water Resource Control Board. Coverage under this permit shall not occur until the applicant develops an adequate Stormwater Pollution Prevention Plan (SWPPP) for the project.

5.3.5 Cumulative Impacts

Development of the proposed project site would significantly reduce impervious surfaces, thereby increasing groundwater recharge and decrease the amount of stormwater runoff in the area by converting concrete and asphalt parking lots into open space landscaped parkland. Cumulative development within the project vicinity area would result in alteration of drainage patterns and decrease in flow rates in the project vicinity. The proposed project will not generate an increase in cumulative drainage runoff impacts to downstream storm drain facilities from the site. Cumulative project impacts can be reduced to a less than significant level through proper landscaping design, streetscape improvement design, and project site and street maintenance methods.

Santa Monica Airport Park EIR 5-41 rev. July 2002 5.3.6 Unavoidable Adverse Impacts

Implementation of the recommended mitigation measure analyzed above will reduce hydrology and drainage along with water quality impacts to below the levels of significance. The proposed project will not result in unavoidable adverse impacts to hydrology and water quality.

Santa Monica Airport Park EIR 5-42 rev. July 2002 5.4 Noise

This section analyzes the potential noise impacts associated with this project. The analysis has been derived from the “Noise Assessment for Airport Park” prepared by Mestre Greve Associates. The noise study is included in its entirety in the Technical Appendices of this EIR. Traffic volume information used in this report was provided by Kaku Associates and is presented in their traffic study for the project. Project-generated traffic noise impacts are evaluated, as are traffic noise impacts on the project site. Noise impacts from project site activity on nearby residential areas are also discussed. Project alternatives are discussed relative to the proposed project.

Sound is technically described in terms of the loudness (amplitude) of the sound and frequency (pitch) of the sound. The standard unit of measurement of the loudness of sound is the decibel (dB). Decibels are based on the logarithmic scale. The logarithmic scale compresses the wide range in sound pressure levels to a more usable range of numbers in a manner similar to the Richter scale used to measure earthquakes. In terms of human response to noise, a sound 10 dB higher than another is judged to be twice as loud; and 20 dB higher four times louder; and so forth. Everyday sounds normally range from 30 dB (very quiet) to 100 dB (very loud).

Since the human ear is not equally sensitive to sound at all frequencies, a special frequency- dependent rating scale has been devised to relate noise to human sensitivity. The A-weighted decibel scale (dBA) performs this compensation by discriminating against frequencies in a manner approximating the sensitivity of the human ear. Community noise levels are measured in terms of the “A-weighted decibel,” abbreviated dBA. Exhibit 5.4-1 provides examples of various noises and their typical A-weighted noise level.

Sound levels decrease as a function of distance from the source as a result of wave divergence, atmospheric absorption and ground attenuation. As the sound wave form travels away from the source, the sound energy is dispersed over a greater area, thereby dispersing the sound power of the wave. Atmospheric absorption also influences the levels that are received by the observer. The greater the distance traveled, the greater the influence and the resultant fluctuations. The degree of absorption is a function of the frequency of the sound as well as the humidity and temperature of the air. Turbulence and gradients of wind, temperature, and humidity also play a significant role in determining the degree of attenuation. Intervening topography can also have a substantial effect on the effective perceived noise levels.

Noise has been defined as unwanted sound and it is known to have several adverse effects on people. From these known effects of noise, criteria have been established to help protect the public health and safety and prevent disruption of certain human activities. This criteria is based on such known impacts of noise on people as hearing loss, speech interference, sleep interference, physiological responses, and annoyance. Each of these potential noise impacts on people is briefly discussed in the following narratives:

Santa Monica Airport Park EIR 5-43 rev. July 2002

• Hearing Loss is not a concern in community noise situations of this type. The potential for noise-induced hearing loss is more commonly associated with occupational noise exposures in heavy industry or very noisy work environments. Noise levels in neighborhoods, even in very noisy airport environs, are not sufficiently loud to cause hearing loss.

• Speech Interference is one of the primary concerns in environmental noise problems. Normal conversational speech is in the range of 60 to 65 dBA, and any noise in this range or louder may interfere with speech. There are specific methods of describing speech interference as a function of distance between speaker and listener and voice level.

• Sleep Interference is a major noise concern for traffic noise. Sleep disturbance studies have identified interior noise levels that have the potential to cause sleep disturbance. Note that sleep disturbance does not necessarily mean awakening from sleep, but can refer to altering the pattern and stages of sleep.

• Physiological Responses are those measurable effects of noise on people that are realized as changes in pulse rate, blood pressure, etc. While such effects can be induced and observed, the extent is not known to which these physiological responses cause harm or are sign of harm.

• 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. What one person considers tolerable can be quite unbearable to another of equal hearing capability.

The description, analysis, and reporting of community noise levels around communities is made difficult by the complexity of human response to noise and the myriad of noise metrics that have been developed for describing noise impacts. Each of these metrics attempts to quantify noise levels with respect to community response. Most of the metrics use the A-weighted noise level to quantify noise impacts on humans. A-weighting is a frequency weighting that accounts for human sensitivity to different frequencies.

Noise metrics can be divided into two categories: single event and cumulative. Single-event metrics describe the noise levels from an individual event such as an aircraft flyover or a heavy equipment passby. Cumulative metrics average the total noise over a specific time period, which is typically 1 hour or 24 hours for community noise problems. For this type of analysis, cumulative noise metrics would be used.

Several rating scales have been developed for measurement of community noise. These account for: (1) the parameters of noise that have been shown to contribute to the effects of noise on man, (2) the variety of noises found in the environment, (3) the variations in noise levels that occur as a person moves through the environment, and (4) the variations associated with the time of day. They are designed to account for the known health effects of noise on people described previously. Based on these effects, the observation has been made that the potential for a noise to impact people is dependent on the total acoustical energy content of the noise. A number of noise scales have been developed to account for this observation. Two of the predominant noise scales

Santa Monica Airport Park EIR 5-45 rev. July 2002 are the: Equivalent Noise Level (LEQ) and the Community Noise Equivalent Level (CNEL). These scales are described in the following paragraphs.

• LEQ is the sound level corresponding to a steady-state sound level containing the same total energy as a time-varying signal over a given sample period. LEQ is the “energy” average noise level during the time period of the sample. LEQ can be measured for any time period, but is typically measured for 1 hour. This 1 hour noise level can also be referred to as the Hourly Noise Level (HNL). It is the energy sum of all the events and background noise levels that occur during that time period.

• CNEL, Community Noise Equivalent Level, is the predominant rating scale now in use in California for land use compatibility assessment. The CNEL scale represents a time-weighted 24-hour average noise level based on the A-weighted decibel. Time weighted refers to the fact that noise that occurs during certain sensitive time periods is penalized for occurring at these times. The evening time period (7:00 p.m. to 10:00 p.m.) penalizes noises by 5 dBA, while nighttime (10:00 p.m. to 7:00 a.m.) noises are penalized by 10 dBA. These time periods and penalties were selected to reflect people’s increased sensitivity to noise during these time periods. A CNEL noise level may be reported as a “CNEL of 60 dBA,” “60 dBA CNEL,” or simply “60 CNEL.” Typical noise levels in terms of the CNEL scale for different types of communities are presented in Exhibit 5.4-2.

• Ldn, the day-night scale is similar to the CNEL scale except that evening noises are not penalized. It is a measure of the overall noise experienced during an entire day. The time-weighted refers to the fact that noise that occurs during certain sensitive time periods is penalized for occurring at these times. In the Ldn scale, those noise levels that occur during the night (10:00 pm to 7:00 am) are penalized by 10 dB. This penalty was selected to attempt to account for increased human sensitivity to noise during the quieter period of a day, where home and sleep is the most probable activity.

• L(%) is a statistical method of describing noise which accounts for variance in noise levels throughout a given measurement period. L(%) is a way of expressing the noise level exceeded for a percentage of time in a given measurement period. For example, since 5 minutes is 25% of 20 minutes, L(25) is the noise level that is equal to or exceeded for 5 minutes in a 20-minute measurement period. It is L(%) that is used for most Noise Ordinance standards. For example most daytime City, state, and county noise ordinances use an ordinance standard of 55 dBA for 30 minutes per hour or an L(50) level of 55 dBA. In other words the Noise Ordinance states that no noise level should exceed 55 dBA for more than 50% of a given period.

Santa Monica Airport Park EIR 5-46 rev. July 2002

5.4.1 Existing Conditions

a. Santa Monica Noise Ordinance

The Santa Monica Noise Ordinance (Municipal Code Chapter 4.12-Noise) establishes exterior noise standards to control unnecessary, excessive and annoying sounds from stationary (e.g. parking lots, loading docks, and mechanical equipment) sources. The standards are in terms of levels of noise generated on one property that cannot be exceeded at adjacent properties. The Noise Ordinance requirements cannot be applied to mobile noise sources such as heavy trucks when traveling on public roadways. Control of the mobile noise sources on public roads is preempted by federal and state laws.

Community noise levels are measured in terms of the “A-weighted decibel,” abbreviated dBA. The Santa Monica Noise Ordinance Standards are in terms of noise levels that cannot be exceeded for more than 15 minutes in a 30-minute period. The noise metric used to measure this level is the “percent noise level” or L% and specifically the L50. The L50 is the noise level exceeded for more than 50% of a measurement period. The Noise Ordinance standards also set a noise level that can never be exceeded. This is measured as the Lmax noise level. The Noise Ordinance standards are dependant on the receiving property’s land use and the time of day. The table below presents the Santa Monica Noise Ordinance Standards. The first column shows the receiving property’s land use, and the second column shows the time of day. The third and fourth columns show the L50 and Lmax noise levels that cannot be exceeded.

Table 5.4-1 - City Of Santa Monica Noise Ordinance Standards Noise Zone Time Period L50 Lmax Residential Monday through Friday 12 am to 7 am and 10 pm to 12 am 50 70 Monday through Friday 7 am to 10 pm 60 80 Saturday and Sunday 12 am to 8 am and 10 pm to 12 am 50 70 Saturday and Sunday 8 am to 10 pm 60 80 Commercial 12 am to 7 am and 10 pm to 12 am 60 80 7 am to 10 pm 65 85 Manufacturing Any Time 75 95 and Industrial

Table 5.4-1 shows that a stationary noise source cannot generate noise levels that exceed an L50 of 60 dBA during the daytime or 50 dBA during the nighttime at an adjacent residential property. The source cannot exceed 80 dBA during the daytime or 70 dBA during the nighttime for any period (Lmax). For residential areas, the nighttime period ends at 7:00 a.m. Monday through Friday and 8:00 a.m. on Saturday and Sunday. It should be noted that certain activities are exempt from the noise limits shown in Table 5.4-1. These activities include “Activities conducted on public parks, public playgrounds and public or private school grounds…” (§47.12.060.a). The playing of drums or any other percussion instruments in public parks is restricted by the Noise Ordinance (§4.12.120.a), as is the playing of “any audio or electronic device including but not limited to any radio, tape player, compact disc, musical instrument or electronic keyboard after 10:00 p.m. or before 8:00 am” (§4.12.130.b). These restrictions do not

Santa Monica Airport Park EIR 5-48 rev. July 2002 apply to any “band or orchestra or musical group which has been granted permission to play or perform in or upon a public park or other public facility by the City” (§4.12.130.c).

Sections 4.12.130 and 4.12.140 of the Noise Ordinance limit the hours of demolition and construction activities and the allowable noise levels during the permitted construction. These sections prohibit demolition or construction activities before 8:00 a.m. or after 6:00 p.m. Monday through Friday (before 7:00 a.m. to after 6:00 p.m. for City employees or public utilities), before 9:00 a.m. or after 5:00 p.m. Saturday or at any time on Sunday, New Years Day, Memorial Day, Independence Day, Labor Day, Veterans Day Thanksgiving Day and Christmas Day. During the allowed periods of demolition and construction, noise levels must not exceed the limits shown in Table 5.4-1 plus 10 dBA.

b. Santa Monica Noise Element

The City of Santa Monica’s Noise Element of the General Plan provides a description of existing and projected future noise levels and outlines a series of goals and policies designed to provide direction for an acceptable noise environment for the City. Table 2 of the Noise Element suggests that for parks – and specifically for picnic areas – the Community Noise Equivalent Level (CNEL) not exceed 65 CNEL.

c. Existing Noise Measurements

Noise measurements were made at the homes nearest the project location and on the project site on Friday, September 7, 2001. Exhibit 5.4-3 shows the locations of the measurement sites. Site 1 was located in the rear yard of the residence at 12313 Navy Street. This home backs up to Bundy Drive across from the project site. The measurement at Site 1 was made for a 15-minute period and intended to document the existing noise levels at the residences. Sites 2 and 3 were located on the project site. The measurements at Sites 2 and 3 were made for one-hour periods and intended to determine the maximum noise levels at the project site from aircraft operations. The results of the measurements are presented in Table 5.4-2.

The measurements were made with a Brüel & Kjær Modular Precision Sound Level Meter, Type 2236. The system was calibrated before and after each measurement series with calibration traceable to the National Institute of Standards and Technology. The wind speeds during the time of measurements were light (0 to 5 miles per hour).

The measurement results are presented in terms of the equivalent noise levels (Leq), maximum (Lmax) noise levels, minimum (Lmin) noise levels, and the 10th, 50th and 90th percentile noise levels (L10, L50 and L90). The Leq represents the average noise level during the measurement period. The L10 percentile level is the noise level that was exceeded 10 % of the time during the measurement period. The L50 percentile level represents the noise levels exceeded 50% of the time. This is the median noise level. The L90 percentile level is the noise level that was exceeded 90% of the time during the measurement period. This is considered the background level. The Lmax and Lmin noise levels are the maximum and minimum noise levels during the measurement period.

Santa Monica Airport Park EIR 5-49 rev. July 2002

Table 5.4-2 - Existing Noise Measurements Site Start Leq Lmax L10 L50 L90 Lmin 1 11:53 am 62 76 64 59 54 49 2 1:05 pm 64 84 64 57 54 50 3 2:10 pm 61 85 61 55 52 49

The noise environment at all three sites is primarily determined by traffic on Bundy Drive and the aircraft operations from Santa Monica Airport. During the measurement at Site 1 there were two jet take-offs that caused nearly the same noise level and the Lmax for the measurement period. During the measurements at Sites 2 and 3 there were several aircraft operations. Jet take- offs resulted in the maximum noise levels measured at each site. In general, propeller aircraft resulted in maximum noise levels between 65 and 70 dBA at the project site and jet aircraft resulted in maximum levels of 70 to 85 dBA. Site 3 is located further from Bundy than Site 2, which resulted in lower L50 and L90 noise levels. The Leq at Site 3 is also lower due to the distance in combination with a lower number of aircraft events during the measurement at Site 3.

5.4.2 Thresholds of Significance

For purposes of this Environmental Impact Report, thresholds of significance for evaluating project impacts related to noise are based upon the City of Santa Monica Initial Study and Neighborhood Impact Statement Checklist. The project would result in a significant noise impact if it would result in one or more of the following:

• Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies.

• Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels.

• A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project.

• A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project.

• 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, exposure of people residing or working in the project area to excessive noise levels.

• For a project within the vicinity of a private airstrip, exposure of people residing or working in the project area to excessive noise levels.

Santa Monica Airport Park EIR 5-51 rev. July 2002 5.4.3 Project Impacts

Potential noise impacts are commonly divided into two groups: temporary and long term. Temporary impacts are usually associated with noise generated by construction activities. Long- term impacts are further divided into impacts on surrounding land uses generated by the proposed project and those impacts that occur at the proposed project site.

a. Noise Impact Criteria

Off-site impacts from on-site activities, temporary and long-term, are measured against the City of Santa Monica Noise Ordinance presented previously. Any activity at the park must comply with the Noise Ordinance.

Long-term off-site impacts from traffic noise are measured against two criteria. Both criteria must be met for a significant impact to be identified. First, project traffic must cause a noise level increase greater than 3 dB on a roadway segment adjacent to a noise sensitive land use. Second, the resulting future with project noise level must exceed the criteria level for the noise sensitive land use. In this case the criteria level is 65 CNEL for residential land uses.

In community noise assessment, changes in noise levels greater than 3 dB are often identified as significant, while changes less than 1 dB would not be discernible to local residents. In the range of 1 to 3 dB, residents who are very sensitive to noise may perceive a slight change. Note that there is no scientific evidence available to support the use of 3 dB as the significance threshold. In laboratory testing situations, humans are able to detect noise level changes of slightly less than 1 dB. In a community noise situation, however, noise exposures are over a long time period, and changes in noise levels occur over years, rather than the immediate comparison made in a laboratory situation. Therefore, the level at which changes in community noise levels become discernible is likely to be some value greater than 1 dB, and 3 dB appears to be appropriate for most people.

Long-term on-site impacts are measured against the noise level limits applied by the City of Santa Monica. The exterior noise standard for park uses (as identified in the Noise Element of the General Plan) is 65 CNEL. Specifically, this limit applies to picnic areas of the park.

b. Temporary Impacts

• Park Construction

Park construction noise represents a short-term impact on ambient noise levels. Noise generated by construction equipment, including trucks, graders, bulldozers, concrete mixers, and portable generators can reach high levels. For the proposed park project, the highest noise-generating activities would include removal of the existing pavement and grading of the site. There are residential uses located to the east of the project across Bundy Drive south of the site to the south of Airport Avenue and west of the project site.

Santa Monica Airport Park EIR 5-52 rev. July 2002 In addition, the City’s Noise Ordinance requires all development projects located within 500 feet of any residential development submit a list of equipment and activities required during construction prior to issuance of building permits. This information would need to be submitted to the City.

Worst-case examples of construction noise at 50 feet are presented in Exhibit 5.4-4. The peak noise level for most of the equipment that would be used during the construction is 70 to 95 dBA at a distance of 50 feet. At 150 feet, the peak construction noise levels range from 61 to 86 dBA. At 1,000 feet, the peak noise levels range from 44 to 69 dBA. Note that these noise levels are based upon worst case conditions. Typically, noise levels closer to the project site would be greater.

The homes located across Bundy Drive are located as close as 90 feet from the park project site. However, most of the project site is more than 700 feet from these homes. Maximum noise levels from construction equipment at the portion of the site closest to the homes would be between 65 and 90 dBA. For most of the grading and pavement removal the noise levels would be below 70 dBA. Many of the homes across from the project site along Bundy Drive have noise barriers that would reduce these noise levels by at least 5 dBA.

The City of Santa Monica Noise Ordinance requires that construction and demolition only occur during certain hours. Further, the noise levels must not exceed the limits given in Table 5.4-1 by more than 10 dB. This means that the noise level cannot exceed 90 dBA at the residential areas for any period of time or 70 dBA for more than 15 minutes in any half hour. It is not expected that these limits would be exceeded by the construction activities. Mitigation measures in addition to the limitation of construction hours would not be required.

Construction noise impacts represent a short-term noise impact. It is not possible at this time to determine the exact length of time that grading would occur on the site, but construction activities are not expected to occur for more than a few months with the noisiest activities only occurring for a few weeks of this period.

Santa Monica Airport Park EIR 5-53 rev. July 2002

• Streetscape Improvements

Along Airport Avenue where the streetscape improvements will be performed, between 23rd Street and Bundy Drive, homes are located almost directly adjacent to the road near 23rd Street to 300 feet from the road as Airport Avenue approaches the park site. Along the park site, Airport Avenue is approximately 600 feet from the nearest residential uses. Along portions of Airport Avenue, buildings are located between the road and the residences. Where these buildings break the line of sight from the residences to the construction activities, the noise levels will be reduced by at least 5 dB. Breaking and removal of existing pavement will generate the highest noise levels during the construction of the streetscape improvements. This will likely require the use of jackhammers and a backhoe or front loader. Near 23rd Street, where residences are directly adjacent to Airport Avenue, noise levels could exceed 100 dBA and be as high as 110 dBA for short periods. Construction activities more than 160 feet from residential uses will not generate noise levels in excess of 90 dBA. At 300 feet, peak construction noise levels will be between 55 and 80 dBA.

Construction, grading, and demolition for the streetscape improvement portion of the project that occurs within 160 feet of existing residential areas will likely exceed the 90 dBA maximum noise level limit specified in the Noise Ordinance at the residences. Temporary noise barriers will likely be required to reduce noise levels to below this limit. Procedural methods of specialized equipment could also be utilized to meet the City’s construction noise standard. Specific details on the construction equipment and activities are required to determine the exact measures required, including location and height of any barriers. Typically, barriers would be located between the sources of noise and the residences. Temporary noise barriers with heights of 15 feet or possibly higher may be required. When specific information is available, a construction noise reduction plan shall be prepared by a qualified noise consultant describing the equipment and activities to be used in grading and construction and noise levels generated by these activities. Specific measures and locations of any temporary noise barriers required to ensure that the noise levels do not exceed 90 dBA at the residences should be specified. This report should be submitted and approved by the City prior to issuance of construction permits for the project.

c. Long Term Off-Site Impacts

This section examines noise impacts from the proposed project on the surrounding land uses. Specifically, traffic noise increases due to the project are examined as well as potential noise impacts from activities on the project site. Currently known project site activities that could result in noise impacts are sports field, dog park, playground, and parking/circulation activities.

• Traffic Noise – Impacts from traffic noise generated by the project are measured against the CNEL metric as the City’s noise standards are in terms of CNEL. Except for a few select roadways, the traffic study for the project only calculated AM and PM peak hour traffic volumes. Average daily traffic (ADT) volumes are required to calculate CNEL noise levels from roadways. Based on consultation with the traffic engineer, the average

Santa Monica Airport Park EIR 5-55 rev. July 2002 of the AM and PM peak hour traffic volumes is approximately 10% of the ADT. This factor was used in determining the ADT and increase in traffic noise levels along the roadways in the project vicinity. This analysis showed that the project does not affect the noise level along most roadways in the project vicinity.

The project is projected to generate fewer average daily trips compared to the existing uses that will be removed with the project. During the PM peak hour, the project is projected to generate more trips. Because the project is projected to increase the PM peak hour traffic and decrease average daily traffic, the project will result in a greater increase in PM peak hour Leq(h) noise levels than it will CNEL. Therefore, the increases in CNEL levels will be less than the PM peak hour Leq(h).

The project results in noise level increases greater than 0.1 dB along only two roadway segments: Marine Street west of 17th, and Airport Avenue east of 23rd Street/Walgrove. The greatest noise level increase is projected along Marine Street west of 17th Street.

Along Marine Street west of 17th Street, traffic CNEL noise levels are projected to increase 2.5 dB over existing conditions with the project in the p.m. peak. The project causes 2.0 dB of this increase. These increases are not significant. It should also be noted that the traffic volumes along this section of roadway are very low (less than 150 cars per day) and the corresponding noise levels along the roadway are very low.

Along Airport Avenue east of 23rd Street/Walgrove Avenue, traffic CNEL noise levels are projected to 1.2 dB over existing conditions with the project. The project causes 0.5 dB of this increase. These increases are not significant.

Traffic associated with the project would not result in significant increases along any roadways and would not result in a significant noise impact.

• On-Site Activities – Noise generated on-site is associated with activities from the sports field, the playground, the off-leash dog park, and parking/circulation.

The criterion used to determine impacts from on-site activities on the nearby residences is the City’s Noise Ordinance. The Noise Ordinance contains noise level limits that cannot be exceeded at nearby residential and commercial areas. However, noise from “activities conducted on public parks, public playgrounds and public or private school grounds…” are specifically exempted from the Noise Ordinance limits. The Noise Ordinance does provide some limits of noise generated by park visitors. Playing of drums or any other percussion instruments in public parks is restricted by the Noise Ordinance (§4.12.120.a), as is the playing of “any audio or electronic device including but not limited to any radio, tape player, compact disc, musical instrument or electronic keyboard after 10:00 p.m. or before 8:00 a.m.” (§4.12.130.b). The ordinance further states that the restrictions do not apply to any “band or orchestra or musical group which has been granted permission to play or perform in or upon a public park or other public facility by the City” (§4.12.130.c). This allows the use of used amplified music and drums at the park during City permitted events at the park.

Santa Monica Airport Park EIR 5-56 rev. July 2002 The City’s Noise Ordinance considers that noise generated by most activities at the park are balanced by other community benefits. Those activities that could result in a significant noise impact are regulated by the Noise Ordinance.

• Parking Lot Activity - Traffic associated with parking lots is not of sufficient volume to exceed community noise standards that are based on a time averaged scale such as the CNEL scale. However, the instantaneous maximum sound levels generated by car door slamming, engine start-up, and car passbys can be annoying to nearby residents. Tire squeal may also be a problem depending on the type of parking surface. Estimates of the maximum noise levels associated with some parking lot activities are presented in Table 5.4-3 and are based on measurements conducted by Mestre Greve Associates. The noise levels presented are for a distance of 50 feet from the source, and are the maximum noise level generated. A range is given to reflect the variability of noise generated by various automobile types and driving styles.

Table 5.4-3 - Maximum Noise Levels Generated by Parking Lots (dBA at 50 feet) Event Lmax Door slam 60 to 70 Car alarm activation 65 to 70 Engine start-up 60 to 70 Car pass-by 55 to 70

The nearest residences across Bundy Drive are located 400 feet from the parking lot along Airport Avenue. At this distance noise levels are 18 dB lower than those presented in Table 5.4-3. Noise levels from the parking lot would be less than 52 dBA. Table 5.4-2 shows that noise levels currently exceed 54 dBA 90 percent of the time at these homes.

• Sports Field Activities - The sports fields are located approximately 270 feet from the nearest residences to the south. Noise generated by activities at the sports fields consists of voices from the participants in the activities at the field. Primarily, spectators rather than the athletes would generate the noise. The noise levels generated would vary greatly depending on the number and vivacity of the spectators. A single screaming person can generate sustained noise level of approximately 80 dBA at a distance of 3 feet. Twenty people screaming at the tops of their lungs would generate a noise level of approximately 69 dBA at a distance of 50 feet from the center of the group. This results in a noise level of 54 dBA at the residences. This represents a maximum noise level, as it would be likely that the spectators would be located at a greater distance from the homes. Further, there are buildings that block the line of sight between these homes and portions of the sports fields. These buildings would reduce noise levels from sources located behind them by at least 5 dB. Noise levels inside the homes would be 12 dB quieter if windows are open and 20 dB quieter if they are closed.

The homes across Bundy Drive are located approximately 200 feet from the sports fields. At this distance, noise levels from the fields should not exceed 45 dBA, which is less than the existing minimum noise levels at these homes.

Santa Monica Airport Park EIR 5-57 rev. July 2002

• Dog Park Activities - Noise levels generated by barking dogs can vary greatly. Based on measurements made at a dog kennel, barking dogs generate noise levels between 55 and 70 dBA at a distance of 40 feet. The homes across Bundy Drive are located more than 120 feet from the off leash dog area of the project. At this distance noise levels from the dogs would be between 45 and 60 dBA. Table 5.4-2 shows that the noise level at the homes currently exceeds 57 dBA for 50 percent of the time and 64 dBA for 10 percent of the time. Note that many of these homes have walls that act as noise barriers that would reduce the dog noise levels by at least 5 dB. Barking dogs near the middle of the off-leash area would generate noise levels 6 dB lower, and barking dogs at the far west end of the area would generate noise levels 10 dB lower. Noise levels inside the homes would be 12 dB quieter if windows are open and 20 dB quieter if they are closed.

The homes to the south of the dog park area are located approximately 600 feet away. At this distance, barking dogs would generate noise levels between 32 and 47 dBA. The buildings located between many of these residences and the dog park will reduce noise levels by an additional 5 dBA.

d. Long-Term On-Site Impacts

This section examines the noise impacts on the proposed project. For the project the primary sources of noise are traffic on Bundy Drive and Airport Avenue as well as aircraft noise from the Santa Monica Airport.

• Traffic Noise - An estimate of highway noise levels in terms of CNEL was computed for the roadways along the project. The Highway Noise Model published by the Federal Highway Administration (“FHWA Highway Traffic Noise Prediction Model,” FHWA- RD-77-108, December, 1978) was utilized. The CALVENO noise emission curves developed by Caltrans were used with the FHWA model. These curves better model the California vehicle mix. The FHWA Model uses traffic volume, vehicle mix, vehicle speed, and roadway geometry to compute the “equivalent noise level.” A computer code has been written which computes equivalent noise levels for each of the time periods used in the calculation of CNEL. Weighting these noise levels and summing them results in the CNEL for the traffic projections used. CNEL contours are found by iterating over many distances until the distances to the 60, 65, and 70 CNEL contours are found.

Future noise levels along the roadways along the project are presented below in Table 5.4-4. These noise contours are shown graphically in Exhibit 5.4-5, which shows that there are no picnic areas exposed to noise levels in excess of the City’s 65 CNEL standard. Therefore, there is no impact from traffic noise on the project site and no mitigation is required.

Santa Monica Airport Park EIR 5-58 rev. July 2002

Table 5.4-4 - Traffic Noise Levels Impacting Project Site CNEL @ Distance to CNEL Contour (ft)* Roadway 100'* 70 65 60 Airport Ave. 56 RW** 25 54 Bundy Dr. 67.1 64 138 297 *From Roadway Centerline **RW – contour falls within roadway right-of-way

• Aircraft Noise - Exhibit 5.4-6 shows the CNEL noise contours from Santa Monica Airport aircraft operations. These are taken from “Calendar Year 2001 CNEL contours Santa Monica Municipal Airport” by Mestre Greve Associates, dated March 12, 2002. The exhibit shows that the 65 CNEL noise contour does not encroach on to the project site. Therefore, the noise level from aircraft would not exceed the City’s 65 CNEL standard, and noise levels at the park will be considered satisfactory by the Los Angeles County Airport Land Use Commission guidelines.

The noise measurements presented previously showed that maximum noise levels for jet take-off operations are between 70 and 85 dBA at the project site. Propeller aircraft generate maximum noise levels during take-off of 65 to 70 dBA. These levels are high enough to make it difficult to communicate during the take-off operations. Note that the maximum level is approached for only a short period of time during the take-off. Noise levels during taxi and landing are much lower and should not cause a speech communi- cation problem. However, as discussed above, the CNEL noise levels on the project site would not exceed the City’s standard and ALUC guidelines. Therefore, there would be no significant noise impact on the project site, and no mitigation is required for aircraft noise.

5.4.4 Mitigation Measures

N-1 Construction and demolition/grading activities shall comply with the hour limitations presented in the Santa Monica Noise Ordinance. Specifically, construction and demolition are prohibited: • Before 8:00 a.m. and after 6:00 p.m. Monday through Friday; • Before 9:00 a.m. or after 5:00 p.m. on Saturday; • All day on Sunday; • All Day on New Years Day, Memorial Day, Independence Day, Labor Day, Veterans Day, Thanksgiving Day, and Christmas Day. Per the Noise Ordinance, use of any construction equipment that would exceed 90 dBA at a distance of 50 feet would be limited to the hours between 10:00 a.m. and 3:00 p.m. Note that this only applies to construction equipment and not grading or demolition equipment. N-2 Prior to the issuance of the Notice to Proceed for the streetscape improvement, the City shall prepare a construction noise reduction plan that may include the use of specialized equipment and temporary noise screens for streetscape construction in close proximity to

Santa Monica Airport Park EIR 5-60 rev. July 2002 residences to ensure that noise levels do not exceed 90 dBA at the residences located within 160 feet from the streetscape work.

5.4.5 Cumulative Impacts

All project-related noise impacts can be reduced to below levels of significance with the imposition of the recommended mitigation measures. Development of the proposed project would represent an incremental decrease of automobile traffic, which, in turn, decrease overall ambient noise levels impacts of off-site areas adjacent to the park. Development of the proposed park would result in an increase of noise levels generated on-site. This increase is not significant enough to cumulatively impact the surrounding land uses of the proposed project area.

5.4.6 Unavoidable Adverse Impacts

There are no unavoidable adverse noise impacts associated with the development of the Santa Monica Airport Park Project.

Santa Monica Airport Park EIR 5-61 rev. July 2002

5.5 Hazards and Hazardous Materials

The analysis discussed in this section is based upon the Phase I “Hazardous Materials Soils Investigation Report,” the “Site Assessment Report,” and the “Additional Site Assessment Report (Soil Sampling Report)” conducted by Komex·H2O Science Inc., dated April 17, 2000, March 12, 2000 and August 16, 2001, respectively. The purpose of these studies is to identify and analyze the potential for hazardous material contamination at the site and to assess whether the potential environmental concerns identified, if any, would have an impact on the intended development of the proposed project.

5.5.1 Existing Conditions

a. Previous Land Uses

The project site has been associated with aircraft and airport uses since the early 1920s. Douglas Aircraft, which occupied portions of the site between 1929 and 1975, specialized in the production of military and civilian aircraft. The project park site located at 3301 and 3401 Airport Avenue was located within a portion of a golf course south of Clover Field Airport prior to 1928.

b. Current Conditions

The 8.3-acre parcel is situated within the Santa Monica Municipal Airport property. There is a mixture of commercial, industrial, institutional, and single-family residential land uses surrounding the project area. The existing on-site land uses include the Santa Monica Airport Aircraft Tie-Down Area, Santa Monica College Shuttle Parking Lot A, and a dealership new car storage lot. The potential exists for the 8.3-acre parcel to have previously stored and have disposed of hazardous waste and/or hazardous materials on-site. Phase I Site Assessment Reports were conducted to determine the existence and extent of hazardous materials on-site.

c. Regulatory Setting

The State of California defines a hazardous material as a substance that is toxic, flammable/ignitable, reactive, and/or corrosive. Extremely hazardous materials are substances that show high or chronic toxicity, carcinogenic or bio-accumulative properties, and persistence in the environment, or are water reactive.

The City of Santa Monica identifies the following materials as hazardous4:

• Substances on the list prepared by the Director of Industrial Relations pursuant to Labor Code §6382.

• Hazardous substances defined in the Health and Safety Code, §25316 and §25532.

4 City of Santa Monica, Safety Element, 1995

Santa Monica Airport Park EIR 5-63 rev. July 2002 • Any substance that is classified by the National Fire Protection Association as a flammable liquid, a Class II combustible liquid, or a Class III-A combustible liquid.

• Any substance on the master list of hazardous substances prepared in accordance with Health and Safety Code §25281.

• Any substance required to be disclosed under Chapter 3 of Article V of the City Code relating to toxic chemical disclosure.

Federal and state government regulations require businesses storing, using, or manufacturing specific amounts of hazardous materials to report the quantities and types of materials to the local administering agency. In the City of Santa Monica, the City’s Fire Department acts as the administering agency.

Municipal Code §5.24.010 requires all businesses to declare to the City if they use, store, or manufacture any quantity of hazardous or extremely hazardous material. An annual business plan must be submitted if the business uses, stores, or manufactures hazardous materials exceeding 55 gallons or more of a liquid, 500 pounds or more of a solid, and/or 200 cubic feet or more of a gas at stand temperature and pressure. In addition to inventorying the materials in question, the business plan must describe emergency response plans and procedures to be used in the event of an accident.

City Code 8.104 requires that the installation, operation, and removal of underground storage tanks be converted under the authority of City-issued permits. Additionally, the investigation, assessment, and clean up of a release from an underground storage tank was overseen by the City, pursuant to City Code 8.104.

d. Area-Wide/Regional Hazards Review

A government database records search was conducted for the entire project site vicinity (one- mile radius). Records were analyzed and reviewed in order to acquire all available information on previous land use and potential sources of hazardous contamination, including underground storage tanks (USTs), dumps, landfills, debris areas, chemical use or storage areas, recorded spill areas, hazardous waste sites (e.g., generators and treatment, storage, or disposal facilities), Superfund sites, pipelines, surface water discharge, transformers, fuel storage or dispensing facilities, and groundwater contamination or treatment areas. The analysis conducted by EDR of Southport, Connecticut assessed whether any release of hazardous materials to the subsurface has occurred at the project site within a one-mile radius. That research determined that the project site (3301 and 3401 Airport Avenue) is not listed in any of the hazardous material databases searched by EDR.

On November 8, 1999, the California Division of Oil and Gas (CADOG), which analyzes information relating to past and present oil and gas investigations and developments in the site area, conducted a review. No oil wells were located at the site or within a half-mile radius of the site.

Santa Monica Airport Park EIR 5-64 rev. July 2002 On November 30, 1999, the California Fire Marshal’s Office (CAFMO) was contacted for oil pipeline information in the site area. There are no oil pipelines within a one-mile radius of the site.

Seismic hazards affecting the project site are discussed in Section 5.1 - Geology and Soils of this Environmental Impact Report.

e. Special Technical Reports

Three technical reports relating to potential hazards and hazardous materials assessments were conducted for the project site. Copies of these technical reports are available for review at the City of Santa Monica Planning and Community Development Department, City Planning Division public counter. The following is a summary of each report:

• Phase I Hazardous Materials Soils Investigation Report – A Phase I Assessment was conducted to evaluate the historical land uses on the project site and determine if any hazardous materials exist on-site. The Phase I report was performed in accordance with the American Society of Testing and Materials (ASTM) standards for Phase I Environmental Investigations.

Komex·H2O Science Inc. (Komex) performed the Phase I report, dated April 17, 2000, for the project site located at 3301 and 3401 Airport Avenue. The Phase I investigation identified previous property owners, tenants, and operations at the site and immediate vicinity that may have adversely impacted the environment through the use or release of hazardous materials, particularly on the surface or near the surface soils.

• Site Assessment Report – The Site Assessment Report documents findings and further analyzes data obtained during the Phase I study.

Komex performed the Site Assessment Report on March 12, 2001 for the project site located at 3301 and 3401 Airport Avenue. The Site Assessment analyzed in greater detail the conditions of shallow soil beneath the project site previously identified in the Phase I study. The assessment also monitored, sampled, and geologically logged abandoned City wells SM-1, SM-2 and SM-3 to meet the current Los Angeles County Department of Health Services (LACDHS) standards as recommended in the Phase I study.

• Additional Site Assessment Soil Sampling Report – Additional soil sampling was conducted to further analyze and delineate the extent of chromium VI, hydrocarbon, and arsenic concentration found in the contaminated soil initially identified during the previous Phase I study and the Site Assessment Report.

Komex·H2O Science Inc., prepared the Additional Site Assessment Soil Sampling Report on August 16, 2001 for the project site located at 3301 and 3401 Airport Avenue. This report was prepared in general accordance with American Society for

Santa Monica Airport Park EIR 5-65 rev. July 2002 Testing and Materials (ASTM) standards for Environmental Site Assessments under the direct supervision of a State of California Registered Geologist.

5.5.2 Thresholds of Significance

For the purposes of this EIR, the thresholds of significance for evaluating project impacts are based upon criteria identified from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines) and the policies of the City of Santa Monica.

The project would result in a significant impact pertaining to hazards and hazardous materials if it would expose people or structures to potential substantial adverse effects, including risk of loss, injury, or death involving the following:

• Creation of a significant hazard to the public or the environment through routine transport, use, or disposal of hazardous materials;

• Creation of a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving release of hazardous materials into the environment;

• Emission of hazardous materials or handling of hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school;

• Location on a site that is included on a list of hazardous materials sites compiled pursuant to Government Code §65962.5 and, as a result, creation of a significant hazard to the public or the environment;

• For a project located within an airport land use plan or, where an airport land use plan has not been adopted, within two miles of a public airport or public use airport, a safety hazard for people residing or working in the project area;

• For a project within the vicinity of a private airstrip, a safety hazard for people residing or working in the project area;

• Impairment of implementation of, or physical interference with, an adopted emergency response plan or emergency evacuation plan; and

• Exposure of people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands.

5.5.3 Project Impacts

The project would involve storage of small amounts of petroleum products on-site during the construction stages. Standard Conditions of Approval would ensure that the project would not

Santa Monica Airport Park EIR 5-66 rev. July 2002 have the potential to create a health hazard or use, produce or dispose of materials that pose a hazard to people, animals, or plant populations in the area affected.

a. Impacted Soil

Approximately 40% of the existing project site surface is covered with concrete and asphalt material, with the remaining 60% consisting primarily of the loose dirt and gravel surface materials. The unpaved portion of the site has been determined to contain an unknown volume of cut soil, which was reportedly excavated and transferred to the site during grading activities for the construction of the Airport Administration Building. The purpose of this action was to provide a ramped access for construction vehicles to the airport property during the construction of the Administration Building.

The Site Assessment analysis revealed elevated concentrations of Total Petroleum Hydrocarbons (TPH), chromium VI, toluene, Total Volatile Petroleum Hydrocarbon (TVPH), trichloroethene (TCE) and arsenic found in isolated areas of the site. The main source of these contaminants found is primarily associated with the extensive airport related uses recorded on the site. Aircraft fueling and maintenance is hypothesized to be the main contributor to the existing on-site soil conditions. Total Petroleum Hydrocarbons (TPH) is a contamination derived from asphalt. On- site sampling revealed three locations, on the eastern portion of the site, where TPH was present. However, TPH was not present in natural soil below the fill at any of the testing locations where TPH was found or at any other testing location. These results suggest that some of the soil brought to the site in 1984 as fill material contained asphalt. Toluene was detected in soil gas samples in the western central portion of the site. Though no precise association with former land use could be made from historical reference data, the absence of other BTEX compounds (such as benzene, ethylbenzene, and total xylenes) suggests that toluene detections in soil gas are likely the result of former aircraft fueling/maintenance activities. Isolated and sporadic TVPH, or Total Volatile Petroleum Hydrocarbon, detections in soil gas appear related to toluene soil gas detections. Toluene and TVPH found in soil gas samples on the site were not above a detection limit of 5.0 µg/kg.

Chromium VI was detected in soil samples obtained from three locations along the southern boundary of the site. A maximum chromium VI concentration of 1.7 mg/kg was detected in fill material, but not in the natural soil beneath the fill. At the other two locations where chromium VI was detected, fill material does not appear to exist, based on the soil sampling. However, it is possible that additional chromium VI impacted fill material was added from the same source as the original fill material found in the first location. It is hypothesized that the fill was created during the construction activities conducted adjacent to the Airport Administration Building. Further site sampling reinforced prior findings and the chromium VI is vertically delineated. The chromium VI detections were below the United States Environmental Protection Agency (USEPA) primary remediation goal of 30 mg/kg; the detections also fall below the USEPA leaching potential of 38 mg/kg (meaning that ground water is not at risk of contamination). However, the chromium VI detections do exceed the USEPA California Modified residential PRG (primary remediation goal) of 200 µg/kg. It is therefore recommended that the affected soil be excavated prior to project construction.

Santa Monica Airport Park EIR 5-67 rev. July 2002 Concentration of arsenic was detected on the eastern portion of the site. The detection is delineated vertically and laterally and is considered an anomaly when compared to the average arsenic concentration of 4.3 mg/kg detected in shallow soil at the site. Further soil sampling supported these findings. TCE or trichloroethene, found on the southern central portion of the site, appears to be related to the historical location of an aircraft maintenance building formerly present on the site. The contamination is both vertically and horizontally undelineated and falls below USEPA levels of residential PRG of 2.8 mg/kg and leaching potential of .06 mg/kg.

Despite the fact that several hazardous materials were found to be below the level of significance established by the USEPA PRG, additional excavation of the contaminated soil is recommended for the project site to ensure that the project is not constructed on potentially contaminated soil. These analyses and recommendations are found in the Phase I Hazardous Materials Soils Investigation Report, the Site Assessment Report, and the Additional Site Assessment Report conducted by Komex·H2O Science Inc.

The project would not involve release of hazardous emissions or handling of hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school. The project would not impair implementation of, or physically interfere with, an adopted emergency response plan or emergency evacuation plan.

b. Off-Leash Area (OLA)

A key recreational aspect of the Santa Monica Airport Park Project would consist of a one-acre Off-Leash Area (OLA) for dogs. The OLA would be divided into two areas strictly designated for canines – one for large dogs and one for smaller dogs. The OLA design would consist of a four-foot fence with double entrance gates to secure the dogs within the OLA and to prevent dogs from escaping the OLA and into adjacent surrounding land uses, particularly into the adjacent airport runway due to safety concerns raised (Exhibit 5.5-1 - Off-Leash Area (OLA) Security Gate Design). Additionally, an eight-foot fence would be located along the existing block wall along the northern project boundary abutting the existing aircraft tie-down area. In addition to significantly reducing the likelihood of a dog escaping the OLA and somehow gaining access into the airport runway, the existing swing gates located at the end of Donald Douglas Loop and the north entrance/exit of the proposed park would be converted into a sliding gate. With implementation of these project design features, the impacts associated with the OLA and the potential hazard of unleashed dogs gaining access to the operating portion of the airport would be reduced to below levels of significance.

Santa Monica Airport Park EIR 5-68 rev. July 2002

c. Airport Avenue Streetscape Improvements

The proposed streetscape improvement plans along Airport Avenue would not result in an increase of impacts to hazards or hazardous materials. The main objective of this plan is to improve pedestrian access to all the surrounding land uses along Airport Avenue and to increase pedestrian safety by constructing new sidewalks along the north and south sides of the street. The streetscape improvement plan also will provide greater pedestrian access to the proposed park site. The proposed street/pedestrian access improvements will significantly decrease any potential impacts associated with pedestrian hazard and safety issues.

The proposed project will not involve release of hazardous emissions or handling of hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing school site. The proposed project does not have the potential to create hazards to the public or the environment through reasonably foreseeable upset and accident conditions involving the transport or release of hazardous materials into the environment.

During the construction of the proposed project, streetscape improvements along Airport Avenue will not impair implementation of, or physically interfere with the adopted Santa Monica Airport Emergency Response Plan and/or Emergency Evacuation Plan.

5.5.4 Mitigation Measures

Prior to the issuance of any grading permit, the project shall comply with all remediation issues identified within the Phase I Hazardous Materials Soils Investigation Report dated April 17, 2000, the Site Assessment Report dated June 17, 2002, and the Additional Site Assessment Report dated June 17, 2002, prepared by Komex·H2O Science Inc. Remediation analyses provided in these studies along with the requirements established in the City’s Grading and Excavation Code shall be incorporated into the final grading plan and submitted and approved by the Director of Environmental and Public Works Management Department.

Prior to the issuance of the Notice to Proceed, the City’s construction plan shall include measures to:

H-1 Excavate and remove arsenic-impacted shallow soil on the project site and dispose of at an appropriate disposal facility before the site is further developed. The affected soil should be excavated from sampling location 430/90 to a depth of 5 feet bgs within the lateral extent of impacted soil described in Figure 3 of the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR).

H-2 Excavate and remove chromium VI-impacted soil on the project site and dispose of at an appropriate disposal facility before the site is further developed. The affected soil should be excavated from sampling locations 745/35, 880/35 and 1015/35 to a depth of 10 feet bgs within the lateral extent of impacted soil described in Figure 4 of the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR).

Santa Monica Airport Park EIR 5-70 rev. July 2002 H-3 Excavate and remove the TPH-impacted soil on the project site before the site is further developed. The affected soil should be excavated from sampling locations 745/35, 745/125, 1015/35 and 1015/125 to a depth of 10 feet bgs within the lateral extent of impacted soil described in Figure 4 of the Additional Site Assessment Report dated June 17, 2002 (Appendix K of this EIR).

5.5.5 Cumulative Impacts

Development of the Santa Monica Airport Park Project would not result in long-term cumulative impacts associated with hazards and hazardous materials. Implementation of the mitigation measures will reduce cumulative impacts to less than significant levels.

5.5.6 Unavoidable Adverse Impacts

Implementation of recommended mitigation measures would result in no unavoidable adverse impacts pertaining to hazards and hazardous materials.

Santa Monica Airport Park EIR 5-71 rev. July 2002 5.6 Land Use and Planning

5.6.1 Existing Conditions

a. On-Site Land Use

The 8.3-acre project site is located on the southeastern portion of Santa Monica Airport and is designated as non-aviation land under the Airport Master Plan and the Airport Layout Plan (Exhibit 5.6-1) approved by the City and Federal Aviation Administration (FAA) on January 31, 1984. A small eastern portion of the project site is situated within the City of Los Angeles boundary, but the entire airport property is owned in fee by the City of Santa Monica. The project site is bordered on the south side by Airport Avenue, the north and west side by Donald Douglas Loop, and the east side by Bundy Drive. Existing on-site conditions and land uses consist of the following:

• Santa Monica College Shuttle Parking Lot A - The existing 2.6-acre Santa Monica College Shuttle Parking Lot A is comprised of 310 designated parking stalls located at 3301 Airport Avenue. This parking lot occupies the western and central portion of the proposed park site and is relatively flat and paved with concrete and asphalt. Santa Monica College shuttle buses pick up and drop off students at a designated bus stop along Airport Avenue adjacent to the parking lot. Santa Monica College leases this lot on a month-to-month basis.

• Automotive Dealership New Vehicle Storage Lot – The existing 2.6-acre automotive vehicle storage lot is currently being leased on a month-to-month basis by the City of Santa Monica to local automobile dealerships for long-term storage and parking of new vehicles. The existing storage lot consists of loose gravel and dirt with grass and weeds. This lot has a parking capacity of 300 vehicles. Located at 3401 Airport Avenue, there is approximately a six-foot grade separation along the easternmost portions of the storage lot. A break in topography is apparent in this area as the land surface rises by a minimum of six feet towards Bundy Drive. A small pile (estimated less than half a ton) of asphalt and various discarded building materials is present along the central northern portion of the site.

• Santa Monica Municipal Airport Mid-Level Tie-Down Area - The existing 2.3-acre mid-level aircraft tie-down area has a paved concrete surface with 22 designated spaces for small aircraft parking. There is approximately 12 feet of grade separation between the tie-down area and the adjacent Santa Monica College Shuttle Parking Lot A to the south, which is separated by a concrete retaining wall. Under the 1984 Agreement between the City of Santa Monica and the Federal Aviation Administration, Santa Monica Airport must provide a minimum of 590 aircraft tie-down spaces.

Santa Monica Airport Park EIR 5-72 rev. July 2002

• Airport Avenue (Bundy Drive to 23rd Street) - The existing Airport Avenue extends along the southern boundary of the project site and along the airport boundary, from Bundy Drive to 23rd Street. The two-lane road is approximately 4,500 feet in length and runs in an east-west direction. The current road condition of Airport Avenue is below City standards and is in need of improvement and repair. Sections of existing concrete sidewalks have been uprooted by trees and require extensive repairs. The project proposes to repair and/or replace the gutters and the pedestrian light fixtures. The goal of the proposed streetscape improvements is to create a pedestrian-friendly and safe environment that encourages pedestrian access to the proposed park site and minimizes pedestrian/vehicular conflicts.

b. Surrounding Land Use

The project site is bordered by Bundy Drive to the east, Airport Avenue to the south and Donald Douglas Loop South to the west and north as it loops from Airport Avenue to the Airport Administration Building. Surrounding land uses include the Santa Monica Airport Administration Building and Specialty Hangar to the north, office and restaurant use to the south, single-family residential homes to the east and aircraft tie-down area to the west. The residential neighbors to the east of the project site are within the City of Los Angeles. In addition to building the park, the project includes streetscape improvements along the entire length of Airport Avenue, from Bundy Drive to 23rd Street. The surrounding land uses along Airport Avenue consist of offices, artist studios, aircraft hangars, and Santa Monica College buildings. Single-family residential homes are the primary land use along the west side of 23rd Street/Walgrove Avenue. The following facilities and surrounding land uses are adjacent to the project site:

• 3400 Airport Avenue: This property is located on the south side of Airport Avenue across the street from the proposed site for Airport Park. At the time of publication, this building is vacant. It was formerly leased to BAE Systems Avionics and used as their administration Building.

• 3300 Airport Avenue (Spitfire Grill): This building is located directly south of the sports field portion of the project site. The primary use of the two-story building is a restaurant on the ground floor with outside patio dining.

• 3200 Airport Avenue (Historical Airport Administration Building): Located directly south of the western portion of the project site, this building is occupied by a variety of offices used for airport administration purposes.

• 3100 Airport Avenue (Benchmark Inc.): Located directly south of the southwestern corner of the project site, the two-story building is currently being used as a commercial window manufacturing business. An all purpose workshop, Building #5, is situated directly behind the 3100 Airport Avenue building.

• 2800 Airport Avenue (Santa Monica College Extensions): This property is utilized by Santa Monica College as an extension to the main campus and provides additional classroom and studio facilities.

Santa Monica Airport Park EIR 5-74 rev. July 2002 • 3223 South Donald Douglas Loop (Airport Administration Building): The Santa Monica Airport Administration Building was constructed in the 1980s, and the building currently houses office uses for airport administration and two restaurants.

• 3021 Airport Avenue (Santa Monica Air Center/Barker Hangar): This property provides a unique facility that is utilized by aircraft builders and artists. It is also the only aircraft manufacturing facility at Santa Monica Airport. There is a large collection of home-built aircraft in this hangar, and it is also home to the local chapter of the Experimental Aircraft Association (EAA). The hangar is also used as an events venue.

• 3171 Bundy Drive: This property is located south of the project site within the City of Los Angeles. This complex of buildings was formerly Lear Astronics Corporation and more recently was occupied by BAE Systems Avionics. Since 1945, the facility was used for manufacturing aircraft electronic components. A large asphalt parking lot is located at the southwest corner of Bundy Drive and Airport Avenue. In December 2001, the Santa Monica College Board of Trustees took action to acquire this property. At the time of publication of the Draft EIR, no formal plans have been submitted by Santa Monica College to address the proposed future use of the site.

c. Regulatory Framework

The CEQA Guidelines require an evaluation of the project’s consistency with applicable general plans and regional plans. The proposed project and its location are governed by state, regional and local land use regulations. The primary land use regulator is the City of Santa Monica. Due to the project location within the Santa Monica Municipal Airport non-aviation land area, the project is subjected to the review and approval of the City Council. Consultation with the Los Angeles County Airport Land Use Commission (ALUC) is also required, but ALUC recommendations are advisory and can be overruled with a two-thirds vote by the City’s governing body.

Airport Land Use and Aviation Related Plans

• Airport Land Use Plan (ALUP) - Los Angeles County Airport Land Use Commission was established by state law to coordinate land use planning issues for project areas within any public use airport boundaries. The proposed Santa Monica Airport Park Project is situated in the City of Santa Monica, in the County of Los Angeles. In Los Angeles County the Regional Planning Commission has the responsibility for acting as the Airport Land Use Commission (ALUC) and for coordinating the airport planning of public agencies within the county. The purpose of the ALUC is to protect the public health, safety, and welfare by ensuring the orderly expansion of airports and the adoption of land use measures that would minimize public exposure to adverse noise and safety impacts within areas around public use airports. ALUC is also involved with airport activities that may adversely affect adjacent areas and nearby land use that may interfere with airport operations.

Santa Monica Airport Park EIR 5-75 rev. July 2002

State law mandates that ALUC prepare and adopt a Comprehensive Land Use Plan (CLUP) for each individual airport within their jurisdiction. In 1991, the Los Angeles County ALUC adopted a CLUP for the Santa Monica Municipal Airport, which was also designed to complement the planning responsibilities of the City. Despite the goals of ALUC of planning for compatible uses around airports, its jurisdiction and power are limited. An ALUC does not have jurisdiction over airport operations, nor does an ALUC have the authority to zone property or apply other land use controls. Recommendations made by the ALUC are advisory to local jurisdictions and are not mandatory under state law. The local agency has the ability to overrule ALUC’s recommendation by conducting a hearing where the local agency can vote to overrule the Commission decision by a two- thirds vote of its governing body, if specific findings are made that the proposed action is consistent with the purposes of the Airport Land Use Law. The Airport Land Use Plan for Santa Monica Airport is limited in scope, while the ALUC has the responsibility to set policies and standards to prohibit development of incompatible uses located immediately outside of Airport boundaries. The City of Santa Monica has the sole responsibility as the owner of the airport and its surrounding land within the airport boundary to specify which compatible land use is appropriate within the airport boundary through its planning and zoning powers.

• Santa Monica Airport Agreement 1984 - In 1984 the City of Santa Monica and the Federal Aviation Administration (FAA) signed an agreement that allowed the City to use airport land, which was not required for airport operation for non-aviation purposes. Specific “performance standards” were established and defined for determining how much land would be required for airport operation, including the following:

• Space allocated for a minimum of 550 based and 40 transient aircraft tie-down area within Airport boundaries. • Space allocated for and executed leases with 3 “full service” fixed based operators (FBOs). According to the agreement, “each FBO must have sufficient space to provide a full range of service including but not limited to aircraft and avionics (aviation electronics) sale; maintenance, service and repair, flight school and training; and charter and air taxi service.” • Space allocated for limited or specialized FBOs such as avionics or propeller maintenance, repair, or installation.

According to the 1984 Agreement, land not required for airport operation, which must include the above facilities, may be designated as “residual land” by the City and used for non-aviation purposes.

• Santa Monica Municipal Airport Master Plan Study - The Airport Master Plan Study provides a context for planning and land use regulations within the airport boundary. The Plan was adopted in 1984. The Master Plan Study designates land on the airport for aviation and non-aviation use (e.g., parkland and residual land) and is used in conjunction with the 1984 Santa Monica Airport Agreement to govern the land uses within the airport boundary. The City of Santa Monica has fulfilled the transient based aircraft tie-down space and its obligations for three “full service” fixed-base operators (FBO) pursuant to

Santa Monica Airport Park EIR 5-76 rev. July 2002 the 1984 Airport Agreement. In accordance with this Master Plan and the 1984 Agreement, the FAA permits the use of non-aviation areas of the airport for public purposes such as the proposed park5.

• Airport Layout Plan - In 1983, in the context of the Master Plan preparation, the City identified a range of 43 to 52 acres of residual land within the airport boundary. The Airport Layout Plan, which was incorporated into the 1984 agreement, designated 43 acres of residual land. The 1984 Airport Layout Plan was based on an analysis of the potential aircraft parking space supply. This analysis demonstrated that the required 590 “tie-down” or aircraft parking spaces could be accommodated on airport land, exclusive of the 43 acres of residual land (Exhibit 5.6-1 on page 5-73).

The Airport Layout Plan submitted and approved by the FAA on January 31, 1984 was incorporated by reference into the Santa Monica Airport 1984 Agreement and serves as a guide for development and improvement of the airport for the duration of the Agreement. The Airport Layout Plan shifted a substantial portion of aeronautical services from the south side of the airport to the north side. This plan also designated a substantial portion of the area located in the southeast section of the airport non-aviation “residual” land for parkland use. The Airport Layout Plan described in the 1984 Agreement provides a reasonable redesign of the airport which balances aeronautical needs and community concerns.

• Non-Aviation Land Use Feasibility Study - The purpose of this study (which was initiated in September 1996 and completed in April 1997) was to evaluate and analyze the potential for accommodating recreational facilities and other community uses on the south side of the Santa Monica Airport, in the area identified as “residual land” under the 1984 Airport Agreement. This feasibility study was undertaken in the context of the concurrent Citywide open space planning process and included public participation in developing needs and recommendations. The study recommendations/findings included recreational uses for the property, such as a dog park, sports fields, and park open space.

• Federal Aviation Administration (FAA) - The Federal Aviation Administration (FAA) exerts the greatest control over the nation’s airport operation and is responsible for the control of airspace and for certifying pilots and the airworthiness of aircraft. The FAA’s jurisdiction does not extend to land use issues of non-aviation “residual” land. FAA regulations also govern the construction of obstacles within the vicinity of an airport. The light standards for the sports fields fall within the FAA’s purview in Part 77 of the Federal Aviation Regulations obstruction clearance regulations.

Local Plans

• City of Santa Monica General Plan - The City of Santa Monica General Plan Land Use and Circulation Element (LUCE, adopted in 1984 and last amended in 1998), lists the goals and policies that are intended to guide future growth and development in the City.

5 Personal communication, Bob Trimborn, Airport Manager

Santa Monica Airport Park EIR 5-77 rev. July 2002 The General Plan is the fundamental planning policy of the City, providing a “blueprint” for the identification of land uses, as well as basic design and function of circulation, open space and infrastructure policies, and public service needs.

The proposed Santa Monica Airport Park project has a General Plan designation of Institutional and has no zoning designation. “Schools, hospitals and health care facilities, libraries, airports, cemeteries and other public facilities” are permitted within the Institutional General Plan designation. The proposed public park is a “public facility,” but the ultimate determination of whether this project is consistent with the City General Plan resides exclusively with the City Council.

• City of Santa Monica Zoning Code - The proposed project site is situated within the City Airport land and does not have a zoning designation. The City’s Zoning Map depicts the entire Santa Monica Airport site as “Airport” (Exhibit 5.6-2).

• Parks and Recreation Master Plan - The City of Santa Monica Parks and Recreation Master Plan is intended to guide improvements of City parks and recreational facilities. The Master Plan is based upon the Open Space Element, which was prepared simultaneously, and sets forth specific actions to assist in the implementation of Open Space Element objectives and policies analyzed above.

This Master Plan focuses on the public realm and the role the City plays in providing services and facilities, on its own and in cooperation with other entities. The plan focuses on activities that the City can best support within the limitations of space and budget. The emphasis is placed on activities that serve the greatest number and best represent the recreational priorities of residents. The proposed Santa Monica Airport Park project achieves the Master Plan’s focus. The development of two soccer fields and a dog park includes the two highest demanded public uses expressed by City residents when the Non-Aviation Land Use Feasibility Study was conducted in April 1997.

The proposed project site is identified in the City of Santa Monica’s Parks and Recreation Master Plan as a potential park site. Furthermore, the project area is designated in the Master Plan as a location for an off-leash dog park.

5.6.2 Thresholds of Significance

For the purpose of this EIR, the thresholds for evaluating project impacts are based upon suggested criteria from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines) and policies of the City of Santa Monica. The project would result in a significant impact if it will:

• Physically divide an established community.

• Conflict with any applicable land use plan, policy, or regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environment effect.

Santa Monica Airport Park EIR 5-78 rev. July 2002

• Conflict with any applicable habitat conservation plan or natural community conservation plan.

• Create unnecessary or unacceptable safety issues from a land use compatibility standpoint.

5.6.3 Project Impacts

Implementation of the proposed Santa Monica Airport Park project and the Airport Avenue Streetscape Improvement project would not result in physically dividing the established community of the city, the airport and the surrounding land uses. Furthermore, the proposed project would satisfy the objectives and policies of the City’s General Plan and provide greatly needed recreational amenities and opportunities for the residents of Santa Monica. The project would not conflict with any habitat conservation plans or community conservation plans, as no such plans exist on the project site. The project will alter the existing land uses on-site and the land use characteristics of the project site by converting the land use designation from vehicle and aircraft parking lots to open space public park use.

a. Airport Land Use and Aviation Related Plans

The Airport Land Use Commissions (ALUC) regulates land use compatibility issues outside of airport property. The proposed Santa Monica Airport Park Project is situated within the airport property on airport “residual land.” Therefore, land use compatibility issues are regulated and governed by the City of Santa Monica and not by ALUC. The proposed public park use has been determined by the City to be a compatible use with the existing airport operations and surrounding land uses within the project vicinity.

Numerous studies and agreements contribute to the land use regulations of the Santa Monica Airport today. Most notably, the Airport Master Plan Study provides the context for planning on the airport land. In addition, the 1984 Airport Agreement between the FAA and the City was prepared as a supplement to the Airport Master Plan Study. Among the commitments of the Agreement are aircraft tie-down requirements for a minimum of 550 base aircraft and 40 transient aircraft. In addition, the Agreement designates portions of the airport land for aviation and non-aviation use (e.g., park space, residual land). The 1984 Agreement allows development of the residual land for non-aviation uses in accordance with the consent granted as part of Section 6 of the Agreement. The proposed project would result in the relocation of the existing 22 aircraft mid-level tie-down spaces to the areas shown on Exhibit 5.6-3 and Table 5.6-1. The development of Airport Park and the relocation of the mid-level aircraft tie-down area as proposed will not impact the City’s ability to comply with the provisions established in the 1984 Airport Agreement or the Airport Master Plan Study. The proposed project is consistent with these plans, and the project’s impact is less than significant. In order to ensure adherence with the 1984 Airport Agreement, the timing of project construction shall provide for the relocation of the 22 tie-down spaces prior to the start of construction.

Santa Monica Airport Park EIR 5-80 rev. July 2002

Table 5.6-1 – Aircraft Tie-Down/Parking/Storage Count

Location Aircraft Count D 84 E 96 F 4 G 10 H 14 I 14 J3 10 AA 34 BB 8 CC 8 DD 9 EE 1 FF 72 GG 4 HH 6 HA 6 II 27 JJ 16 KK 4 LL 18 MM 25 NN 23 OO 4 PP 23 QQ 2 RR 14 SS 16 TT 34 UU 4 Total 590

b. Local Plans

The following City of Santa Monica General Plan objectives and policies analyzed in the City’s General Plan Land Use and Circulation Element would be carried out and achieved in varying degrees with the development of the Santa Monica Airport Park Project.

Objective 1.1: Improve the quality of life for all residents by providing a balance of land uses consistent with:

• Fulfilling the City’s role as a regional recreational and business center;

Santa Monica Airport Park EIR 5-82 rev. July 2002 • Encouraging greater pedestrian and bike access throughout the City; • Ensuring adequate park space and green landscape space throughout the City; • Ensuring neighborhood and citizen participation in the City planning process; • Making Santa Monica a more child-friendly environment by encouraging recreational facilities • Promoting cultural activities within the City

Objective 1.11: Provide land for parks and other public facilities adequate to meet future needs.

Policy 1.11.1: Encourage development of parks and recreation facilities to meet the needs of both resident and daytime populations with particular attention to middle size parks and play lots geared to families with children.

Objective 1.12: Ensure the most efficient use of all public lands consistent with the goals of the Land Use Element.

Policy 1.12.5: Retain the airport lands as airport, airport-related, and other uses that would be appropriate in the area in accordance with the contract between the City and the Federal Aviation Administration approved by Resolution 6814 (CCS) adopted on January 24, 1984.

Objective 2.1: Encourage citizen and neighborhood participation in the City planning process to ensure realization of the goals of the Land Use and Circulation Element.

Objective 3.3: Enhance the pedestrian scale and character of streets and public spaces.

Policy 3.4.2: Establish guidelines for improvements of public streetscape including paving, lighting, street furniture, public signage, and art.

Policy 3.4.4: Require landscaping of new surface parking lots both at the perimeter and in the interior of the lots.

Policy 3.4.5: Consistent with legitimate safety concerns, all exterior lighting shall be unobtrusive and constructed or located so that only the intended area is illuminated, long-range visibility is reduced, and off-site glare is minimized.

Policy 4.6.2: Encourage new development to provide pedestrian paths through projects.

The following Santa Monica General Plan Open Space Element objectives and policies would be carried out and achieved to a certain extent with the development of the Santa Monica Airport Park project.

Objective 1: Develop and maintain a diversified and balanced system of high-quality open space.

Objective 2: Expand the open space system through use of public properties.

Santa Monica Airport Park EIR 5-83 rev. July 2002 Policy 2.1: Reuse portions of public lands.

Policy 2.5: Transform surface parking lots by converting it into green open space and recreational amenities.

Policy 7.1: Strengthen City edges.

Policy 7.2: Develop distinctive community entries.

Policy 9.2: Increase the visibility of the parks.

Policy 9.3: Provide appropriate signage for orientation and interpretative purposes.

The ultimate determination of whether this project is consistent with the City General Plan is a decision that resides exclusively with the decision-making body (the City Council), not with this environmental document.

c. Required Development Permits

The proposed project implementation will involve a number of discretionary land use decisions that may generate project-related impacts. A discussion of each is as follows:

• City Council Certification of Final Environmental Impact Report

• Architectural Review Board Approval – The proposed project would require the approval by the Architectural Review Board, which reviews and arbitrates design related issues and potential aesthetics impacts for all development occurring in the City of Santa Monica. Section 5.12 – Aesthetics provides a greater analysis of design and aesthetics issues addressed in this EIR.

• Federal Aviation Regulation (FAR) Part 77 Permit – The proposed project would require the submittal and approval of the FAA Part 77 Obstruction Clearance permit for the six 70-foot-high field lighting structures proposed around the sports field area.

5.6.4 Mitigation Measures

LU-1 Prior to commencement of construction, the 22 existing tie down spaces currently located within the mid-level tie down area shall be relocated in accordance with Exhibit 5.6-3.

LU-2 Prior to commencement of construction, the project shall submit to the Federal Aviation Administration (FAA) for review and approval a Federal Aviation Regulation (FAR) Part 77 Obstruction Clearance Permit for the proposed six 70-foot high field lighting structures.

Santa Monica Airport Park EIR 5-84 rev. July 2002 5.6.5 Cumulative Impacts

The development of the project would fulfill several policies and objectives established in the City’s Land Use and Circulation Element and the Open Space Element of the General Plan resulting in an overall positive cumulative impact. Implementation of the proposed project would not physically divide an established community, conflict with any applicable land use plan adopted for the purpose of avoiding or mitigating an environmental effect or conflict with any applicable habitat conservation plan or natural community conservation plan.

5.6.6 Unavoidable Adverse Impacts

No unavoidable adverse impacts related to land use and planning would result from the project.

Santa Monica Airport Park EIR 5-85 rev. July 2002 5.7 Transportation/Traffic

This section summarizes information and data analyses contained in the project traffic study prepared by the project traffic engineers and transportation planners, Kaku Associates, Inc. Their traffic study evaluates the potential traffic and parking impacts of the proposed Santa Monica Airport Park project and identifies the base assumptions, describes the methods, and summarizes their findings. The traffic study is contained in its entirety in the Technical Appendices of this EIR.

The study area for the traffic assessment is bounded by Bundy Drive to the east, Lincoln Boulevard to the west, Palms Boulevard to the south, and the Santa Monica (I-10) Freeway to the north. The following 13 intersections, as shown in Exhibit 5.7-1, are analyzed in the study:

1. Cloverfield Boulevard & I-10 westbound off-ramp 2. Cloverfield Boulevard & I-10 eastbound off-ramp 3. Cloverfield Boulevard & Pico Boulevard 4. Cloverfield Boulevard & Ocean Park Boulevard 5. 23rd Street and Ocean Park Boulevard 6. 23rd Street and Dewey Street 7. Walgrove Avenue and Airport Avenue 8. Robson Street & Dewey Street 9. 17th Street & Dewey St/Marine St. 10. Lincoln Boulevard & Marine Street 11. Bundy Drive & National Boulevard 12. Bundy Drive and Airport Avenue 13. Centinela Avenue and Palms Boulevard

Although the Airport Park site is located within the City of Santa Monica, it borders the City of Los Angeles on the south and east sides across Airport Avenue and Bundy Drive, respectively. Los Angeles Department of Transportation (LADOT) staff were consulted during early stages of the definition of the study scope. All of the study intersections are under the jurisdiction of the City of Santa Monica with three exceptions. The intersections of Bundy Drive with National Boulevard and Airport Avenue and the intersection of Centinela Avenue with Palms Boulevard are under the jurisdiction of the City of Los Angeles.

The scope of this study involves assessing existing and future vehicular access to the site, focusing on potential impacts at the analyzed intersections associated with the proposed project and alternatives to it. The following traffic scenarios are analyzed in the study:

• Existing Conditions - The analysis of existing traffic conditions is intended to provide a basis for the remainder of the study. The existing conditions analysis includes an assessment of streets, traffic volumes, and operating conditions.

• Cumulative Base (Year 2009) Conditions - Future traffic conditions are projected for the Year 2009 without the proposed project. The objective of this phase of analysis is to project future traffic growth and operating conditions that could be expected to result from growth in the vicinity of the project site by the Year 2009.

Santa Monica Airport Park EIR 5-86 rev. July 2002

• Cumulative Plus Project (Year 2009) Conditions - This is an analysis of future traffic conditions with traffic expected to be generated by the proposed project added to the Cumulative Base traffic forecasts. The impacts of the proposed project on future traffic operating conditions can then be identified.

In addition, the potential for neighborhood traffic impacts on a weekday is evaluated for the following four street segments, three of which are under the jurisdiction of the City of Santa Monica and one of which is under the jurisdiction of the City of Los Angeles:

1. Airport Avenue east of 23rd Street/Walgrove Avenue 2. Airport Avenue west of Bundy Drive 3. 23rd Street north of Airport Avenue 4. Walgrove Avenue south of Airport Avenue (in the City of Los Angeles)

5.7.1 Existing Conditions

Primary regional access to the project site is provided via the Santa Monica (I-10) Freeway, which runs east-west about one mile north of the site, the San Diego (I-405) Freeway, which runs north-south, approximately one mile east of the site, and Lincoln Boulevard (SR 1), which runs north-south approximately one mile to the west of the site.

A comprehensive data collection effort was undertaken to develop detailed descriptions of existing transportation conditions within the study area. The assessment of conditions relevant to this study includes a description of the street system, traffic volumes on these facilities, and operating conditions of analyzed intersections, and public transit services.

a. Existing Street System

Primary regional access to the project site is provided via the Santa Monica (I-10) Freeway, which runs east-west about one mile north of the site, and the San Diego (I-405) Freeway, which runs north-south about one mile east of the site. Lincoln Boulevard (State Route 1), which runs in the north-south direction approximately one mile to the west, also provides regional access to the site.

Primary existing access to the project site is provided via driveways along the north side of Airport Avenue and from Donald Douglas Loop, an internal roadway within the Santa Monica Municipal Airport. Airport Avenue is a two-lane east-west private street not classified in the City of Santa Monica Circulation Element; it is treated in this study as a collector street. Access to Airport Avenue from the east is provided by Bundy Drive, which are four-lane north-south arterials classified as major highways in the City of Los Angeles’ Palms-Mar Vista-Del Rey Community Plan. Walgrove Avenue (in the City of Los Angeles)/23rd Street (in Santa Monica) constitute a collector street providing access to Airport Avenue from the west.

Table 5.7-1 provides further data regarding the physical and operational characteristics of streets within the study area. Diagrams of the existing lane configurations at the analyzed intersections are provided in Appendix A of the traffic study.

Santa Monica Airport Park EIR 5-88 rev. July 2002 Table 5.7-1 - Existing Surface Street Characteristics Number of Lanes Median Parking Restrictions Speed Segment From To NB/EB SB/WB Type NB/EB SB/WB Limit 23rd Street Airport Ave. Ocean Park Blvd. 1 1 RM NSAT NSAT 30 Ocean Park Blvd. Pico Blvd. 1 1 DY RPP RPP 25 Cloverfield Blvd. Ocean Park Blvd. Pico Blvd. 1 1 SDY RPP RPP 25 Pico Blvd. Virginia Ave. 2 2 DY PA PA 30 Virginia Ave. Delaware Ave. 2 2 DY/RM PA NSAT, PA 30 Delaware Ave. I-10 EB On-Ramp 2 2 DY PA PA 30 I-10 EB On-Ramp Michigan Ave. 2 2 DY NSAT NSAT 30 Pico Blvd. 20th St. 21st St. 2 2 DY/RM 1HR PA 9a-6p 2HR PA 9a-6p 35 21st St. 22nd St. 2 2 RM 2HR PA 9a-6p, 2HR PA 9a-6p 1HR PA 9a-6p 22nd St. 23rd St. 2 2 RM 1HR PA 9a-6p 1HR PA 9a-6p 23rd St. Cloverfield Blvd. 2 2 DY 1HR PA 9a-6p NPAT Cloverfield Blvd. 24th St. 2 2 DY NPAT NPAT Ocean Park Blvd. 17th St. 18th St. 2 2 DY 1HR PA 9a-6p 1HR PA 9a-6p 35 18th St. 24th St. 2 2 DY PA PA Marine St. Lincoln Blvd. Robson Ave. 1 1 DY PA PA 25 Robson Ave. 17th St. Dewey St. 1 1 DY PA PA 25 Dewey St. Robson Ave. 23rd St. 1 1 SDY NSAT PA 30 Airport Ave. Walgrove Ave. Bundy Dr. 1 1 DY NSAT NSAT 30 Centinela Ave. Palms Blvd. Airport Ave. 2 2 PM PA PA 40 Bundy Dr. Airport Ave. National Blvd. 2 2 PM NSAT NSAT 40 Walgrove Ave. Airport Ave. Rose Ave. 1 1 SDY PA PA 25 Rose Ave. Palms Blvd. 1 1 DY PA PA Notes: Median Type: DY = double yellow centerline SDY = single dashed yellow centerline RM = raised median Parking: PA = parking allowed NSAT = no stopping any time NPAT = no parking any time RPP = residential permit parking

Santa Monica Airport Park EIR 5-89 rev. July 2002 b. Existing Traffic Volumes

Traffic volume information for 7 of the 13 intersections (all in Santa Monica) was obtained from the MEA. This data was collected in April and May 1999. For the six intersections not included in the MEA analysis, including those in Los Angeles, new peak hour traffic volumes were collected for this study in early June 2001. The complete traffic count data for these intersections is provided in Appendix B of the traffic study. Exhibit 5.7-2 illustrates the existing peak hour traffic volumes at the study intersections.

c. Existing Levels of Service

Level of service (LOS) is a qualitative measure used to describe the condition of traffic flow, ranging from excellent conditions at LOS A to overload conditions at LOS F. The City of Santa Monica has established LOS D as the minimum acceptable level of service at arterial street intersections and LOS C as the minimum acceptable level of service at collector street intersections. Level of service definitions are provided in Table 5.7-2 and Table 5.7-3 and discussed below.

Table 5.7-2 - Level of Service Definitions for Signalized Intersections Average Nominal Range Level of Stopped Delay for Ratio of Service per Vehicle Volume to (LOS) (Seconds) Capacity (V/C) Definition 0.000 Excellent. No vehicle waits longer than one red light, and no A 0.0-5.0 0.600 approach phase is fully used. Very good. An occasional approach phase is fully utilized; 0.601 B 5.1-15.0 many drivers begin to feel somewhat restricted within groups 0.700 of vehicles. Good. Occasionally drivers may have to wait through more 0.701 C 15.1-25.0 than one red light; backups may develop behind turning 0.800 vehicles. Fair. Delays may be substantial during portions of the rush 0.801 D 25.1-40.0 hours, but enough lower volume periods occur to permit 0.900 clearing of developing lines, preventing excessive backups. Poor. Represents the most vehicles intersection approaches 0.901 E 40.1-60.0 can accommodate; may be long lines of waiting vehicles 1.000 through several cycles. Failure. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the F >60.0 >1.001 intersection approaches. Tremendous delays with continuously increasing queue lengths. Source: Transportation Research Board, Highway Capacity Manual, Special Report 209, 1994.

Santa Monica Airport Park EIR 5-90 rev. July 2002

Table 5.7-3 - Level Of Service Definitions For Stop-Controlled Intersections Average Vehicle Delay Level of Service (LOS) (seconds) A 0 to 5 B 6 to 10 C 11 to 20 D 21 to 30 E 31 to 45 F >45 Source: Transportation Research Board, Highway Capacity Manual, Special Report 209, 1994.

Nine of the 13 analyzed intersections are controlled by traffic signals. The remaining four intersections are stop-sign controlled. In accordance with policies established by the City of Santa Monica, the “Operational Analysis” method from the Highway Capacity Manual6 (HCM) was employed to perform the intersection level of service analysis for the signalized inter- sections. The HCM operational method determines the average stopped delay incurred per vehicle and the volume/capacity (V/C) ratio. The intersection level of service is related to the average stopped delay as indicated in Table 5.7-2.

The City of Los Angeles Department of Transportation (LADOT) requires that the “Critical Movement Analysis (CMA) method7 of intersection capacity analysis be used to determine the intersection volume to capacity (V/C) ratio and corresponding level of service for the turning movements and intersection characteristics at signalized intersections in the City of Los Angeles. The CALCADB software package developed by LADOT was used to implement the CMA methodology in this study. Table 5.7-2 defines the ranges of V/C ratios and their corresponding levels of service using the CMA method.

Table 5.7-4 shows the intersection level of service using the appropriate City of Santa Monica methodology (i.e., HCM) for the 13 analyzed intersections, and using the City of Los Angeles methodology (i.e., CMA) where appropriate. Using the City of Santa Monica analysis methodology, 3 out of the 13 intersections in the study area currently operate at LOS E or F during one or both of the AM and PM peak hours. These intersections are:

• 23rd Street and Ocean Park Boulevard (AM and PM) • 23rd Street and Dewey Street-eastbound approach (PM only) • Centinela Avenue and Palms Boulevard (AM and PM)

Under the City of Santa Monica analysis methodology, the westbound approach of Airport Avenue at Walgrove Avenue has an unacceptable LOS of D in the AM peak hour, and Bundy Drive at National Boulevard operates at LOS D in the PM peak hour.

6 Transportation Research Board, 1994 7 Transportation Research Board, 1980

Santa Monica Airport Park EIR 5-92 rev. July 2002 Table 5.7-4 - Intersection Level of Service Analysis (Existing Conditions) Existing Conditions Intersections Peak Hour V/C Delay* LOS Santa Monica Analysis Methodology 1. Cloverfield Boulevard & AM 0.821 12.9 B I-10 WB Off-Ramp PM 0.795 11.8 B 2. Cloverfield Boulevard & AM 0.683 6.4 B I-10 EB On-Ramp PM 0.672 4.4 A 3. Cloverfield Boulevard & AM 0.905 19.3 C Pico Boulevard PM 0.909 20.8 C 4. Cloverfield Boulevard & AM 0.724 8.5 B Ocean Park Boulevard PM 0.835 13.8 B 5. 23rd Street & AM 1.142 ** F Ocean Park Boulevard PM 1.736 ** F 6. 23rd Street & Dewey Street AM n/a 0.8 A Eastbound Approach Only AM n/a 9.0 B 23rd Street & Dewey Street1 PM n/a 5.0 A Eastbound Approach Only PM n/a 39.0 E 7. Walgrove Ave & Airport Ave1 AM n/a 1.7 A Westbound Approach Only AM n/a 22.7 D Walgrove Ave & Airport Ave1 PM n/a 0.6 A Westbound Approach Only PM n/a 7.4 B 8. Robson Street & AM 0.424 3.6 A Dewey Street2 PM 0.788 9.1 B 9. 17th Street & AM 0.333 2.3 A Dewey Street/Marine Street2 PM 0.600 3.9 A 10. Lincoln Boulevard & AM 0.943 9.4 B Marine Street PM 0.945 12.8 B 11. Bundy Drive & AM 0.987 19.2 C National Boulevard PM 0.778 32.7 D 12. Bundy Drive & AM 0.786 5.7 B Airport Avenue PM 0.861 7.5 B 13. Centinela Avenue & AM 1.173 58.3 E Palms Boulevard PM 1.266 43.3 E Los Angeles Analysis Methodology 11. Bundy Drive & AM 0.962 n/a E National Boulevard PM 0.811 n/a D 12. Bundy Drive & AM 0.807 n/a D Airport Avenue PM 0.935 n/a E 13. Centinela Avenue & AM 1.021 n/a F Palms Boulevard PM 0.893 n/a D Notes: * Delay indicates average stopped delay per vehicle in seconds ** Indicates oversaturated conditions for long periods. Average vehicle delay cannot be calculated. 1Intersection is controlled by stop signs on the minor approaches. Average vehicle delay in seconds is reported for the entire intersection and for the most constrained stop-controlled movement. 2Intersection is controlled by stop signs on all approaches.

Santa Monica Airport Park EIR 5-93 rev. July 2002 The three intersections analyzed using the City of Los Angeles analysis methodology currently operate at LOS E or F during either the AM or the PM peak hour. These intersections are:

• Bundy Drive and National Boulevard (AM only) • Bundy Drive and Airport Avenue (PM only) • Centinela Avenue and Palms Boulevard (AM only)

Additional detail is provided in Appendix D of the traffic study, which contains the level of service calculation sheets for each intersection.

d. Existing Public Transit Service

The project site is served by the two Big Blue Bus (or Santa Monica Municipal Bus Lines) routes described below. There is no rail transit service in the vicinity of the project site.

• Big Blue Bus Line 8 (Ocean Park Boulevard) - Line 8 runs from Downtown Santa Monica to UCLA, Ocean Park, National, and Westwood Boulevards. In the vicinity of the project site Line 8 operates on Ocean Park Boulevard. The head- ways are 15 minutes in the AM peak period and the PM peak period.

• Big Blue Bus Line 14 (Bundy-Centinela) - Line 14 runs from Culver Boulevard near Culver City to The Getty Center along Centinela Avenue, Bundy Drive, Barrington Avenue, and Sepulveda Boulevard. In the vicinity of the project site Line 14 operates on Centinela-Bundy. The headways are 15 minutes in the AM peak period and the PM peak period.

5.7.2 Thresholds of Significance

For purposes of this EIR, three sets of criteria were used in establishing the thresholds of significance for evaluating project impacts related to transportation/traffic for the proposed project:

a. Criteria for Determination of Significant Traffic Impact

• City of Santa Monica - The level of significance of project-related impacts on traffic conditions at intersections is determined through the application of significance criteria established by the City of Santa Monica. Table 5.7-5 summarizes the significance criteria. As indicated in the table, the significance criteria to be used depends on whether the subject location is an arterial or collector street and on the projected base operating condition prior to the addition of project traffic. The significance of an impact is measured by either a change in the LOS to an unacceptable condition or a change in the average vehicular delay of a given amount dependent on the base LOS. If the base LOS is F, significance is defined in terms of a change in V/C ratio (as calculated by the HCM

Santa Monica Airport Park EIR 5-94 rev. July 2002 operational method), not average vehicular delay, as average vehicular delay cannot be calculated using the HCM operational method in oversaturated conditions.

Table 5.7-5 - City of Santa Monica Significant Impact Criteria Future Base Scenario Future Plus Project Scenario If LOS = A, B or C: Significant impact if: - and is a collector street intersection - Average delay (sec/veh) increase is ≥15 seconds or LOS becomes D, E or F - and is an arterial intersection - Average delay (sec/veh) increase is ≥15 seconds or LOS becomes E or F If LOS = D: Significant impact if: - and is a collector street intersection - Average delay (sec/veh) increase by any amount - and is an arterial intersection - Average delay (sec/veh) increase is ≥15 seconds or LOS becomes E or F If LOS = E: Significant Impact if: - and is a collector or arterial - Average delay (sec/veh) increase by any intersection amount If LOS = F: Significant Impact if: - and is a collector or arterial - HCM V/C ratio net increase is ≥ 0.005 intersection

• City of Los Angeles - The City of Los Angeles Department of Transportation has established threshold criteria that are used to determine if a project has a significant traffic impact at a specific location. As a courtesy, this study analyzes Los Angeles intersections pursuant to these criteria, as well as the criteria used by Santa Monica. Under the LADOT standard, a project impact would be considered significant if the following conditions are met:

Intersection Condition With Project Traffic LOS V/C Ratio Project-Related in V/C Ratio 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, F >0.900 Equal to or greater than 0.010

b. Criteria for Determination of Significant Neighborhood Traffic Impact

The City of Santa Monica impact criteria applied to evaluate potential traffic impacts on street segments are based on the existing ADT and the level of increase that can be attributed to the project. A significant impact would occur on a collector street in Santa Monica under the following conditions:

• Existing ADT is greater than 13,500 and there is a net increase of one trip or more in ADT due to project-related traffic;

Santa Monica Airport Park EIR 5-95 rev. July 2002 • Existing ADT is greater than 7,500 but less than 13,500 and the project-related traffic increases the ADT by 12.5% or the ADT becomes 13,500 or more; or

• Existing ADT is less than 7,500 and the project-related traffic increases the ADT by 25%.

The City of Los Angeles has established threshold criteria that are used to determine if a project has a significant traffic impact on the street system based on an increase in the projected final average daily traffic volumes, as indicated below:

Projected Average Daily Traffic With Project (Final ADT) Project-Related Increase in ADT Less than 1,000 120 trips or more 1,000 or more 12% or more of final ADT 2,000 or more 10% or more of final ADT 3,000 or more 8% or more of final ADT

c. CEQA Thresholds of Significance

Based on the City of Santa Monica Initial Study and Neighborhood Impact Statement Checklist, the following additional criteria were used to determine significant impacts on transportation/traffic:

• 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)

• Exceed, either individually or cumulatively, a level of service standard established by the county congestion/management agency for designated roads or highways

• 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

• Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)

• Result in inadequate emergency access

• Result in inadequate parking capacity

• Conflict with adopted policies, plans, or programs supporting alternative transpor- tation (e.g., bus turnouts, bicycle racks)?

Santa Monica Airport Park EIR 5-96 rev. July 2002 5.7.3 Project Impacts

To properly evaluate potential impacts of the proposed project on the street system, it is necessary to develop estimates of future traffic conditions in the area both without and with the proposed project traffic. Future traffic volumes are first estimated for the study areas without the project. These future forecasts reflect traffic increases due to general regional growth and traffic expected to be generated by other specific developments in the vicinity of the project. These traffic volumes represent cumulative base conditions. The magnitude of traffic generated by the proposed project is then estimated and separately assigned to the surrounding street system. Traffic generated by existing uses to be removed from the project site are estimated and deducted from the surrounding street system. The sum of the cumulative base and project-generated traffic represents the cumulative plus project conditions.

a. Cumulative Base Traffic Conditions

The cumulative base traffic projections reflect growth in traffic over existing conditions from two primary sources: growth in the existing traffic volumes to reflect the effects of overall regional growth and development outside the study area and traffic generated by specific cumulative projects located within, or in the vicinity of, the study area. In addition, planned changes to the street network have been assumed in the analysis of future conditions. These factors are described below.

• Area-wide Traffic Growth - The Santa Monica 2002 Draft MEA estimated that the ambient growth rate between the Year 1999 and the MEA future analysis year (Year 2009) would be 16% over 10 years, or 1.5% per year compounded. This is intended to account for future growth in traffic not related to known cumulative development projects. This rate of growth was applied to traffic at the study intersections within the City of Los Angeles.

• Traffic Generation of Cumulative Development Projects - Traffic volumes expected to be generated by specific development projects within, or with the potential to affect, the study area were also considered in addition to the area-wide traffic growth. The MEA has identified and includes traffic from approved and/or planned development projects throughout the City of Santa Monica as well as regionally significant projects located outside the City of Santa Monica. This MEA list of projects and the trip generation estimates for each can be found in Appendix C of the traffic study. The proposed project is among the cumulative projects considered in the MEA and was not considered as one of the cumulative projects for this study. In addition, six projects in the City of Los Angeles not included in the MEA were identified from the files of LADOT; Table 5.7-6 lists those projects and the trip generation estimates for each.

The TRAFFIX computer program was used to develop a traffic forecasting model for use in the MEA planning process. The model network was extended to include all analyzed intersections. Traffic due to the cumulative projects in the MEA list

Santa Monica Airport Park EIR 5-97 rev. July 2002 and Table 5.7-6 was assigned to the local street system using the MEA TRAFFIX traffic model.

Table 5.7-6- Trip Generation for Related Projects Daily AM Peak Hour PM Peak Hour Project Land Use Size Trips In Out Total In Out Total 115 Lincoln Blvd. Shopping center 8,800 SF 434 5 4 9 15 16 31 2005 Lincoln Blvd. Gas station 6 pumps 1,952 60 60 120 80 80 160 w/mini-market 1430 Lincoln Blvd. Apartments 280 DU 1,304 17 87 104 75 37 112 Retail 197,000 SF 5,946 91 58 149 228 248 476 Subtotal 7,250 108 145 253 303 285 588 18111 W. Olympic Private school n/a 620 163 109 272 98 160 258 Blvd. 3101 Sawtelle Blvd. Apartments 206 DU 726 9 46 55 46 22 68 11110 W. Pico Blvd. Office 74,653 SF 299 118 16 134 34 165 199 Grand Total 11,281 463 380 843 576 728 1,304

• Baseline Street System Improvements - It was necessary to investigate a third factor in the development of forecasts of future traffic in the study area: planned changes to the street system. None were found.

• Cumulative Base Traffic Distribution - The geographic distribution of traffic generated by developments such as those included in the analysis is dependent on several factors, including the type and density of the proposed land uses, the geographic distribution of the population from which employees and potential patrons of the proposed development are drawn, and the location of the project in relation to the surrounding street system. Traffic generated by related projects in the MEA list was distributed using the City of Santa Monica’s TRAFFIX model. The factors described above were used to distribute the traffic generated by the six additional projects not included in the MEA.

• Cumulative Base Traffic Volumes - Utilizing the estimated trip generation and trip distribution patterns, traffic generated by the cumulative projects was assigned to the street network using the City’s TRAFFIX traffic model, as modified. The resulting traffic volumes are shown on Exhibit 5.7-3 and represent cumulative base conditions. These volumes have been developed for and only are appropriate for use in the analysis of the proposed Santa Monica Airport Park project.

b. Cumulative Plus Project Traffic Projections

Once the forecast of cumulative base conditions was completed, the number of project trips and their directional distribution was estimated. The following section describes these steps and the resulting traffic projections.

Santa Monica Airport Park EIR 5-98 rev. July 2002

• Project Trip Generation (Current and Future) - The existing trip generation of the project site is due to use of the site as remote parking for Santa Monica College (from which parkers are shuttled by bus to the College) and as new-car storage. The new-car storage generates minimal traffic; traffic distribution data for Santa Monica College parking was obtained from staff of the college. The parking shuttle operates from 6:45 a.m. to 3:00 p.m. Monday through Friday; no parking is allowed between 3:00 a.m. and 5:00 a.m. daily.

The estimate of the new trips related to the proposed project was adjusted to reflect the existing uses on the site; City staff provided estimates of new-car storage traffic, and the Santa Monica College trips are derived from driveway counts in March 1997 for the “Non-Aviation Land Use Study.” Project trips were estimated as shown in Table 5.7-7. It is estimated that the net change in site-generated weekday traffic would be a net reduction of 334 trips daily; in the AM peak hour, 13 additional trips would occur outbound, while 42 fewer trips would occur inbound to the site; in the PM peak hour, total trips would increase by 33 (34 more inbound trips less one fewer outbound trip than occur today.)

Table 5.7-7 - Project Trip Generation Estimates Trip Generation Daily AM Peak Hour PM Peak Hour Land Use Size Trips In Out Total In Out Total Existing uses to be removed Santa Monica College Shuttle 310 sp. -946 -66 -6 -72 -32 -57 -89 Lot1 New automobile storage lot2 -- -16 0 0 0 0 0 0 Subtotal -962 -66 -6 -72 -32 -57 -89 Proposed new uses City park (developed)3 4.1 ac. 205 4 4 8 8 8 16 Dog park4 1.0 ac. 225 20 15 35 30 10 40 Soccer fields5 2 fields 198 0 0 0 28 38 66 Subtotal 628 24 19 43 66 56 122 Net new total -334 -42 13 -29 34 -1 33 Notes: 1 Peak hour trip generation based on actual driveway counts taken March 6, 1997; daily rate based on relationship of peak-to-daily volumes at SMC Main Campus. This lot is now used in the same way as it was used at the time the counts were taken. 2 Data on grips generated by this use were provided by City staff in August, 2001. It is conservatively assumed that these trips all occur in the off-peak hours. 3 Trip generation rate from Brief Guide of Vehicular Traffic Generation Rules for the San Diego Region, SANDAG, July 1998. 4 Trips reported based on field observation at the off-leash area in Joslyn Park, Santa Monica, California on March 14 and March 17, 1997. The off-leash area in Joslyn Park is larger than that proposed in the project (0.88 acres); thus the use of this data is conservative. 5 Trip generation developed through a series of assumptions regarding potential utilization of the soccer fields, based in part upon conversations with an official of the American Youth Soccer Organization (AYSO). Assumes the use of one field for practice and the other for one scheduled game in the PM peak hour.

• Project Traffic Distribution – The distribution pattern of project traffic was based on the assumed distribution of park patrons. It was assumed that 80% of the project-related trips would come from the surrounding residential areas in Santa

Santa Monica Airport Park EIR 5-100 rev. July 2002 Monica and that 20% would come from areas in Los Angeles. The geographic trip distribution assumed for the project is shown below.

• 40% to/from the north • 10% to/from the east • 10% to/from the south • 40% to/from the west

• Cumulative Plus Project Traffic Projections - The net increase in project- generated traffic volumes were assigned to the street system and added to the cumulative base traffic projections. The resultant projected cumulative plus project peak hour traffic volumes are illustrated on Exhibit 5.7-4.

c. Project Traffic Impact Analysis

The Year 2009 cumulative plus project volumes as projected in the previous chapter were analyzed to determine potential future operating conditions and traffic impacts with the addition of project- generated traffic. Table 5.7-8 presents the results of this analysis. Utilizing the City of Santa Monica significance criteria described previously for the intersections in each city, the table indicates that four significant traffic impacts are projected to occur with the development of the proposed project:

• 23rd Street and Ocean Park Boulevard in the PM peak hour (City of Santa Monica) • 23rd Street and Dewey Street in the PM peak hour (City of Santa Monica) • Bundy Drive and National Boulevard in the AM peak hour (City of Los Angeles) – impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria • Centinela Avenue and Palms Boulevard in the PM peak hour only (City of Los Angeles) – impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria

Using the City of Santa Monica analysis methodology and impact criteria, significant traffic impacts were identified at the intersections of Bundy Drive/National Boulevard and Centinela Avenue/Palms Boulevard. However, because they are under the jurisdiction of the City of Los Angeles and no impact has been identified using the City of Los Angeles analysis methodology and impact criteria, no mitigation is necessary.

Relative to Existing Conditions, as stated above, these locations are impacted with or without the development of the proposed Airport Park project.

The proposed project would increase the curve radius on the northwest corner of Bundy Drive and Airport Avenue. While this improvement is not proposed as a mitigation measure but rather as a part of the project itself, it is noted that this will facilitate westbound right-turning movements, particularly for large vehicles, at this location (Exhibit 5.7-5).

Santa Monica Airport Park EIR 5-101 rev. July 2002

Table 5.7-8 - Year 2009 Cumulative Base and Cumulative Plus Project Conditions Intersection Level of Service Analysis Year 2009 Year 2009 Cumulative Cumulative + V/C or Peak Base Proposed Project Delay Sig. Intersection Hour V/C Delay* LOS V/C Delay* LOS Change Impact Santa Monica Analysis Methodology 1. Cloverfield Blvd. & AM 1.195 ** F 1.195 ** F 0.000 no I-10 WB Off-Ramp PM 1.133 ** F 1.134 ** F 0.001 no 2. Cloverfield Blvd. & AM 0.934 11.8 B 0.934 11.9 B 0.1 no I-10 EB On-Ramp PM 1.013 16.3 C 1.014 16.5 C 0.2 no 3. Cloverfield Blvd. & AM 1.335 ** F 1.335 ** E 0.000 no Pico Blvd. PM 1.258 ** F 1.258 ** F 0.000 no 4. Cloverfield Blvd. & AM 0.865 12.8 B 0.865 12.8 B 0.0 no Ocean Park Blvd. PM 1.001 23.3 C 1.001 23.4 C 0.1 no 5. 23rd St. & AM 1.521 ** F 1.123 ** F 0.002 no Ocean Park Blvd. PM 1.888 ** F 1.896 ** F 0.008 yes 6. 23rd St. & Dewey St1 AM n/a 1.1 A n/a 1.1 A 0.0 no EB approach only AM n/a 14.6 C n/a 14.7 C 0.1 no 23rd St. & Dewey St1 PM n/a 35.9 E n/a 43.2 E 7.3 yes EB approach only PM n/a ** F n/a ** F 0.000 n/a w/signalized operation2 PM 1.060 32.0 D 1.076 35.9 D 3.9 yes 7. Walgrove Ave. & Airport Ave.1 AM n/a 3.8 A n/a 4.4 A 0.6 no WB approach only AM n/a ** F n/a ** F 0.000 n/a w/signalized operation2 AM 1.029 15.1 C 1.060 16.6 C 1.5 no Walgrove Ave. & Airport Ave.1 PM n/a 0.8 A n/a 0.9 A 0.1 no WB approach only PM n/a 9.4 B n/a 9.9 B 0.5 no 8. Robson St. & AM 0.491 4.5 A 0.495 4.5 A 0.0 no Dewey St.3 PM 0.912 14.1 C 0.925 14.8 C 0.7 no 9. 17th St. & AM 0.383 2.7 A 0.380 2.7 A 0.0 no Dewey St./Marina St.3 PM 0.703 5.1 B 0.577 4.1 A -1.0 no 10. Lincoln Blvd. & AM 1.174 59.7 E 1.173 59.4 E -0.3 no Marine St. PM 1.193 ** F 1.192 ** F -0.001 no 11. Bundy Dr. & AM 1.132 48.7 E 1.133 49.3 E 0.6 yes National Blvd. PM 0.893 ** F 0.893 ** F 0.000 no 12. Bundy Dr. & AM 1.091 13.1 B 1.093 13.4 B 0.3 no Airport Ave. PM 0.983 14.1 B 0.969 12.4 B -1.7 no 13. Centinela Ave. & AM 1.482 ** F 1.485 ** F 0.003 no Palms Blvd. PM 1.398 ** F 1.406 ** F 0.008 yes Los Angeles Analysis Methodology 11. Bundy Dr. & AM 1.113 n/a F 1.115 n/a F 0.002 no National Blvd. PM 0.937 n/a E 0.938 n/a E 0.001 no 12. Bundy Dr. & AM 0.930 n/a E 0.932 n/a E 0.002 no Airport Ave. PM 1.077 n/a F 1.062 n/a F -0.015 no 13. Centinela Ave. & AM 1.173 n/a F 1.172 n/a F -0.001 no Palms Blvd. PM 1.029 n/a F 1.032 n/a F 0.003 no Notes: * “Delay” indicates average stopped delay per vehicle in seconds. ** Indicates oversaturated conditions for long periods; average vehicle delay cannot be calculated. 1 Intersection controlled by stop signs on minor approaches; average vehicle delay is reported for the entire intersection and for the most constrained stop-controlled movement. 2 HCM Operational Methodology for analyzing signalized intersections was used to determine V/C ratio for the purpose of applying City of Santa Monica impact criteria. 3 Intersection is controlled by stop signs on all approaches.

Santa Monica Airport Park EIR 5-103 rev. July 2002

The proposed mid-block pedestrian-activated signal on 23rd Street just south of Navy Street was recommended in a memorandum prepared by Katz, Okitsu & Associates dated September 11, 2001 (Exhibit 5.7-6). That memorandum stated that the signal would “be green about ninety-nine percent of the time for traffic on 23rd Street, thereby minimizing delay and congestion to motorists, particularly during peak times.” If pedestrian trips to the Santa Monica Airport Park equal 10% of the vehicle trip generation and follow the same geographic distribution, approximately five or fewer pedestrians would use this crosswalk during each of the peak hours. Since many of these pedestrians can be expected to travel in small groups, it is reasonable to estimate that the signal would be activated three times or less in either of the peak hours.

d. Neighborhood Traffic Impact Analysis

This section presents an analysis of potential impacts of the proposed project on residential streets in the project vicinity. The analysis was conducted for the following street segments:

• Airport Avenue east of 23rd Street/Walgrove Avenue • Airport Avenue west of Bundy Drive • 23rd Street north of Airport Avenue • Walgrove Avenue south of Airport Avenue (in the City of Los Angeles)

Although Walgrove Avenue and 23rd Street have different physical characteristics (e.g., grade) and lie in different cities, they function as a continuous corridor for north-south traffic in the project vicinity. Existing (2001) average daily traffic volumes (ADT) were obtained from the City for each of the four locations for a typical weekday and are shown in Table 5.7-9. All of the daily traffic counts that were considered in this study are provided in Appendix B of the traffic study.

Daily project-related trips were assigned to the street network using the same geographic distribution pattern described above. The existing and forecast daily residential street traffic volumes are presented in Table 5.7-9. It should be noted that although the proposed project will generate fewer trips than the existing land uses on the site, the different geographic distribution of the existing and future trips results in a forecast increase in traffic on some analyzed street segments.

Table 5.7-9 - Weekday Neighborhood Traffic Impact Analysis Existing Year 2009 Cumulative Plus Project Street (2001) ADT % Signif. Sig. Location Class. ADT ADT Change Change Threshold Impact Airport Avenue east of 23rd collector 4,667 4,831 164 4% +25% no St/Walgrove Ave. Airport Ave west of Bundy Dr. collector 7,922 7,425 -497 -6% +12.5% no 23rd St north of Airport Ave. collector 20,835 20,993 158 1% +1 trip yes Walgrove Ave south of Airport Ave (City of L.A.) - per Santa Monica methodology collector 22,573 22,579 6 0.03% +1 trip yes - per Los Angeles methodology collector 22,573 22,579 6 0.03% >8% of final no ADT

Santa Monica Airport Park EIR 5-105 rev. July 2002

As shown in Table 5.7-9, using the City of Santa Monica analysis methodology and impact criteria for neighborhood traffic impacts (which provide that the addition of any new daily trips to a local street is considered a significant impact if the daily traffic volumes on that street are greater than 13,500), the project would create a significant traffic impact on 23rd Street north of Airport Avenue and on Walgrove Avenue south of Airport Avenue. Using the City of Los Angeles methodology, the project-related increase in trips on Walgrove Avenue south of Airport Avenue is not considered significant.

The significant neighborhood traffic impact identified for 23rd Street north of Airport Avenue and Walgrove Avenue south of Airport Avenue occurs on a travel corridor that provides the only channel for north-south traffic across the southern city limits of Santa Monica between Bundy Drive and Lincoln Boulevard, As such, these segments of 23rd Street, while classified as collector streets, carry in excess of 20,000 vehicles per day. That volume is such that typical neighborhood traffic calming measures – such as those applied on 23rd Street north of Ocean Park Boulevard (stop signs and speed humps) – are not considered safe. The alternative that might be used on collector streets with relatively high volumes would be “speed tables,” essentially raised areas that are lower, longer, and wider than speed humps. Given the grade of 23rd Street at this location and the fact that the Santa Monica Residential Traffic Management policy discourages measures that reroute trips from one local street to another and keeps streets designated by the Fire Department as “Emergency Response Routes” free from design features that would slow fire trucks, the installation of speed tables is not considered feasible at this location.

The City of Santa Monica has implemented traffic calming measures on this segment of 23rd Street, including narrowing the roadway and installing a raised, landscaped center median. It should be noted that, at one time, stop signs were installed on this segment of 23rd Street to calm traffic but were found to be problematic and have since been removed. Therefore, no further traffic calming measures are considered feasible for this segment of 23rd Street.

Because the street segment of Walgrove Avenue south of Airport Avenue lies in the City of Los Angeles, and no impact was identified using the City of Los Angeles analysis methodology and impact criteria, the Los Angeles Department of Transportation representatives determined that no mitigation measures were necessary8.

e. Parking Impact Analysis

A parking impact analysis was conducted for this project on the basis of whether the proposed parking supply would be adequate to meet the estimated demand for the project.

• Existing Parking Supply - The preponderance of the proposed project site is currently devoted to parking for Santa Monica College and new-car storage, neither of which relates to land uses on or near the site; both of these uses are short-term arrangements and will be removed from the site if the project proceeds.

8 Per telephone conversation between Esther Tam (City of Los Angeles, Department of Transportation) and Netai Basu (Kaku Associates, Inc.), May 30, 2002.

Santa Monica Airport Park EIR 5-107 rev. July 2002

Parking is currently provided immediately adjacent to both sides of Airport Avenue in the vicinity of the project site. Streetscape improvements related to the proposed Airport Park would require relocation of 29 parking spaces on the north side of Airport Avenue and 90 spaces on the south side of the same street. Analysis by Katz, Okitsu & Associates for the City of Santa Monica (July 19, 2001) has determined that all 119 of the affected parking spaces can be recovered off-street on the south side of Airport Avenue – by restriping existing lots, using unused parking at 3400 Airport Avenue, and developing new parking around the 3200 Airport Avenue building property.

• Proposed Parking Supply - The City of Santa Monica Municipal Code has no specific parking requirement for parks and recreation facilities. While park facilities technically do not require specific amounts of parking per the City’s zoning ordinance, on-site parking is a necessity from a practical standpoint. The proposed Airport Park project would include a full-time supply of public parking totaling 116 spaces. This is more than adequate to meet the estimated demand for parking at the project, which is placed between 75 and 107 spaces. Parking demand for each of the park uses is described below.

• Soccer Field Use - The proposed project would include two soccer fields. Trip generation assumptions for the soccer field – based on conversations with an official of the American Youth Soccer Organization – indicate a total of 34 vehicle- trips per game would remain at the park and two vehicle-trips per practice session would remain. Assuming two games at one time, the parking demand for soccer field use would be 68 spaces; one game and one practice would need 36 spaces.

• Dog Park Use - The proposed project would include a 0.88-acre off-leash area (dog park), for which there are no guidelines for parking. The other dog parks in Santa Monica provide six spaces (Joslyn Park) and no parking (Pacific Street). The peak-hour trip generation estimated for the dog park use, based on observed activity at the Joslyn Park facility, is 30 cars; it is likely that one hour is sufficient time to complete a visit. Therefore, the parking demand for the dog park is estimated to be 30 spaces.

• Parking for City Park Use - The proposed project would include 4.1 acres of city park, exclusive of the distinct park components described above. While parking requirements for city parks have not been established in Santa Monica or in most other jurisdictions, a few examples support the estimate of 9 parking spaces being needed for the city park use at the project site.

• The City of Long Beach uses a guideline of 2 parking spaces per acre of city park, which would translate to 9 (rounded up from 8.2) parking spaces at Airport Park. • American Planning Association sources would indicate a guideline of one parking space for each three patrons using the park at any one time. The peak-hour trip generation estimated for the city park use is 8 cars arriving; if it is assumed that three-hours’ worth of accumulation takes place at the

Santa Monica Airport Park EIR 5-108 rev. July 2002 city park portion of Airport Park, there may be 24 patrons at one time. Applying the one-for-three guideline yields 8 parking spaces needed.

Using the higher of the two estimates places demand at 9 parking spaces.

5.7.4 Mitigation Measures

Following are mitigation measures, by impact category, recommended for incorporation into the project as conditions of approval:

The traffic impact analysis determined that the proposed project would result in significant traffic impacts at 2 of the 13 analyzed intersections using the Santa Monica criteria. Potential mitigation measures to address the significant traffic impacts of the project were investigated with these results:

T-1 23rd Street & Ocean Park Boulevard - No feasible physical or operational mitigation measure has been identified for this location. Restriping 23rd Street to provide a short exclusive left-turn pocket on the southbound approach would mitigate the project impact, resulting in a slight V/C improvement (a V/C of 1.515 at LOS F in the AM peak hour and V/C of 1.717 at LOS F in the PM peak hour). Implementation of such an improvement at this location was previously determined by the City of Santa Monica upon certification of the Final EIR for the Santa Monica College Parking Structure B Replacement Project to be infeasible. Resolution No. 9581 adopted by the Santa Monica City Council on September 19, 2000, upon certification of the SMC Parking Structure B Replacement Project Final EIR, found that the mitigation measure would be contrary to established City practices to calm traffic on 23rd Street, a residential street, and increased delay would be a preferable impact to increases of speed and traffic flow that could be caused by the mitigation measure.

T-2 23rd Street & Dewey Street - No feasible physical or operational mitigation measure has been identified for this intersection. Installation of a traffic signal would be the only effective means to reduce delay for the eastbound stop-controlled movements on Dewey Street. However, installation of a signal would substantially increase delays for the very heavy north-south through movements at the intersection, which are currently uncontrolled and free-flowing, with the end result that a poor level of service would continue to be projected with signalization and yet delays would be experienced by a much greater number of vehicles at the intersection. In addition, the installation of a traffic signal could lead to the diversion of through traffic into the residential neighborhood to the west.

5.7.5 Cumulative Impacts

AM and PM peak hour intersection capacity analyses were conducted for a total of 13 intersections in this study – 10 in the City of Santa Monica and 3 in the City of Los Angeles.

Santa Monica Airport Park EIR 5-109 rev. July 2002 Under the City of Santa Monica analysis methodology, three of these intersections are shown to currently operate at LOS E or F during the AM and/or PM peak hour, considered unsatisfactory under City of Santa Monica standards. These intersections are:

• 23rd Street and Ocean Park Boulevard (AM and PM) • 23rd Street and Dewey Street – eastbound approach (PM only) • Centinela Avenue and Palms Boulevard (AM and PM)

The three intersections analyzed using the City of Los Angeles analysis methodology currently operate at LOS E or F during either the AM or the PM peak hour:

• Bundy Drive and National Boulevard (AM only) • Bundy Drive and Airport Avenue (PM only) • Centinela Avenue and Palms Boulevard (AM only)

Under City of Santa Monica guidelines, the westbound approach of Airport Avenue at Walgrove Avenue has an unacceptable LOS of D in the AM only.

The potential for traffic impacts due to the proposed Airport Park project was assessed against projected Year 2009 cumulative conditions. The cumulative conditions include related projects assumed in the screencheck draft 2002 Master Environmental Assessment for the City of Santa Monica (February 2002), as updated for this project, plus six other projects in Los Angeles.

Based on the trip generation estimate developed for the proposed project, the Airport Park project is projected to generate 334 fewer weekday trips than current uses of the site, with a decrease of 29 trips during the AM peak hour and an increase of 33 trips during the PM peak hour.

Utilizing the City of Santa Monica analysis methodology and significance criteria, four significant cumulative traffic impacts are project to occur with the implementation of the proposed Airport Park project because of the increased peak hour trips:

• 23rd Street and Ocean Park Boulevard – PM peak hour (City of Santa Monica) • 23rd Street and Dewey Street – PM peak hour (City of Santa Monica) • Bundy Drive and National Boulevard – AM peak hour (City of Los Angeles) • Centinela Avenue and Palms Boulevard – PM peak hour (City of Los Angeles)

Utilizing the City of Los Angeles analysis methodology and significance criteria, no significant cumulative traffic impacts are projected to occur at the intersections in Los Angeles.

5.7.6 Unavoidable Adverse Impacts

As analyzed in the project traffic study, the proposed project, when combined with other projects in the City, would result in unavoidable adverse impacts to the intersections of 23rd Street and

Santa Monica Airport Park EIR 5-110 rev. July 2002 Ocean Park Boulevard, and 23rd Street and Dewey Street, as no feasible mitigation measures exist for these areas. A Statement of Overriding Considerations will need to be adopted.

Santa Monica Airport Park EIR 5-111 rev. July 2002 5.8 Utilities and Service Systems

Data provided in this section was derived from correspondence with service providers within the project area. Southern California Edison, The Gas Company, SBC Pacific Bell, and the City of Santa Monica Water/Wastewater Division have agreed to provide services to the project site. Additional analysis in this section is derived from the Draft Urban Water Management Plan9.

5.8.1 Existing Conditions

a. Electricity

Southern California Edison Company (SCE) currently provides electrical services to the project site for parking lot lighting. An existing power line running along Airport Avenue 300 feet west of Bundy Drive provides electrical charge of 120/240v single-phase, three-wire, 4kV overhead lines. Also present is a three-phase bank along the same line that provides 240v three-phase, three-wire service. Currently, the largest main switch that can be served from the existing single- phase system is 400 amps. An on-site transformer taking the form of a pad-mounted structure or a below-grade structure would be required to provide sufficient electricity to power the proposed park site’s six 70-foot-high field lighting structures.

b. Natural Gas

The Southern California Gas Company is the natural gas provider for the City of Santa Monica and to the project site. There is an existing gas line south of Airport Avenue. However, the proposed park project would not require the use of natural gas. Hot water in the park/restroom building will be provided by an electric water heater system rather than from natural gas sources.

c. Telephone

SBC Pacific Bell Telephone Company currently provides telephone services to the project vicinity. Existing telecommunication equipment and infrastructure are present along Airport Avenue and has been deemed capable of serving the project area.

d. Water

Water for the City of Santa Monica service area is supplied from groundwater and from imported sources. The Metropolitan Water District supplies approximately 80% of the City’s water, while the other 20% is drawn from the Santa Monica Groundwater Basin wells. The City operates three groundwater well fields within the Santa Monica Basin: the Arcadia Sub-Basin; the Olympic Sub-Basin; and the Charnock Sub-Basin.

9 December 2000

Santa Monica Airport Park EIR 5-112 rev. July 2002 The Metropolitan Water District (MWD) of Southern California delivers water imported from the Colorado River and the State Water Project to the City. The City of Santa Monica contracts with MWD to provide imported water at two locations: Arcadia Water Treatment Plant and Charnock Wellfield and Pump Station site. Both connections have the capacity to provide a constant water supply to directly serve 100 percent of the City’s water needs.

e. Sewer

The City of Santa Monica Utilities Division manages the wastewater collection for Santa Monica. All of the wastewater flow from the City is collected and treated at the Hyperion Waste Treatment Plant located approximately four miles southeast of Santa Monica, along the Santa Monica Bay coastline. Santa Monica wastewater flows primarily by gravity in a southerly direction and is delivered to the treatment plant via the Coastal Interceptor Sewer.

The City’s sewer collection system consists of 2,531 active pipe segments with a total length of approximately 754,798 feet (143 miles) of pipe ranging in size from 6 inches to 36 inches in diameter. The City’s daily wastewater flow is metered and averages about 9 million gallons per day (gpd). In addition, the City operates and maintains the Moss Avenue Pumping Plant, which collects sewer flow from service areas outside the City’s boundary to the north, and those areas located within Santa Monica adjacent to the coast. The pumping plant then conveys sewer flow to the Coastal Interceptor Sewer for treatment at the Hyperion plant.

f. Solid Waste

The Solid Waste Management Division of the City’s Environmental and Public Works Management Department collects all residential solid waste and approximately 50% of waste generated by commercial and industrial operations within Santa Monica. Private companies are contracted to collect the remainder of the commercial and industrial waste. The solid waste operation is self-supporting in that the fees charged to residents and businesses in the City comprise virtually all of its revenues. The park trash pick-up will be provided by the City.

City refuse collection operations utilize the City’s refuse Transfer Station at 2401 Delaware Avenue, for the dumping of collection trucks and loading of refuse into semi-trailers for transfer to the various landfills. Private haulers are permitted to use this service for a fee. The Transfer Station facility is permitted to accept 400 tons per day. Current daily dumping averages approximately 270 tons per day.

Four facilities currently accept solid waste from the City of Santa Monica. Puente Hills Landfill, Bradley West Landfill, Simi Valley Landfill, and the Waste to Energy Incinerator in Long Beach and Commerce are all used on a regular basis. A number of factors determine which facility would be used at any given time; however, just under half of the City’s waste (40% to 50%) is taken to the Puente Hills Landfill, which is operated by Los Angeles County Sanitation District and has the lowest cost for disposal. As much as 10,000 tons (or 15% of refuse) is hauled to the Long Beach Energy Facility, with a limit of five truckloads per day. The remaining refuse is taken to the two private landfills, Simi Valley Landfill and Bradley West Landfill.

Santa Monica Airport Park EIR 5-113 rev. July 2002 5.8.2 Thresholds of Significance

For the purposes of this EIR, the thresholds of significance for evaluating project impacts are based upon suggested criteria from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact if it will:

• Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board.

• Require or result in the construction of new storm water drainage facilities, the construction of which could cause significant environmental effects.

• Not have sufficient water supplies available to serve the project from existing entitlements and resources, and require new or expanded entitlements.

• Result in a determination by the wastewater treatment provider that serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments.

• Be served by a landfill with insufficient permitted capacity to accommodate the project’s solid waste disposal needs.

• Not comply with federal, state, and local statutes and regulations related to solid waste.

5.8.3 Project Impacts

a. Electricity

The park project would consist of primarily open space with the use of sports lighting structures required for night uses of the two soccer fields. A total of six 70-foot-high light structure systems are proposed at the sports fields. Further lighting and structural details are provided in the study conducted for the project site on June 20, 2001 by Musco Lighting, LLC. This study is provided in the Technical Appendices of this EIR. Improved street lighting is also proposed in this project as part of the streetscape improvement plans. Development of the project site is expected to increase total electrical consumption in the project area. Southern California Edison (SCE) would require the upgrade of the existing transformer or the installation of additional transformer(s) in order to provide electrical services generated by the new load.

The project would result in a marginal increase in demand for electricity. There is no significant impact, as existing systems are capable of accommodating the incremental increase in demand for electricity. In addition, energy saving techniques such as the installation of photovoltaic panels are proposed for the top of the restroom/storage building, thereby reducing the marginal demand on electricity services. Southern California Edison has indicated that the proposed project will not pose an impact to electrical services. No mitigation measures are required.

Santa Monica Airport Park EIR 5-114 rev. July 2002 b. Gas

The proposed project will not result in an increased demand nor would it require the need for natural gas services. The project site consists of 8.3 acres of open space, play fields, playground, an off-leash dog park, and park facility in which natural gas service is not needed. The Southern California Gas Company has existing facilities that serve the project area. The project would not result in any impact on natural gas services. No mitigation measures are required.

c. Telephone

SBC Pacific Bell Telephone Company has expressed its capability to provide telephone services on the project site, utilizing existing facilities along Airport Avenue. Pacific Bell would require adequate lead-time as well as the site plans and building plans in order to adequately serve the project. Pay phones at the office building along with private park office phone lines would be installed on-site. The project site will not result in a significant increased demand on telephone services and will not impede on the daily operations provided by Pacific Bell. Therefore, the proposed project would not result in any significant impact on telecommunication services. No mitigation measures are required.

d. Water

The proposed project is estimated to consume approximately 29,611 gallons per day (gpd) of water from the Metropolitan Water District (MWD). This assumption is based on Southern California Water Company (SCWC) consumption factor of 82 gpd/ksf (thousand square foot) for general public park use and does not provide exact project specific consumption rates.

The City’s water system operates adequately to meet domestic needs, and supplies sufficient fire suppression pressure to provide the needed range of fire flows. The City’s water conservation efforts are expected to offset the cumulative impact of water demand due to currently proposed and approved development projects. All new construction within the City is required to comply with existing water conservation ordinances. Applicable ordinances include the following:

• The No Water Waste Ordinance (No. 1527) that establishes water conservation requirements and provides penalties for violators of the ordinance;

• The Retrofit Upon Sale Ordinance (No. 1667), which requires all properties that are sold or transferred to be retrofitted with ultra-low flush toilets, low flow showerheads, faucet aerators, and shut-off valves for reverse osmosis filtration systems.

City water conservation efforts (including the BAY SAVER Retrofit Program, Irrigation Controller Program and reclaimed water) are expected to offset the cumulative demand due to currently proposed and approved projects. The 8.3-acre park development in and of itself would cause a marginal increase in demand for water; however, there would be no significant impact as the existing City water system is capable of accommodating this incremental increase in demand.

Santa Monica Airport Park EIR 5-115 rev. July 2002

Landscaping on-site and along Airport Avenue as part of the streetscape improvement plan would include drought-tolerant species along with drip irrigation and be connected to central irrigation system. Currently, the City does not have any plan to optimize the use of recycled water. Expansion of recycled water use in the City and for the project site depends on regional planning, and feasibility of expansion of existing wastewater recycling treatment plants within the Los Angeles Region. There are no recycled water lines along Airport Avenue therefore, the proposed project will utilize the existing water main along Airport Avenue to provide water services for the project site. The City’s water system can accommodate this incremental increase in demand with no significant impact.

e. Sewer Service

Given the City’s current efforts to reduce overall water consumption and sewer flows through the implementation of water conservation ordinances, the likelihood of exceeding the capacity available to the City at the Hyperion Treatment Plant is less than significant. Given the nature of the proposed open space project, which generates limited sewer flows, the project would result in minimal impacts on the city’s sewer conveyance system.

The majority of water usage is associated with the watering of grass fields and park landscaping, where wastewater is absorbed through the permeable grass and soil and not into sewer lines. The primary wastewater discharge into sewer lines is associated with the restroom facilities and water fountains located throughout the park site. Existing facilities and infrastructures are deemed adequate, and will be capable of managing the marginal increase. Impacts to sewer services by the proposed project are deemed less than significant. No mitigation measures are required.

f. Solid Waste

The park project would generate short-term solid waste impacts during the grading and construction phases of the development. During construction and site preparation, the proposed project will generate a substantial amount of solid waste (primarily concrete, gravel, and loose dirt/soil). Construction debris, along with the removal of mature trees along Airport Avenue, shall be recycled to reduce solid waste impacts. The remaining non-recyclable materials and remediated soils shall be hauled to appropriately classed landfills.

Solid “green” waste associated with park use is primarily due to the routine park landscape maintenance activities that include cutting of the open field grassland, and trimming of bushes and trees. The existing solid waste disposal services provided by the City are deemed adequate to handle the incremental increase in solid waste. Impacts to solid waste services by the proposed project are deemed less than significant. No mitigation measures are required.

5.8.4 Mitigation Measures

No mitigation measures are required.

Santa Monica Airport Park EIR 5-116 rev. July 2002 5.8.5 Cumulative Impacts

Cumulative impacts from the Santa Monica Airport Park Project would result in incremental increases in demand upon existing utilities and service systems. Utilities and service systems are not anticipated to experience significant cumulative impacts, as demands generated by the proposed project are within the capacities of service providers. The proposed project would not result in significant regional and/or cumulative impacts to existing utility service systems. Therefore, cumulative impacts associated with the project remain at a less than significant level.

5.8.6 Unavoidable Adverse Impacts

No unavoidable adverse impacts related to utility and service systems are anticipated as a result of the proposed project.

Santa Monica Airport Park EIR 5-117 rev. July 2002 5.9 Public Services

The following analysis is based on information provided by the respective service providers: Santa Monica Police Department, City of Santa Monica Fire Department, and Department of Environmental and Public Works Management. This section provides baseline information on and evaluates potential public services impacts associated with the proposed project.

5.9.1 Existing Conditions

a. Police Services

Located in City Hall at 1685 Main Street, the Santa Monica Police Department (SMPD) main precinct provides police services ranging from crime investigation, offender apprehension, and community awareness programs, to other services such as traffic control. The police officer demand ratio for SMPD is 2.3 officers per 1,000 residents. The City population was approximately 84,084 based upon the 2000 census data. As of October 2001, the SMPD is authorized to maintain a force of 200 officers.

Exhibit 5.9-1 shows the location of police facilities in reference to the project site.

In addition to the main precinct located at the City Hall, four police facilities are situated throughout the City:

• Santa Monica Pier substation facility: The 1,250-square-foot facility is located across from the Boathouse Restaurant and houses the department’s homeless task force. In addition, a separate Santa Monica Pier Harbor Office consists of an administrative office for a police sergeant who is responsible for supervising 14 harbor guards.

• Third Street Promenade parking structure office administrative facility. Houses one officer who supervises nine community service officers (full-time employees) and six officers on bicycle patrol. These personnel provide security to the retail and entertainment areas around Third Street, including an escort service for workers who stay late in the area.

• Public Information kiosk located on the 1400 block of the Third Street Promenade. Staffed by Community Service Officers, the kiosk is open daily between 10:00 a.m. to 10:00 p.m. to handle visitor and tourist inquiries for information.

• Virginia Avenue Park Santa Monica Police Office Substation for Beat 8, which consists of a 720 square foot trailer located adjacent to the Thelma Terry Community Center soon to be relocated to the recently approved Virginia Avenue Park Expansion Project Building A located at 2115 Pico Boulevard.

Santa Monica Airport Park EIR 5-118 rev. July 2002

Santa Monica PD engages in mutual assistance programs with the Los Angeles County Sheriff’s Department and the City of Los Angeles Police Department. In addition to the bicycle patrol, SMPD has a mounted patrol. These patrols are generally used for special events (e.g., parades and open markets) as a crowd control measure, and for patrolling some of the City’s parks.

The average emergency response time to police emergency calls is approximately 8 minutes (including 4.21 minutes for dispatcher time and 3.86 for travel time, for a total response time of 8.07 minutes for priority 0 and 1 calls).

The Airport is patrolled on a 24-hour basis, 7 days per week, by Airport security staffs who are managed by the Santa Monica Police Department.

b. Fire Services

The City of Santa Monica Fire Department (SMFD) provides fire protection and emergency medical service through four fire stations strategically located throughout the City. Each station serves a specific quadrant of the City; however, this does not preclude the stations from assisting one another. Exhibit 5.9-1 shows the location, service area, and the type of equipment maintained by each station, along with the approximate location of fire stations and service areas of the city. The following is a list of City of Santa Monica fire stations, their service area, and equipment capabilities:

Station No. 1: 1444 7th Street • One Paramedic Engine Company (Engine 1) with a crew of four, • One Paramedic Rescue Squad (Squad 1) with a crew of two, • One 100’ ladder truck (Truck 1) with a crew of five, • One Air/Light/Rescue unit (Rescue 1) – part of Truck 1 • One Command Vehicle with a Battalion Chief (Battalion 1)

Station No. 2: 222 Hollister Avenue - Station #2 is currently closed due to development of a new fire station. Engine 2 personnel is being housed at Station #5 and Squad 2 personnel are being housed at Station #1 until the completion of the new Fire Station #2. • One Engine Company (Engine 2) with a crew of four, • One Paramedic Rescue Squad (Squad 2) with a crew of two, • One Heavy Urban Search and Rescue Vehicle (USR 1) • One reserve engine

Station No. 3: 1302 19th Street • Two Paramedic Engine Companies (Engine 3 and Engine 4) each with a crew of four, • One Heavy Hazardous Materials Squad (Haz Mat 4 and Utility 4), • One reserve engine, • One reserve rescue squad,

Station No. 5: 2450 Ashland Avenue (Santa Monica Airport) • One Paramedic Engine Company (Engine 5) with a crew of four,

Santa Monica Airport Park EIR 5-120 rev. July 2002 • One Aircraft Rescue (Aircraft Rescue 5) • One reserve engine • One reserve ladder truck (Truck 2)

The Fire Department has an automatic aid agreement with the Los Angeles Fire Department (LAFD). Fire companies from the LAFD and the SMFD are automatically dispatched if an emergency call is received from a pre-defined area. In return for assistance in the automatic aid locations, the LAFD would assist the SMFD by responding to large-scale emergencies when specific equipment is requested. The SMFD receives automatic aid from LAFD approximately two times per year and gives aid to LAFD approximately ten times per year.

The current fire service ratio for emergency response personnel is approximately one fire fighter per 900 residents. While the Fire Department does not have an established personnel/population ratio, they have found that the current ratio of 1:900 is adequate for the City and are striving to maintain this ratio as the City’s standard.

Compared to many other cities, which aim for a ratio of 1:1000 and frequently cannot meet that standard due to budget constraints, the City of Santa Monica offers a comparatively favorable service ratio. In general, the existing service is considered adequate for the current population.

5.9.2 Thresholds of Significance

Appendix G of the CEQA Guidelines states that a project would have a significant impact if it would “result in substantial adverse physical impacts associated with the provisions of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public service.”

5.9.3 Project Impacts

a. Police Service

The proposed project would result in a marginal increase in demand on police services by SMPD, including services related to animal control for the off-leash dog area park ranger services for the park facilities and airport security. The police department will monitor the need for police services and will request appropriate service enhancements through the annual budgetary process if the need arises.

b. Fire Services

Santa Monica Fire Station No. 5 is located nearest to the project site with an estimated average response time of 4 to 6 minutes and would be the first fire service station to respond to the project site. The station is staffed by a minimum of four full time staff.

Santa Monica Airport Park EIR 5-121 rev. July 2002

No significant impacts are anticipated with regards to the Santa Monica Fire Department. The existing staff, equipment, and facilities are sufficient to provide similar level of service despite the implementation of the proposed project. Impacts to fire services are less than significant.

5.9.4 Mitigation Measures

No mitigation measures are required.

5.9.5 Cumulative Impacts

Development of the Santa Monica Airport Park Project will result in an incremental increase of public services. However, cumulative and regional impacts to law enforcement and fire protection services are deemed less than significant by both departments. The proposed project would result in a positive cumulative effect by providing greatly needed open space and recreational amenities within the City and for its residents.

5.9.6 Unavoidable Adverse Impacts

The proposed project would not result in any unavoidable adverse impacts to public services.

Santa Monica Airport Park EIR 5-122 rev. July 2002 5.10 Recreation

The analysis provided in this section is derived from the City of Santa Monica Parks and Recreation Master Plan and the City of Santa Monica Open Space Element of the General Plan. Given the tremendous demand for recreational facilities in Santa Monica, the development of the Santa Monica Airport Park Project plays a vital part in providing sufficient open space and recreational amenities for its residents.

5.10.1 Existing Conditions

The City of Santa Monica Department of Community and Cultural Services manages and maintains the City’s open space for Santa Monica residents and visitors to enjoy. The Open Space Management Division grooms and enhances public green space and encourages active and passive use of the City’s parks and beach areas. The Community Programs Division manages community classes, therapeutic programs, senior nutrition programs, and recreation programs, including tennis, adult sports leagues, gymnasium use and field use permits. The Event Facilities Division manages, markets and maintains the Santa Monica Civic Auditorium, and the Cultural Affairs Division carries out long-range strategic planning efforts for the arts in the community and manages the Percent for Art Program. The Human Services Division oversees planning, program and policy development, funding and operations for a range of social services, recreation and community programs. Major activities focus on the needs of children, teens, families, people with disabilities, seniors, victims of domestic violence and low-income people, including those who are homeless. The Division manages the aquatics program and several park and school-based family programs.

The City of Santa Monica updated the Open Space Element of the General Plan in conjunction with development of a 20-year Parks and Recreation Master Plan. The Open Space Element provides a blueprint for Santa Monica’s parks and recreation system and includes goals and policies for open space and recreational amenities. The Parks and Recreation Master Plan is an implementation document that established long-term, phased implementation plans for specific parks and recreation improvements.

The City of Santa Monica has 24 parks that range in size from 0.16 acres (Schader Park) to 26.41 acres (Palisades Park). Total park acreage in the City is 112.7 acres. Santa Monica’s parks and recreation system began with the establishment of the original town in 1875 and has generally experienced three major eras of new development. Palisades Park, Reed Park (formerly Lincoln Park) and Douglas Park date back to the turn of the 20th century. In the years following World War II when Santa Monica experienced rapid residential growth, parks were concentrated in the Ocean Park portion of the City southerly of the Santa Monica Freeway.

The site of the proposed Airport Park Project is currently designated as non-aviation land use. There are currently no recreational facilities on the site. The site is leased on a month-to-month basis for the Santa Monica College Shuttle parking lot and a vehicle storage lot for local automotive dealerships. A portion of the site consists of a portion of the Santa Monica Airport mid-level tie-down area for transient aircraft.

Santa Monica Airport Park EIR 5-123 rev. July 2002 a. Open Space Element

The Open Space Element establishes a long-range vision for future development of parks and open spaces within the City of Santa Monica. The Element is directed toward improving the character and quality of City open spaces and increasing the City open space future inventory by reuse of public lands, redefinition of streets and transportation corridors, and acquisition of private parcels in important locations. The intention of these general goals is to create a meaningful and diverse open space system by maintaining the focus of reinforcing the social, environmental, cultural and recreational roles of open space within Santa Monica. The Element intends to redefine the nature of open space within Santa Monica by emphasizing preservation and enhancement of existing open spaces, recycling of leftover or underutilized spaces, and transformation of land to better serve open space functions.

The Open Space Element of the Santa Monica General Plan establishes a plan for protection and enhancement of open space resources and uses in the City. California planning law defines “open space” as any area of land or water which is essentially unimproved and devoted to an open space use as defined in the Open Space Element and which is designated on a local, regional or state open space plan as any of the following:

• Open space used for preservation of natural resources, including but not limited to, areas required for preservation of plant and animal life, including habitat for fish and wildlife species; areas required for ecological and other scientific study purposes; rivers, streams, bays and estuaries; and coastal beaches, lake shores, banks of rivers and streams, and watershed lands.

• Open space used for managed production of resources, including but not limited to, lands and areas of economic importance for production of food or fiber; areas required for recharge of ground water basins; bays, estuaries, marshes, rivers and streams important for management of commercial fisheries; and areas containing major miner deposits, including those in short supply.

• Open space for outdoor recreation, including but not limited to, areas of outstanding scenic, historic and cultural value; areas particularly suited for park and recreation, including access to lake shores, beaches, and rivers and streams; and areas which serve as links between major recreation and open space reservations, including utility easements, banks of rivers and streams, trails and scenic highway corridors.

• Open space for public health and safety, including but not limited to, areas which require special management or regulation because of hazardous or special conditions such as earthquake fault zones, unstable soil areas, floodplains, watersheds, areas presenting high fire risks, areas required for protection of water quality and waster reservoirs, and areas required for protection and enhancement of air quality.

The City of Santa Monica includes 419 acres of open space. The majority of open space is at the beach (245 acres). The existing 24 public parks occupy a total of 113 acres or 27% of City land

Santa Monica Airport Park EIR 5-124 rev. July 2002 designated as open space use. The majority of the City’s open space is located in the westernmost portion of the City, where approximately 75% of the City’s open space is concentrated within seven blocks of the beach along the Pacific Ocean.

b. Parks and Recreation Master Plan

The Parks and Recreation Master Plan sets forth specific strategies to implement the objectives and policies contained in the Open Space Element.

The City embarked on an extensive community outreach program that involved more than 3,000 residents of Santa Monica in 1996 to gain an understanding of community values pertaining to open space. Results of that community outreach program formed the basis for recommendations in the Open Space Element and the Parks and Recreation Master Plan. The outreach program indicated residents of Santa Monica were active frequent users of City public open spaces and parks, had particular favorite parks and open space areas, and enjoyed particular outdoor recreational activities.

The community identified as its priorities the improvement (particularly improvements that address park safety and homeless issues) of existing parks and recreational facilities, develop- ment of additional pedestrian oriented streets and open spaces, development of new parks and open space, development of more plazas and public gathering places, maintenance of the school/park concept and use of school facilities for additional recreational programs, and the willingness to pay for improvements to parks, open spaces, and recreational facilities.

The Parks and Recreation Master Plan defines recreational use in terms of meaningful experiences that contrast the everyday environment of work and school, that add to personal skill and competency, and that heighten awareness of the larger community. Recreation is not conceived solely in terms of sports; rather, recreation embraces the broad range of experiences undertaken in leisure that bring pleasure to City residents. Recreation is considered as that which establishes ties between people and which builds a sense of community by creating opportunities for physical, social, educational, and cultural interaction. This is exactly the goal sought by the Master Plan – to serve the existing surrounding community. The Master Plan focuses on public recreation although private organizations and non-profit entities also provide recreational opportunities in Santa Monica. Therefore, the Master Plan focuses on activities that the City of Santa Monica can best support within limitations of space and budget, that serve the greatest number, and that best represent the recreational priorities of residents.

The Parks and Recreation Master Plan states that public parks and recreational areas in the City of Santa Monica would need to become increasingly flexible to accommodate various uses, changes in technology, life style, and recreational preference. The Master Plan recognizes the nature of recreation has become more complex, diverse, and specialized to appeal to specific segments of the population.

The Parks and Recreation Master Plan established recommendations that would increase significantly opportunities for recreation in the City of Santa Monica. The Master Plan calls for new development and expansion of Santa Monica’s community park system over time to

Santa Monica Airport Park EIR 5-125 rev. July 2002 increase overall acreage between 31 and 57 acres of park. Expansion of public gathering places and gardens, greens and habitat areas over time by approximately 39 acres is proposed. Additionally, the existing length of pathways and green streets in the City is proposed to be expanded to approximately 21 miles. The plan recommends that approximately 7,000 trees would be planted along these streets and elsewhere in the City to become part of a planned Santa Monica community forest.

The development of the Santa Monica Airport Park Project was envisioned through the preparation of the Open Space Element, the Parks and Recreation Master Plan and the Non- Aviation Land Use Feasibility Study. These documents were completed in 1997.

5.10.2 Thresholds of Significance

For the purpose of this EIR, the thresholds of significance for evaluating project impacts relating to recreation are based upon suggested criteria from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact if it will:

• Increase the use of existing neighborhood and regional parks or other recreational facilities such that a substantial physical deterioration of the facility would occur or be accelerated.

• Include recreational facilities or require the construction or expansion of recreational facilities, which might have an adverse physical effect on the environment.

5.10.3 Project Impacts

The City of Santa Monica is constrained in its land resources. Most of the land is developed and is comprised primarily of small residential parcels, which is extremely valuable. The City is built to its borders and there are no open space parcels adjacent to it. The very limited vacant land is aggregated in small parcels. The acquisition of vacant lands for open space uses is made problematic by the realities of site location, size, and configuration. Despite the fact that parcels less than one-half acre have been acquired in the past for park use, they have not been effective in providing the community with a sense of open space in the City. The Santa Monica Airport is City-owned land that has the potential for portions of the non-aviation parcels to be developed as open space for recreational use. Currently, there are no open space or recreational uses within the airport site. The proposed development of the Santa Monica Airport Park Project would provide needed park land in the City of Santa Monica.

Santa Monica is a unique community within California due to its high density. With a density of 10,000 people per square mile, Santa Monica is a more metropolitan city than its many other California coastal communities. The implications of density on open space are significant. As density increases in a City, less open space within the City is available for the public as a whole. Higher density rates also imply a lesser degree of private open spaces for residents. Approximately 75% percent of Santa Monica residents live in multi-family housing with no

Santa Monica Airport Park EIR 5-126 rev. July 2002 private backyards and gardens. Single-family residences are relatively dense by suburban California standards. As a result the demand for additional open space by Santa Monica residents is greater than the current supply. The Santa Monica Airport Park project would provide an additional 8.3 acres of open space and recreational amenities for city residents and visitors.

Approximately 75% of the City’s open space land is situated along the western portion of the City at the beach, where it is highly utilized by City residents and tourists/visitors. In contrast, the small amount of open space/parkland available in the inland or eastern portions of the City is predominantly utilized by City residents. This shortage of open space has placed increased usage and burden on inland parks and has significantly diminished the sense of open space.

The following objectives and policies established in the City of Santa Monica Open Space Element of the General Plan will be achieved with the implementation and the development of the proposed project.

Objective 1: Develop and maintain a diversified and balanced system of high quality open space.

• Policy 1.2: Reinforce individual identities in each of the City’s parks. • Policy 1.4: Provide opportunities for the enjoyment of open space within every Santa Monica neighborhood.

Objective 2: Expand the open space system through use of public properties.

• Policy 2.1: Reuse portions of public lands.

Objective 4: Establish a citywide system of pathways and linear open spaces.

• Policy 4.2: Utilize streets to form open space linkages within the City.

Objective 7: Clarify City form and structure.

• Policy 7.1: Strengthen City edges. • Policy 7.2: Develop distinctive community entries. • Policy 7.3: Mark key transitions in City structure. • Policy 7.4: Create focal points at significant places in the City.

Objective 8: Heighten the sense of nature in the City.

• Policy 8.1: Maintain and expand the community forest.

Objective 9: Increase the accessibility of open space.

• Policy 9.l: Increase physical access to parks and open spaces, in particular for youth persons with disabilities. • Policy 9.3: Provide appropriate signage for orientation and interpretive purposes.

The proposed project would add 8.3 acres of open space and public park use to the southeastern- most inland portion of the City. The project will have a beneficial effect upon recreation in the

Santa Monica Airport Park EIR 5-127 rev. July 2002 community because it will provide needed field space for organized sports, thereby alleviating impacts of overuse at existing fields in the community. Additionally, the project will provide an area for dogs to be off-leash in the designated dog park area. The need for a dog park was previously identified by community residents as expressed in a survey conducted in the Non- Aviation Land Use Feasibility Study adopted in April 1997. General park use facilities and amenities proposed in the project consist of a playground area, a picnic area, a jogging/walking path, restroom facilities, and on-site parking. Streetscape improvements along Airport Avenue will enhance the experience and safety of pedestrians.

5.10.4 Mitigation Measures

The proposed project development represents positive measures in implementing objectives and policies identified in the City’s Open Space Element and the Parks and Recreation Master Plan. There are no significant recreational impacts associated with this project. No mitigation measures are required.

5.10.5 Cumulative Impacts

Future development and growth within the City will add greater cumulative demands and impacts to existing recreational facilities. The Airport Park project will help meet the growing recreational needs of the City. The project will not result in any cumulative impacts.

5.10.6 Unavoidable Adverse Impacts

No unavoidable adverse recreational impacts will result from the project development.

Santa Monica Airport Park EIR 5-128 rev. July 2002 5.11 Cultural Resources

5.11.1 Existing Conditions

a. Cultural Setting

Two major Native California cultures occupied the Los Angeles Basin prior to the arrival of Europeans in the 16th Century. The Gabrielino occupied most of present-day Los Angeles and Orange Counties plus several offshore islands (San Clemente, Santa Catalina, and San Nicolas). The Chumash occupied the four northern Channel Islands, the interior to the edge of San Joaquin Valley, and the coastal area between Morro Bay and Malibu. The City of Santa Monica may have been an area where these two ethnic cultural groups overlapped10. The Gabrielino aboriginal way of life came to an end with the Spanish colonization. As neophytes were brought into the mission system they were transformed from hunters and gatherers into agricultural laborers and exposed the Gabrielino population to diseases to which they had no resistance. By the end of the Mission Period in 1834, the Gabrielino population had been decimated by disease and was declining in birthrates, which continued into the late 18th century.

Exploration of the Santa Monica Region began as early as 1769 by scouts of the Portola party and became part of the Mexican land grants in 1827 and 1839. Although used for sheep and cattle ranches, the land also provided respite for summer visitors from Los Angeles who camped in the canyons and beaches in the early 1870s. Santa Monica was founded as a town site in 1875 when the area was subdivided and lots were first sold. Within the first 9 months, Santa Monica had over 1,000 residents, a railroad track that connected the town to Los Angeles, and a wharf that provided shipping from the La Brea Tar Pits. In the late 19th century, Santa Monica lost its bid to San Pedro for federal funding as a harbor site for Los Angeles. However, the City continued to grow and began to rival Pasadena as a “Home City” for Southern California residents. A city charter was approved for Santa Monica in 1907 and control of the tidelands was approved by state grant in 1917. In the early 20th century, the City saw the brief development of the movie industry (1908-1915), national auto racing (1909-1918), exclusive beach clubs and ballrooms (1920s), and development of the aircraft industry (1920s to 1940s). In the early boom years, the population doubled again and again – from 7,200 in 1905 to 50,000 in 1928 to 84,084 in 2000.

b. Archaeological Resources

Records maintained by the Archaeological Information Center at the University of California, Los Angeles indicate that a substantial number of surveys and excavations have been conducted within the City boundaries and seven known cultural resource sites have been identified, with the majority of these sites located north and east of the City. Two prehistoric sites have been identified in the southwestern portion of the City. No archaeological resources were identified at the southeastern portion of the City or on the project site.

10 UCLA 1991

Santa Monica Airport Park EIR 5-129 rev. July 2002 c. Paleontological Resources

Regional Paleontologic Locality Inventory conducted by the San Bernardino County Museum indicated that dissected Pleistocene Terraces and Pleistocene Alluvium are located throughout the City of Santa Monica. Both the Pleistocene non-marine sediments and Pleistocene marine sediments have high potential to contain paleontologic resources. Review of the Regional Paleontologic Locality Inventory (RPLI) at the San Bernardino County Museum does not indicate previous resource assessments within the City limits and, consequently, no paleontologic resource localities from the City were recorded in the museum’s files. However, the RPLI does indicate that within 4 miles of the City limits, Pleistocene non-marine sediments have produced bison tag #3176 of the Los Angeles County Museum (LACM), horse #5833, and other mammal fossils. Institutional records indicate that such fossil occurrences are widespread from within a few feet to several hundred feet below the surface. It is important to note that many sites were located after urbanization of the Los Angeles Basin during excavation of storm drains, sewer lines, freeway construction, and other ground-disturbing activities. The field survey produced no new evidence of fossils on or adjacent to the project area. No paleontologic resources were identified on the project site.

d. Historic Resources

Santa Monica Airport is the oldest continuously operated airfield in Los Angeles County, with its first recorded aviation use in 1919. The Airport itself is not designated as an historical landmark. The only designated historical landmark within the airport property is the rotating beacon tower directly east of the Airport Administration Center, which is not on the proposed project site. The beacon tower was designated as an historic landmark by the City’s Landmark Commission in 1988.

The rotating beacon tower has been designated as a landmark due to substantial local noteworthy interest and value as a functioning representation of the earliest navigational tools used to guide pilots through night flights. The rotating beacon tower symbolizes and pays tribute to the aeronautical engineers who established the groundwork for modern civil aviation and to the early pilots who risked their lives to prove that air transit was the most efficient means for transportation. The landmark beacon also symbolizes elements of Santa Monica’s economic history. The tower provides a visual reminder of the vital role which aviation played in the history of the City.

The beacon tower is not situated within the project area and will not result in any impacts to cultural resources associated with the proposed project. No mitigation is required.

5.11.2 Thresholds of Significance

For the purpose of this EIR, the thresholds of significance for evaluating project impacts relating to cultural resources are based upon suggested criteria from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact if it will:

Santa Monica Airport Park EIR 5-130 rev. July 2002 • Cause a substantial adverse change in the significance of a historical resource.

• Cause a substantial adverse change in the significance of an archaeological resource.

• Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature.

• Disturb any human remains, including those interred outside of formal cemeteries.

5.11.3 Project Impacts

The proposed project includes the development of open space and recreational facilities on a site currently used as a dirt field and paved parking lot. Grading activities undertaken to implement the proposed project could result in disturbance to cultural resources or unknown human remains.

a. Archaeological Resources

Records maintained by the Archaeological Information Center at the University of California, Los Angeles indicate that no significant archaeological resources were found to be present on or adjacent to the project site. However, it is recommended that monitoring be conducted during rough grading to guard against inadvertent impacts from encounters with significant archeological resources. If in the course of grading, archaeological and/or historical resources are encountered, a qualified archaeologist designated by the City shall conduct a preliminary analysis and determine the significance of the finding. The archaeologist and the City shall develop and carry out a plan of mitigation, as appropriate.

b. Paleontological Resources

Review of the Regional Paleontologic Locality Inventory (RPLI) of the San Bernardino County Museum indicates that no prior paleontologic resource localities were recorded on the project site. However, it is recommended that monitoring be conducted during rough grading to guard against inadvertent impacts from encounters with significant paleontological resources. If in the course of grading, paleontological resources are encountered, a qualified paleontologist designated by the City shall conduct a preliminary analysis and determine the significance of the finding. The paleontologist and the City shall develop and carry out a plan of mitigation, as appropriate.

c. Historic Resources

The rotating beacon tower is situated directly to the east of the Airport Administration Center and is approximately 300 feet northeast from the project site. The project site does not consist of any historically significant landmark or structure. The proposed project site consists of open

Santa Monica Airport Park EIR 5-131 rev. July 2002 space parking lots and will not result in any impact to historic resources. No mitigation measures are required.

5.11.4 Mitigation Measures

CR-1 Concurrent with the issuance of a grading permit, the designated City Project Manager shall conduct and monitor rough grading activities at the project site to guard against inadvertent impacts to significant cultural resources. If in the course of grading, archaeological, paleontological, and/or historic resources are encountered, a City- designated qualified archaeologist should determine the significance of the finds, then develop and carry out a plan of mitigation, as appropriate.

5.11.5 Cumulative Impacts

Development of the proposed project is not anticipated to directly impact cultural resources within or adjacent to the site boundaries. The Santa Monica Airport Park Project development in combination with other cumulative city projects would not significantly impact cumulative cultural and/or historical resources.

5.11.6 Unavoidable Adverse Impacts

With implementation of the recommended mitigation measure, impacts to cultural resources would be reduced to a less than significant level. No unavoidable adverse impacts associated with cultural resources would result with the development of the proposed project.

Santa Monica Airport Park EIR 5-132 rev. July 2002 5.12 Aesthetics

The purpose of this section is to identify existing aesthetics (visual quality) characteristics in the project vicinity, analyze potential significant impacts created by the proposed project, and recommend mitigation measures to reduce the significance of such impacts. Information analyzed in this section was derived from the “Santa Monica Airport Park Program Report” and project site plans prepared by the project architects, Calvin R. Abe Associates, Inc., Santa Monica Airport Park Project “Preliminary Information Package” prepared by Musco Lighting LLC, and site visits conducted by Culbertson, Adams & Associates.

5.12.1 Existing Conditions

a. Airport Park Site Visual Characteristics

Located on the northwest corner of Bundy Drive and Airport Avenue and on the southeastern border of Santa Monica and Los Angeles, the project location provides a visual cue for residents and visitors entering or exiting the City of Santa Monica. The existing visual characteristics of the site consist of a loose gravel/dirt parking lot, an asphalt paved shuttle parking lot, and a concrete paved aircraft tie-down parking lot.

The Santa Monica College Shuttle Parking Lot A is comprised of 310 parking stalls. Located at 3301 Airport Avenue, this portion of the project site is approximately 2.6 acres in size. This parking lot occupies the western and central portion of the proposed park site and is relatively flat and paved with concrete and asphalt (Exhibit 5.12-1 – Views of Site Looking North).

The vehicle storage lot is currently being leased on a month-to-month basis by the City of Santa Monica to local automobile dealerships for short-term and long-term storage and parking of vehicles. The parking capacity is approximately 300 vehicles on the 2.6-acre lot. Located at 3401 Airport Avenue, there is a significant grade separation between the central portion of the site and the easternmost portions of the site. Two breaks in topography are apparent in this area as the grade separation rises by a minimum of five to ten feet towards Bundy Drive. The existing geological conditions of the vehicle storage lot consist of loose gravel and dirt with wild grass and weed growth throughout. A small stockpile (estimated less than half a ton) of asphalt and various discarded construction/grading debris is found along the central northern portion of the site (Exhibit 5.12-2 – Views of Site Looking South and East).

The 2.3-acre mid-level aircraft tie-down area consists of paved concrete surface with designated parking stalls for 22 small aircraft. This area is approximately 10 feet higher in elevation and grading than the adjacent Santa Monica College Shuttle Parking Lot A immediately south of this area, and is separated by a concrete retaining wall (Exhibit 5.12-3 – Views of Site Looking West and South).

Santa Monica Airport Park EIR 5-133 rev. July 2002

b. Airport Avenue Visual Characteristics

Airport Avenue is a two-lane private street not classified in the City of Santa Monica Circulation Element and is treated in this Draft EIR as a collector street. The existing Airport Avenue extends along the southern boundary of the project site, from Bundy Drive to 23rd Street. Airport Avenue is a two-lane road that is approximately 4,500 feet in length and runs in an east-west direction. Existing sidewalk and road conditions of this street need replacement and/or repair. Plant life and trees along Airport Avenue are deteriorating and are in jeopardy. The proposed project has introduced the streetscape improvement plan to resolve this issue and to improve the existing aesthetics conditions of Airport Avenue.

c. Light/Glare

The current use of the site consists of automotive parking lots and aircraft tie-down area. Approximately 15 light structures currently encompass the project site. The 20-foot-high lighting structures provide sufficient lighting to provide a safety measure for parking lot patrons who utilize the parking lots at night. Limited glare is generated by the lighting structures due to the downward orientation and the low intensity level of illumination. Additional sources of lighting are found along the retaining wall separating the shuttle parking lot from the tie-down area. These 30-foot-high lighting structures are designed to light the mid-level aircraft tie-down area. These lighting structures generate a greater amount of glare and spillover effect than the shuttle parking lot lighting due to their higher intensity of illumination.

5.12.2 Thresholds of Significance

For the purposes of this EIR, the thresholds of significance for evaluating project impacts are based upon suggested criteria from the CEQA Environmental Checklist (Appendix G of the CEQA Guidelines). The project would result in a significant impact if it will:

• Have a substantial effect on a scenic vista;

• Substantially damage scenic resources, including but not limited to, trees, rock outcroppings, and historic buildings within a scenic highway;

• Substantially degrade the existing visual character or quality of the site and its surroundings;

• Create a new source of substantial light or glare that would adversely affect daytime or nighttime views in the area.

5.12.3 Project Impacts

The proposed Santa Monica Airport Park project consists of the development of a new 8.3-acre park with 3 acres of sports fields area primarily designated for soccer or T-ball use. The sports

Santa Monica Airport Park EIR 5-137 rev. July 2002 fields include six 70-foot-high lighting structures encompassing the open space area to enable nighttime use of the fields. The remaining park area will be lighted with standard park-style lighting fixtures to provide adequate lighting and address safety issues associated with night park use. Lighting in the children’s play area and the picnic area will be limited and will not be designed to encourage night use of these facilities. There is no lighting proposed for the off-lease area due to its restricted night use. Sufficient lighting for night use of the park would be concentrated on the sports fields, the two parking lots, and the restroom facilities within the park.

The project also consists of streetscape improvements along Airport Avenue. These aesthetics and circulation enhancements involve the implementation of new landscaping that includes the remediation of current conditions, improved pedestrian circulation, and enhanced street lighting.

a. Short-Term Impacts

Construction of the Santa Monica Airport Park project and streetscape improvements will take approximately two years to complete. Short-term aesthetics impacts are generally associated with the construction stages of the development. The project involves grading to convert the asphalt/concrete parking lots into landscaped public park space. Exposed grading surfaces, construction debris, presence of construction equipment, heavy truck traffic, and stockpiled construction materials may result in adverse short-term visual impacts to the site. However, due to the short-term nature of construction and the required coordination and monitoring efforts by the City, potential short-term aesthetics impacts associated with construction activities are not anticipated to be significant.

b. Long-Term Impacts

Development of the proposed public park on the 8.3-acre site would result in the permanent alteration in the overall visual aesthetic appearance of the site. The elimination of asphalt, concrete and dirt parking lots and the introduction of open space grassland along with trees, bushes and landscaping typically associated with park use would result in a significant long-term positive aesthetic effect on the project site and its surrounding areas. In accordance with City requirements, the project will be subject to review by the Architectural Review Board.

The following evaluation of project aesthetics impacts is divided primarily into the boundary areas and views. Project transition areas such as these are typically the most sensitive to aesthetics impacts and project visual compatibility.

• Northern Boundary - Directly to the north of the project site is the Santa Monica Airport Administration Building and additional aircraft tie-down area. Implementation of the proposed project would result in a significant improvement in terms of views from the north compared to the existing views of concrete parking lot and loose dirt lots.

Santa Monica Airport Park EIR 5-138 rev. July 2002 • Southern Boundary - Airport Avenue borders the southern boundary of the project site. South of Airport Avenue is an industrial building, a restaurant, and a municipal office building. Views from the south towards the project site will be significantly improved by replacing the open dirt field and the paved parking lot, with landscaped open/park space use.

• Eastern Boundary - The eastern boundary of the project site is Bundy Drive. Across Bundy Drive are single-family residential homes located in the City of Los Angeles. The dog park borders the eastern portion of the project site and would be the most viewable area of the park from Bundy Drive. Views from the east will be enhanced with the conversion of the existing dirt and paved parking lots and automobiles to landscaped park/open space use.

• Western Boundary - Donald Douglas Loop borders the western boundary. Immediately adjacent to Donald Douglas Loop is the Santa Monica Airport and an airplane tie-down area. The sports fields are most visible from the western boundary of the park, and views from the west towards the project site will be improved by the proposed project.

c. Light/Glare

A previous study conducted by the Shutt Moen Associates, aviation engineers, indicates that, while sports field lighting adjacent to airports has the potential to create problems during foggy, inclement weather or at night, those problems can be effectively addressed through the use of glare control devices. As a result, a preliminary lighting study was prepared by Musco Lighting to address potential lighting and glare impacts associated with the installation of six 70-foot high field lighting structures.

The following are forms of “light control” methods and devices designed to reduce lighting and glare impacts to acceptable levels:

• Energy Efficient Luminaries which control light energy and resulting electrical energy use such that the reflector system design places more than 60% of the total light output in the lower portion of the projected light, directing the light plan onto the field below.

• Spill light onto adjoining areas and into sky glow must also be restricted and shall meet the same criteria that more than 60% of the total light is in the lower portion of the projected light below the maximum candlepower.

• Glare light as viewed from off-site locations shall also be controlled with a reflector system that projects more than 60% of the total light into the lower portion of the projected light below the maximum candlepower.

The proposed lighting fixtures include reflectors designed so that the illumination has an asymmetrical beam pattern of equal intensity and direction designed to direct downward rather

Santa Monica Airport Park EIR 5-139 rev. July 2002 than up and out, which significantly reduces impacts associated with glare and spillover effects. The lighting plan also includes light control procedures to reduce glare and spillover. Implementation of the light control procedures will control up to 95 percent of spill and glare light while maintaining light levels and providing uniform lighting on the field. The procedure is a two-part system that includes the following:

• Service

• Field representative completes an on-site analysis of potential spill and glare problem areas. • Field technician completes performance adjustments after installation. • The lighting contractor provides written performance reports to show environmental requirements have been met.

• Custom Reflector System

• Provides the necessary level of spill and glare control for individual sites on and adjacent to the playing field.

• Minimizes upward light while continuing to produce enough light to follow the flight of the ball.

Furthermore, the installation light shields are made of the most advanced sports lighting glare control technology available in the market. The field lighting shield utilizes internal louvers, external visors and special lamps that would significantly reduce glare and visibility impacts which may otherwise cause visual orientation impacts affecting aircraft landing approach onto the airport. On clear nights, the adjacent proposed field lighting can provide a beneficial visual orientation for aircrafts approaching the airport runway.

Fog has been determined to create a different dispersion of light effect, which results in more glare and spillover than during calm weather conditions. With the project site situated within three miles of the coast, fog can occur on any given night, primarily during the winter months.

Located immediately to the north of the Santa Monica Airport along the northwest mid-corner is Santa Monica’s second largest park. Located at 2600 Ocean Park Boulevard, the 17.9-acre “Clover Park” is also situated adjacent to the airport. There are several 70-foot high field lighting structures currently in operation on the Clover Park site. The distance between the nearest field lighting structure in Clover Park and the airport runway is approximately 300 feet. The nearest distance between the proposed field lighting structures for Airport Park in reference to the airport runway is approximately 600 feet. Since Clover Park’s opening in 1978, there have been no recorded aircraft accidents attributed to the Clover Park field lighting. With greater than double the setback distance, the proposed field lighting on Airport Park is not anticipated to result in significant and/or adverse aesthetics impacts on airport night operations.

Installation of the proposed 70-foot-high field lighting structures will require the approval and compliance of the FAR Part 77 obstruction clearance permit from the FAA. Implementation of

Santa Monica Airport Park EIR 5-140 rev. July 2002 design features identified in the Musco Lighting study along with mitigation measures analyzed below will reduce potential lighting/glare impacts to below a level of significance.

d. Building Structures

Approximately 1,640 square feet of floor area will be designated for restroom facilities and park maintenance storage. The single-story building structure as conceptually depicted in Exhibit 5.12-4 will not result in any potentially significant lighting and/or glare impacts. The building structure will be designed in such a way to incorporate the overall aviation theme to be used through out the proposed project site and is subject to review by the City’s Architectural Review Board (ARB).

5.12.4 Mitigation Measures

A-1 Prior to the approval of the streetscape improvement plan along Airport Avenue in which mature trees would be removed, an inventory of existing mature trees within the affected area shall be prepared. A tree replacement plan shall be submitted to the City’s Community Forrester for review and approval.

A-2 Exterior building surfaces shall be designed to minimize reflective light and glare emitted from the project site.

A-3 Field lighting shall be designed to minimize visibility of light source and glare impacts by directing lighting toward the sports field area and not illuminating areas outside the project boundaries or visually impacting the orientation of a pilot’s landing approach. Prior to commencement of construction, exterior building, landscape, pathway, and parking lighting shall be designed to shed light pools on the project site to satisfy safety requirements. This lighting shall be shielded and directed downward to minimize light and glare impacts.

A-4 Prior to commencement of construction, the project applicant shall apply for and comply with the Federal Aviation Regulation (FAR) Part 77 obstruction clearance permit for the six 70-foot field lighting structures proposed on-site.

Santa Monica Airport Park EIR 5-141 rev. July 2002

5.12.5 Cumulative Impacts

Development of the Santa Monica Airport Park project would represent an incremental positive cumulative aesthetics impact at the project site and its surrounding vicinity due to the conversion of a 310-space parking lot, a vehicle storage dirt lot, and an aircraft tie-down area into a new 8.3- acre public park/open space landscaped development. Nighttime lighting of the area would increase incrementally. Given the urbanized nature of areas surrounding the project site and existing nighttime lighting in adjacent areas, these cumulative aesthetics impacts are not considered to be significant. Project development, therefore, would not significantly alter regional or cumulative aesthetic conditions.

5.12.6 Unavoidable Adverse Impacts

With implementation of the recommended mitigation measures, the development of the proposed project would not result in any unavoidable adverse aesthetics impacts.

Santa Monica Airport Park EIR 5-143 rev. July 2002 5.13 Construction Effects

5.13.1 Existing Conditions

Construction effects are primarily associated with short-term impacts from grading, building, and landscaping activities required to implement a project. Three CEQA issues are directly associated with construction effects analyzed in this section: transportation/traffic, air quality and noise. Although construction effects are linked with several other topical categories in the City of Santa Monica Initial Study Checklist, the City has placed the construction effects into a separate category due to the City’s highly urbanized setting and its potential impacts on the surrounding project vicinity. The primary construction impacts have been previously discussed and analyzed in the other topical areas of this EIR, including:

• Section 4.2 – Surrounding Land Uses, provides a detailed discussion of existing conditions regarding land uses and planning surrounding the project. Land uses surrounding the project site include the Santa Monica Airport Administration Building to the north, aircraft tie-down area to the west, office commercial and light industrial buildings to the south and residential use east of Bundy Drive which are located in the City of Los Angeles.

• Section 5.2 – Air Quality, provides an in-depth analysis of the existing air quality conditions of the proposed project along with any potential air quality impacts associated with the construction phases of the development. Certain land uses, particularly those involving sensitive groups such as children, the elderly, and the chronically ill, are considered more sensitive to air pollution than others. Specifically, residential uses are deemed especially sensitive as residents spend extended periods of time at home, resulting in sustained exposure to any pollutant that might be present. Conversely, commercial and industrial uses are considered the least sensitive to air pollution, as workers generally spend a high proportion of the day indoors.

• Section 5.4 – Noise, provides a detailed analysis of existing noise conditions relating to the proposed project along with any potential noise impacts associated with the construction phases of the development. As with air quality, certain land uses are considered more sensitive to ambient noise levels than others due to the amount of noise exposure in relation to time and insulation from noise, and from the types of activities generally involved. Sensitive uses include, but are not limited to: residential, schools, hospitals, churches, and parks. Commercial and industrial uses are generally deemed to be less sensitive to noise than other uses.

• Section 5.7- Transportation/Traffic, provides an analysis of existing traffic conditions within the project area along with additional traffic impacts associated during the construction phases of the development.

Santa Monica Airport Park EIR 5-144 rev. July 2002 5.13.2 Thresholds of Significance

The major impacts associated with construction analyzed in this section include traffic, air quality, and noise impacts. Thresholds of significance regarding construction related impacts of the project are:

• Traffic impacts associated with construction activities are considered significant when such impacts interfere with the existing traffic flow or cause unsafe conditions, or if the construction activities introduce truck traffic through a residential area.

• In the “1993 CEQA Air Quality Handbook” the SCAQMD established significance thresholds to assess the regional impact of project-related air pollutant emissions. Table 5.13-1 presents these significance thresholds. There are separate thresholds for short-term construction and long-term operational emissions. A project with daily emission rates below these thresholds is considered to have a negligible effect on regional air quality throughout the South Coast Air Basin.

Table 5.13-1 - SCAQMD Regional Pollutant Emission Thresholds of Significance Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Construction 550 75 100 150 150 Operation 550 55 55 150 150

• Construction noise is considered significant if it would exceed the allowable noise levels identified in the City of Santa Monica Noise Ordinance (Municipal Code §4.12), which prohibits any unnecessary, excessive, or annoying noise in the City. Construction is allowed in the City from 8:00 a.m. to 6:00 p.m. Monday through Friday and 9:00 a.m. to 5:00 p.m. on Saturday. Construction is not allowed on Sunday without a special permit. The Noise Ordinance applies to all noise sources located on private property. As part of this ordinance, properties within the City are assigned a Noise Zone based on their corresponding zoning district. Residential districts are designated as Noise Zone I; commercial districts are designated Noise Zone II; and manufacturing or industrial districts are designated as Noise Zone III. The Ordinance also limits the amount of noise generated by uses during normal operation that may affect the surrounding areas. The table below shows the allowable noise levels and corresponding times of day for each of the three identified noise areas.

Santa Monica Airport Park EIR 5-145 rev. July 2002 Table 5.13-2 - City Of Santa Monica Noise Ordinance Standards Noise Zone Time Period L50 Lmax Residential Monday through Friday 12:01am to 7 am and 10 pm 50 70 to 12 am Monday through Friday 7 am to 10 pm 60 80 Saturday and Sunday 12:01 am to 8 am and 10 pm to 50 70 12 am Saturday and Sunday 8 am to 10 pm 60 80 Commercial 12:01 am to 7 am and 10 pm to 12 am 60 80 7 am to 10 pm 65 85 Manufacturing Any time 75 95 and Industrial

Pursuant to the City of Santa Monica’s Noise Ordinance, “The noise level created by construction activity shall not exceed the allowable exterior noise equivalent level specified in §4.12.050(a) [Table 5.13-2] as applicable for the Noise Zone where the activity occurs, plus ten dBA.” Furthermore, the City’s Noise Ordinance limits “development projects located within 500 feet of any residential develop- ment” where construction noise would exceed 90 dBA at a distance of 50 feet between the hours of 10:00 a.m. and 3:00 p.m.

5.13.3 Project Impacts

a. Transportation/Traffic

Project construction would temporarily increase truck traffic within the project area, which could potentially increase the impact on daily flow of roadways and sidewalks along the project boundaries. This is considered a significant but mitigable impact. Construction activity would not be expected to re-route any surrounding traffic. Construction activity may require the temporary closure of the sidewalks adjacent to the site, disrupting pedestrian activity in the area. However, since the current land uses include industrial and parking lots, there is not a large quantity of existing pedestrian traffic. Construction vehicles would follow a route going southbound on Bundy Drive to Airport Avenue from the Santa Monica (I-10) Freeway. Based upon the traffic study, an alternative construction route along 23rd Street is determined to be infeasible for construction vehicles due to its primarily residential land uses with streets not designed to handle heavy construction vehicles such as dump trucks. In addition, though sufficient parking appears to be available, construction and site workers may temporarily compete with other users in the area for parking facilities within the surrounding project area during the construction period.

Based upon the trip generation estimates developed in the Traffic Study for the proposed project, the Santa Monica Airport Park is projected to result in generate 334 fewer weekday vehicle trips than current conditions. In fact, once construction activities are initiated on-site, project traffic will be limited to construction activity as the existing uses vacate the property. Therefore, traffic impacts associated with construction effects are potentially less significant than the current use

Santa Monica Airport Park EIR 5-146 rev. July 2002 on-site. Given the project size, a maximum of five pieces of heavy equipment are expected to operate during peak development activities. A maximum of 15 workers would be permitted on- site during peak construction activities. An estimated average trip length of 20 miles is assumed for each construction worker arriving and leaving the site. A maximum of 15 trucks per day is estimated to haul project debris away with a one-way average trip distance traveled of 40 miles per vehicle. Construction effects of the proposed project do not exceed the threshold levels and would not result in a significant impact to transportation/traffic.

Implementation of the Airport Avenue Streetscape Improvement Plan will result in the short- term closure of sidewalks along Airport Avenue along with the relocation of previously designated parking stalls along this street during the construction phases of this project. The proposed project is divided into two construction phases with the construction activities of the park site being developed first and the streetscape improvement immediately thereafter. This is being done in part to reduce traffic impacts associated during the construction process of the project. The full closure of Airport Avenue is not anticipated during the streetscape improvement process. While there are no significant construction-related traffic impacts anticipated, implementation of a traffic management plan during construction will ensure that airport and local traffic continues unimpeded during construction.

b. Air Quality

The proposed project has the potential to generate short-term air quality impacts associated with construction related emissions. However, based upon the air quality study conducted by Mestre Greve Associates on the project, these emissions do not exceed the established SCAQMD daily threshold of significance. Construction related air quality impacts generated by this specific project are mainly attributed to grading activities generating fugitive dust (PM10) and exhaust emissions from heavy construction vehicles. Construction would generally involve site demolition of the existing parking lot and site preparations. It is assumed that several pieces of heavy equipment would be in operation at any one time during the grading and excavation phases of construction. Also, during the grading of the project site, soils that underlie the site would be turned over and pushed around, exposing the soil to wind erosion and dust induced by on-site operating equipment. In addition to the emissions associated with the construction equipment, construction worker vehicles traveling to the site contribute a small amount of emissions that are deemed less than a significant impact.

The project site is currently used as a parking lot and aircraft tie down area. Portions of the site are covered in concrete, asphalt, and gravel. With the project this material would need to be removed from the site. It was assumed that grading would begin on the cleared portions of the site while this material was being removed. Grading/demolition would generate the greatest amount of air pollutant emissions for any of the activities associated with the construction of the project.

For an area of this size, a maximum of 5 pieces of heavy equipment may be expected to operate during peak activity. The specific equipment assumed included 2 loaders, 2 tractors, and 1 water truck. A maximum 15 workers would be required on-site during peak demolition activity. An average trip length of 20 miles was assumed for worker travel to and from the site. It was

Santa Monica Airport Park EIR 5-147 rev. July 2002 estimated that a maximum of 15 trucks per day would be required to haul debris away and trucks would travel trip with a 1-way distance of 40 miles.

Using the estimates presented above, the peak grading emissions for the park construction project were calculated and presented in Table 5.13-3. The data used to calculate the construction emissions are shown in the Appendix.

Table 5.13-3 - Estimated Peak Grading/Demolition Emissions – Park Site Pollutant Emissions (lbs./day)

CO ROG NOX PM10 SOX Grading Activity 0.0 0.0 0.0 109.6 0.0 Debris Hauling 22.0 6.4 67.2 4.1 6.0 Construction Equipment 13.4 4.3 25.7 1.9 0.8 Employee Travel 25.8 1.8 3.4 0.1 0.1 Total Emissions 61.1 12.4 96.3 115.7 6.9 SCQAMD Thresholds 550 75 100 150 150

The data presented in Table 5.13-3 shows that air pollutant emissions associated with the demolition required for the project are not projected to be greater than the Significance Thresholds established by the SCAQMD in the CEQA Air Quality Handbook. Construction of the proposed project would not result in a significant air quality impact. Although the project has no significant impacts, the implementation of standard construction mitigation measures will further reduce dust and emissions associated with construction. Similarly, air quality impacts associated with the streetscape improvements are below the AQMD thresholds.

c. Noise

Construction noise represents a short-term impact on ambient noise levels. Noise generated by construction equipment, including trucks, graders, bulldozers, concrete mixers, and portable generators can reach high levels. For the proposed project, the highest noise-generating activities would include removal of the existing pavement and grading of the site. There are residential uses located to the east of the project across Bundy Drive to the south across Airport Avenue (behind existing commercial/industrial structures) and west of the project site.

The peak noise level for most of the equipment that would be used during the construction is 70 to 95 dBA at a distance of 50 feet. At 150 feet, the peak construction noise levels range from 61 to 86 dBA. At 1000 feet the peak noise levels range from 44 to 69 dBA. Note that these noise levels are based upon worst-case conditions. Typically, noise levels near the site would be less.

The homes located across Bundy Drive are located as close as 90 feet from the project site. Most of the project site is more than 700 feet from these homes. Maximum noise levels from construction equipment at the portion of the site closest to the homes would be between 65 and 90 dBA. For most of the grading and pavement removal the noise levels would be below 70 dBA. Many of the homes across from the project site along Bundy Drive have noise barriers that would reduce these noise levels by at least five dBA.

Santa Monica Airport Park EIR 5-148 rev. July 2002

The homes located to the south of the project site are approximately 270 from the closest point of the project site. At this distance maximum noise levels from construction equipment would be 55 to 80 dBA. Most of the project site located more than 500 feet from these homes and is shielded from these homes by a building. At 500 feet the noise levels are 6 dB lower. Where the buildings break the line of site between the equipment and the homes, the noise levels would be at least 5 dB lower.

The City of Santa Monica Noise Ordinance requires that construction and demolition only occur during certain hours. Further, the noise levels must not exceed the limits given in Table 5.4-1 by more than 10 dB. This means that the noise level cannot exceed 90 dBA at the residential areas for any period of time or 70 dBA for more than 15 minutes in any half hour. It is not expected that these limits would be exceeded the construction activities.

Construction noise impacts represent a short-term noise impact. It is not possible at this time to determine the exact length of time that grading would occur on the site, but construction activities are not expected to occur for more than a few months with the noisiest activities only occurring for a few weeks of this period.

5.13.4 Mitigation Measures

CE-1 Prior to the issuance of a grading permit and a Notice to Proceed, the City shall prepare and implement a Construction Impact Mitigation Plan, which includes the plan for traffic management during construction. At a minimum, this plan shall include the following:

1. A public information program to advise motorists of impending construction activities (e.g., media coverage, portable message signs, and information signs at the construction site).

2. Evidence of notification of the City Engineer and all other affected agencies for any construction detours or construction work requiring encroachment into public rights-of-way, or any other street use activity (e.g., haul routes).

3. Evidence of notification of construction schedules to all affected agencies (e.g., Police Department, Fire Department, Department of Environmental and Public Works Management, Department of Planning and Community Development, and transit agencies).

4. A traffic control plan for impacted streets surrounding the project area approved by the City Traffic Engineer, which includes specific information regarding the project’s construction and activities that may disrupt normal traffic flow.

5. Measures to ensure the prohibition of dirt and demolition material hauling and construction material delivery during the morning and afternoon peak traffic periods and cleaning of streets and equipment as necessary to remove construction debris.

Santa Monica Airport Park EIR 5-149 rev. July 2002 6. Scheduling and expediting of work to cause the least amount of disruption and interference to the adjacent vehicular and pedestrian traffic flow. All weekday daytime work on City streets performed between the hours of 9:00 a.m. and 3:00 p.m.

7. Locating heavy construction vehicles and equipments on-site. Truck queuing on project area roadways shall be prohibited.

8. Providing all necessary off-site parking for construction workers to avoid impacts on parking in surrounding commercial and residential areas.

9. A storage plan showing where construction material and equipment will be located and screened to the extent feasible.

Throughout project construction, the city’s contractor shall comply with the following mitigation measures to minimize air quality impacts associated with the proposed project:

CE-2 During clearing, grading, earth moving, excavation, or transportation of cut or fill materials, water trucks or sprinkler systems shall be used to prevent dust from leaving the site and to create a crust (to minimize fugitive dust) after each day's activities cease. Provisions shall be made prior to and during watering to prevent runoff from leaving the site.

CE-3 During clearing, grading, earth moving, excavation, or transportation of cut or fill materials streets and sidewalks within 150 feet of the site perimeter shall be swept and cleaned a minimum of twice weekly.

CE-4 During construction, water trucks or sprinkler systems shall be used to keep all areas of vehicle movement damp enough to prevent dust from leaving the site. At a minimum, this would include wetting down such areas between 9:00 a.m. and 12:00 noon, after work is completed for the day and whenever wind speed exceeds 15 miles per hour.

CE-5 Soil stockpiled for more than two days shall be covered, kept moist, or treated with soil binders to prevent dust generation.

CE-6 Construction equipment must be maintained in tune per manufacturer's specifications.

CE-7 Catalytic converters shall be installed on all applicable construction equipments and vehicles to the extent feasible.

CE-8 NOX emissions during construction shall be reduced by limiting the operation of heavy- duty construction equipment to no more than 5 pieces of equipment at any one time.

CE-9 Equipment shall be equipped with 2- to 4-degree engine timing retard or pre-combustion chamber engines.

CE-10 Diesel powered equipment such as booster pumps or generators should be replaced by electric equipment, if feasible.

Santa Monica Airport Park EIR 5-150 rev. July 2002 CE-11 Construction and grading activities shall comply with the City of Santa Monica Noise Ordinance. Noise levels generated by construction and grading activities which exceeds the City’s threshold shall be limited to between the hours of 10:00 a.m. and 3:00 p.m.

CE-12 All diesel equipment shall be operated with closed engine doors and shall be equipped with factory-recommended mufflers.

CE-13 Prior to the issuance of a Notice to Proceed, the project applicant shall comply with provisions established in the City of Santa Monica construction waste reduction ordinance. The project applicant shall prepare and submit a project demolition and grading plan for review and approval by the City.

5.13.5 Cumulative Impacts

Development of the proposed project would not result in a cumulative impact on construction effects. In general, individual development of the project would result in short-term traffic, air quality and noise impacts. However, the effects of construction activity would be predominantly localized in nature. Therefore, compliance with standard construction requirements, building codes and mitigation measures similar to those analyzed for the project on a case-by-case basis would reduce and mitigate potential impacts from individual construction projects. There are no cumulative impacts associated with the construction of the project.

5.13.6 Unavoidable Adverse Impacts

Implementation of the recommended mitigation measures would reduce potentially significant construction effects impacts to a less than significant level. There are no unavoidable adverse impacts associated with the construction of the project.

Santa Monica Airport Park EIR 5-151 rev. July 2002 5.14 Neighborhood Effects

5.14.1 Existing Conditions

a. Regulatory Setting

The City of Santa Monica’s Land Use and Circulation element of the General Plan requires the completion of a neighborhood impact statement. The statement provides a preliminary assessment of project impacts on the existing character and cohesiveness of the affected neighborhoods within the project vicinity. The principal objective of the Land Use and Circulation Element is to encourage citizen and neighborhood participation in the planning process to ensure realization of the goals of the element.

b. Neighborhood Characteristics

The project site is located within a highly urbanized setting surrounded by Airport, commercial, and residential uses. The site is bordered on the southern side by Airport Avenue, and bounded by Donald Douglas Loop to the west and north and by Bundy Drive to the east. The Santa Monica Airport is located directly to the north. Mixed office and commercial storage buildings along with the Spitfire Grill restaurant are located to the south immediately across Airport Avenue. To the west, across Donald Douglas Loop, is additional tie-down area for transient aircrafts. East of the site is Bundy Drive and across the street are single-family homes situated on an elevated topography and located within the City of Los Angeles boundary. The streetscape improvement project component extends the entire length of Airport Avenue from Bundy Drive to 23rd Street. Land uses along Airport Avenue consist of industrial, commercial, educational and open space uses.

5.14.2 Thresholds of Significance

As stated above, the City of Santa Monica General Plan Land Use and Circulation Element requires the preparation of a neighborhood impact statement. The statement assesses neighbor- hood impacts associated with all proposed projects on the character and cohesiveness of each neighborhood in the City. The significance criterion for each impact is discussed in their respective sections (Section 5.2 - Air Quality, Section 5.4 – Noise, Section 5.7 - Transportation/Traffic, Section 5.10 - Recreation, Section 5.12 – Aesthetics, and Section 5.13 - Construction Effects).

5.14.3 Project Impacts

Impacts to sensitive receptors within the project vicinity, including the adjacent airport, businesses, and residences, would be affected by pollutant emissions generated by the proposed project. The construction of the Santa Monica Airport Park Project would result in temporary significant impacts, which would cease at completion of construction activities. Overall, the project would create a variety of benefits for the existing neighborhood. In particular, the Spitfire

Santa Monica Airport Park EIR 5-152 rev. July 2002 Grill, a family-oriented restaurant, would benefit from an improved aesthetics view and potential increased patronage from families utilizing the park. As analyzed in Section 5.10 – Recreation, the proposed park will provide needed field space for city residents as well as an Off-Leash Area (OLA) dog park, and the overall community will benefit from the development of 8.3 additional acres of public parkland and recreational opportunities for Santa Monica residents.

a. Air Quality

As discussed in Section 5.2 – Air Quality of this document, operational emissions resulting from the proposed Santa Monica Airport Park Project would not exceed established SCAQMD thresholds (Table 5.14-1). In addition, although the potential for elevated carbon monoxide (CO) levels exists at some congested intersections in the study area, the project would not significantly contribute to exceeding the state or federal CO standards. The proposed project of recreational park use would result in lower operational emissions than the existing uses of aircraft and automotive parking lots; therefore, air quality impacts to surrounding neighborhoods are considered less than significant.

Table 5.14-1 - Total Project Emissions Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Total Project Emissions 115.5 7.6 15.3 0.9 3.7 SCQAMD Thresholds 550.0 55.0 55.0 150.0 150.0

The proposed streetscape improvements along Airport Avenue will not occur simultaneously with the development of the park site. Short-term air quality impacts on neighboring uses are deemed less than significant.

b. Noise

• Short-Term Impacts - Construction, grading, and demolition for the streetscape improvement portion of the project that occurs within 160 feet of existing residential areas will likely exceed the 90 dBA maximum noise level limit specified in the Noise Ordinance at the residences. Temporary noise barriers will likely be required to reduce noise levels to below this limit. Procedural methods of specialized equipment could also be utilized to meet the City’s construction noise standard. Specific details on the construction equipment and activities are required to determine the exact measures required, including location and height of any barriers. Typically, barriers would be located between the sources of noise and the residences. Temporary noise barriers with heights of 15 feet or possibly higher may be required. When specific information is available, a construction noise reduction plan shall be prepared by a qualified noise consultant describing the equipment and activities to be used in grading and construction and noise levels generated by these activities. Specific measures and locations of any temporary noise barriers required to ensure that the noise levels do not exceed 90 dBA at

Santa Monica Airport Park EIR 5-153 rev. July 2002 the residences should be specified. This report should be submitted and approved by the City prior to issuance of Notice to Proceed for the project.

• Long-Term Impacts - In the long term, the proposed project would incrementally increase park noise as a result of the daily use of the park. The increased noise associated with the proposed project is not considered significant, as the resultant noise level increases would be inaudible (less than 3 dB).

c. Transportation/Traffic

This section presents an analysis of potential impacts of the proposed project on residential streets in the project vicinity. The analysis was conducted for the following street segments:

• Airport Avenue east of 23rd Street/Walgrove Avenue • Airport Avenue west of Bundy Drive • 23rd Street north of Airport Avenue • Walgrove Avenue south of Airport Avenue (in the City of Los Angeles)

Existing (2001) average daily traffic volumes (ADT) were obtained from the City for each of the four locations for a typical weekday and are shown in Table 5.14-2. The existing and forecast daily residential street traffic volumes are presented in Table 5.14-2. It should be noted that although the proposed project will generate fewer trips than the existing land uses on the site, the different geographic distribution of the existing and future trips results in a forecast increase in traffic on some analyzed street segments.

Table 5.14-2 - Weekday Neighborhood Traffic Impact Analysis Existing Year 2009 Cumulative Plus Project Street (2001) ADT % Signif. Sig. Location Class. ADT ADT Change Change Threshold Impact Airport Avenue east of 23rd collector 4,667 5,419 164 4% +25% no St/Walgrove Ave Airport Ave west of Bundy Dr. collector 7,222 8,423 -497 -6% +12.5% no 23rd St north of Airport Ave collector 20,835 23,726 158 1% +1 trip yes Walgrove Ave south of Airport Ave (City of L.A.) - per Santa Monica methodology collector 22,573 25,579 6 0.03% +1 trip yes - per Los Angeles methodology collector 22,573 25579 6 0.03% >8% of final no ADT

The City of Santa Monica impact criteria applied to evaluate potential traffic impacts on street segments are based on the existing ADT and the level of increase that can be attributed to the project. A significant impact would occur on a collector street in Santa Monica under the following conditions:

• Existing ADT is greater than 13,500 and there is a net increase of one trip or more in ADT due to project-related traffic;

Santa Monica Airport Park EIR 5-154 rev. July 2002 • Existing ADT is greater than 7,500 but less than 13,500 and the project-related traffic increases the ADT by 12.5% or the ADT becomes 13,500 or more; or

• Existing ADT is less than 7,500 and the project-related traffic increases the ADT by 25%.

The City of Los Angeles has established threshold criteria that are used to determine if a project has a significant traffic impact on the street system based on an increase in the projected final average daily traffic volumes, as indicated below:

Projected Average Daily Traffic With Project (Final ADT) Project-Related Increase in ADT Less than 1,000 120 trips or more 1,000 or more 12% or more of final ADT 2,000 or more 10% or more of final ADT 3,000 or more 8% or more of final ADT

The significant neighborhood traffic impact identified for 23rd Street north of Airport Avenue occurs on a segment of 23rd Street providing the only channel for north-south traffic across the southern city limits of Santa Monica between Bundy Drive and Lincoln Boulevard. As such, this segment of 23rd Street, while classified as a collector street, carries in excess of 20,000 vehicles per day. That volume is such that typical neighborhood traffic calming measures – such as those applied on 23rd Street north of Ocean Park Boulevard (stop signs and speed humps) – are not considered safe. The alternative that might be used on collector streets with relatively high volumes would be “speed tables,” essentially raised areas that are lower, longer and wider than speed humps. Given the grade of 23rd Street at this location and the fact that the Santa Monica Fire Department has found some similar installation to be problematic, the installation of speed tables is not considered feasible at this location.

The City of Santa Monica has implemented traffic calming measures on this segment of 23rd Street, including a narrowed useable roadway and the installation of a raised, landscaped center median. It should be noted that, at one time, stop signs were installed on this segment of 23rd Street to calm traffic but were found to be problematic and have since been removed. Therefore, no further traffic calming measures are considered feasible for this segment.

Because the street segment of Walgrove Avenue south of Airport Avenue is under the jurisdiction of the City of Los Angeles and no impact has been identified using the City of Los Angeles analysis methodology and impact criteria, the Los Angeles Department of Transportation representatives determined that no mitigation measures are necessary.

d. Aesthetics

Development of the proposed project would not impact the aesthetic character of the project area or its surrounding neighborhood. In fact, as discussed in Section 5.12 the proposed project would enhance the visual character of the Santa Monica Airport, surrounding commercial land uses and

Santa Monica Airport Park EIR 5-155 rev. July 2002 adjacent neighborhood situated within the City of Los Angeles and therefore, have a less than significant impact on the neighborhood effects from an aesthetics perspective.

Implementation of the proposed project would introduce less than significant new light and glare impacts. Due to the project site’s location adjacent to the Santa Monica Airport, implementation of mitigation measures analyzed in Section 5.12.4 of this EIR would reduce aesthetics impacts to levels below significance. The proposed project would not result in significant aesthetics impacts associated with the surrounding neighborhoods.

5.14.4 Mitigation Measures

a. Air Quality

No additional mitigation measures are required beyond those listed in Section 5.13 - Construction Effects. Air Quality impacts on the surrounding neighborhood would be less than significant with implementation of mitigation measures. The project would not result in significant air quality impacts on the surrounding neighborhood.

b. Noise

No additional mitigation measures are required beyond those listed in Section 5.4 – Noise. The project would not result in significant noise impacts on adjacent neighborhood.

c. Traffic/Circulation

Under the City of Santa Monica neighborhood impact criteria, significant impacts remain at 23rd Street north of Airport Avenue and Walgrove south of Airport Avenue. There are no mitigation measures deemed feasible at this time that could reduce the level of impact to less than significant at these street segments. The adoption of a Statement of Overriding Consideration will be required.

d. Aesthetics

No additional mitigation measures are analyzed beyond those required in the mitigation measures recommended in Section 5.12 - Aesthetics.

5.14.5 Cumulative Impacts

The proposed project would result in incremental increased impacts in the following areas: air quality, noise, and traffic. Cumulative traffic impacts are further analyzed in Section 5.7.5 - Cumulative Impacts on page 5-109. Compliance with mitigation requirements would ensure that potential cumulative impacts from the project and surrounding projects remain below a level of significance.

Santa Monica Airport Park EIR 5-156 rev. July 2002 5.14.6 Unavoidable Adverse Impacts

The potential for neighborhood intrusion impacts was evaluated for sections of Airport Avenue, 23rd Street, and Walgrove Avenue. Based on application of the City of Santa Monica analysis methodology and significance criteria for neighborhood traffic impacts, the project and either alternative would generate significant traffic impacts on 23rd Street north of Airport Avenue and on Walgrove Avenue south of Airport Avenue. Walgrove Avenue south of Airport Avenue falls within the City of Los Angeles jurisdiction. Based on the application of the City of Los Angeles analysis methodology and significance criteria for neighborhood traffic impacts, the project would not significantly impact Walgrove Avenue south of Airport Avenue. No feasible mitigation measures have been identified for 23rd Street, a relatively high-volume collector street. Traffic-calming measures have already been considered by the City of Santa Monica and some implemented on this segment of 23rd Street, but no additional mitigation measures are feasible, and a significant, unavoidable neighborhood traffic impact exists.

Santa Monica Airport Park EIR 5-157 rev. July 2002 6.0 Discussion of Long-Term Implications

6.1 Growth Inducing Impacts

Section 15126.2 (d) of the CEQA Guidelines require that EIRs “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. Included in this are projects that would remove obstacles to population growth. Increases in the population may tax existing community service facilities, requiring construction of new facilities that could cause significant environmental effects.” The EIR must also “discuss the characteristics of some projects which may encourage and facilitate other activities that could significantly affect the environment, either individually or cumulatively. It must not be assumed that growth in any area is necessarily beneficial, detrimental, or of little significance to the environment.” The potential growth-inducing impacts of the proposed Santa Monica Airport Park Project are discussed below in terms of these criteria.

a. Direct Impacts

• Park Development - Growth-inducing impacts can be either direct or indirect. Direct growth-inducing impacts are generally associated with the provision of urban services, such as utilities, improved roadways, and police protection, to an undeveloped or rural area. The provision of these services allows the new development to occur more easily, and can induce landowners to convert their property to urban or more intense urban uses.

The proposed project is unlikely to directly induce growth in the surrounding area. The surrounding area is completely developed with commercial, industrial, institutional, and residential uses. Santa Monica Airport is located directly north and west of the proposed park site. Mixed industrial, commercial, and institutional uses are located to the south of the project. Single-Family residential dwelling units are situated east of the project site across from Bundy Drive.

The proposed project also involves infrastructure streetscape improvements along Airport Avenue from Bundy Drive to 23rd Street. The proposed Airport Avenue improvements would consist of landscaping, lighting and resurfacing the existing right of way and will not consist of growth inducing improvement such as the widening of the existing two- lane street to a four-lane street. A pedestrian activated crosswalk is also proposed as part of this project along 23rd Street, south of Navy Street. This would provide a marked crosswalk for the residents who live to the west of 23rd Street.

The proposed project will not result in growth-inducing infrastructure improvements.

• Economic Growth - The proposed project provides recreational opportunities for the increasing demand by the City of Santa Monica residents. The proposed project is not promoting economic growth, but responding to it. The economic benefits of the Santa Monica Airport Park Project would include increase property values, which would improve property tax revenues, sales taxes, taxes collected on transfer of real property,

Santa Monica Airport Park EIR 6-1 rev. July 2002 etc. and would benefit the entire City of Santa Monica. Development of the proposed project would also entail attendant governmental costs such as those relating to service provision.

b. Indirect Impacts

Indirect or secondary growth-inducing impacts consist of growth induced by the additional demand for housing, goods, and support services associated with the population and employment increases caused by or attracted to the area. The development of the Santa Monica Airport Park Project would create short-term construction and long-term maintenance employment.

6.2 Summary of Cumulative Impacts

CEQA Guidelines §15130(a) states that, “an EIR shall discuss cumulative impacts of a project when the project’s incremental effect is cumulatively considerable, as defined in §15065(c).” This discussion, as stated in CEQA Guidelines § 15130(b), “should be guided by the standards of practicality and reasonableness, and should focus on the cumulative impact to which the identified other projects contribute, rather than the attributes of other projects which do not contribute to the cumulative impact.”

Implementation of the proposed project combined with other projects within the City, will result in cumulative traffic impacts identified in the traffic study at the intersections of 23rd Street and Ocean Park Boulevard, 23rd Street and Dewey Street, and Walgrove Avenue and Airport Avenue. No feasible physical or operational mitigation measures have been identified for these locations. As a result unavoidable adverse cumulative traffic impacts are associated with the development of the proposed Santa Monica Airport Park Project. A Statement of Overriding Considerations on cumulative traffic impacts for the above-identified intersections shall be adopted prior to the approval of the project by the City Council.

6.3 Significant Irreversible Environmental Changes

Section 15126.2(d) of the CEQA Guidelines states that for the preparation of EIRs, a discussion of any significant irreversible environmental changes that would be involved in the proposed action is provided. These irreversible environmental changes include: uses of non-renewable resources during the construction and operational phases of the project, the commitment of future generations to the proposed uses, and any irreversible damage that would occur from development of the project site. Development of the proposed project would result in the following less than significant irretrievable environmental changes.

1. Incremental increased requirements for public services and utilities by the project, representing a permanent commitment of these resources.

2. Utilization of various natural geological resources, such as soil, sand, and gravel for construction. Incremental consumption of these resources during the grading

Santa Monica Airport Park EIR 6-2 rev. July 2002 and construction phases of the project and may be considered a permanent commitment of these resources.

3. Incremental consumption of non-renewable and locally limited natural resources including fossil fuels and water during project construction and generation.

These less than significant irreversible environmental changes are consistent with the City’s intended uses for the project site as described in the Parks and Recreation Master Plan and in the Non-Aviation Land Use Feasibility Study conducted in April 1997 on the project site. The proposed project will result in less than significant irreversible environmental changes.

6.4 Unavoidable Adverse Impacts

The CEQA Guidelines state that an EIR must describe any significant impacts that cannot be avoided or eliminated if the project is completed. These impacts have been discussed in detail in Chapter 5.0 - Environmental Analysis of this EIR and are listed below.

These project-related impacts are categorized as follows:

• Significant - Significant adverse impacts that cannot be mitigated to a level of insignificance. These unavoidable impacts require the adoption of a Statement of Overriding Considerations by the Lead Agency if the proposed project is approved.

• Mitigated - Potentially significant adverse impacts, which can be reduced to a level of insignificance or avoided entirely with the implementation of proposed mitigation measures.

• Non-Significant - Impacts not considered to be significant although mitigation measures may be provided.

• Beneficial - Impacts considered to be positive or of benefit to the site or the adjacent environment.

Several project impact areas have environmental impacts, which fall into several of these above categories. A detailed discussion of these impacts is provided in Chapter 5.0, Environmental Analysis.

Traffic impacts to the intersections of 23rd Street & Ocean Park Boulevard, and 23rd Street & Dewey Street are considered unavoidable. No feasible physical or operational mitigation measure has been identified for these locations. No feasible mitigation measure exists for the effects of cumulative traffic increases as a result of the proposed project.

Santa Monica Airport Park EIR 6-3 rev. July 2002 7.0 Alternatives

7.1 Introduction

Pursuant to CEQA Guidelines §15126.6, an EIR shall describe a range of reasonable alternatives to the proposed project that could feasibly attain most of the basic objectives of the project and are capable of avoiding or substantially lessening any significant effects, even if these alternatives would impede to some degree the attainment of project objectives or would be more costly. The analyses of project alternatives would also identify the environmentally superior project alternative(s). This chapter analyzes potential alternatives to the proposed project from an environmental assessment standpoint, as required by CEQA.

The “rule of reason” requires that the EIR address only those alternatives necessary to permit a reasoned choice. These alternatives must foster informed decision-making and public participation. The EIR must also provide the rationale for the selection of the alternatives. For the Santa Monica Airport Park Project, three project alternatives and one alternative project site were analyzed by the City of Santa Monica.

7.1.1 Selection Rationale for Potentially Feasible Project Alternatives

The City of Santa Monica has identified the following alternatives for a variety of rationales. However, the primary goal for evaluating these alternatives is to identify ways to lessen or avoid significant impacts resulting from the implementation of the proposed project while achieving the project objectives. The following project alternatives have been analyzed:

• Alternative 1 – No Project: This alternative, which is mandated by the CEQA Guidelines, assumes no development of the project area, open space, or recreational facilities proposed on-site. The existing project site at the northwesterly corner of Bundy Drive and Airport Avenue would remain as a parking lot for Santa Monica College shuttle parking for the time being, a new car storage area, and the Santa Monica Airport tie-down area.

• Alternative 2 – Extension of Park Facilities through elimination of the Off- Leash Area (OLA): This alternative consists of eliminating the Off-Leash Area (OLA) dog park and extending proposed park facilities for larger or additional soccer fields, tennis courts, and/or skate park.

• Alternative 3 – Eliminate Field Lighting and limit night use of the Park: This alternative consists of the elimination of six 70-foot-high field lighting pole structures, resulting in limited night use of the proposed park.

• Alternative 4 –Alternative Site: As further discussed in Section 7.5 - Alternatives Found to be Infeasible, no feasible alternative site has been identified within the City of Santa Monica that would result in the avoidance of or substantially lessening of significant impacts compared to the proposed project site.

Santa Monica Airport Park EIR 7-1 rev. July 2002 7.1.2 Analysis of Alternatives

For each alternative, the following analysis is provided:

• Project Description – This introductory section provides a detailed description of the alternative and the rationale for its selection.

• Impacts of Alternative - A summary discussion of the impacts related to the alternative and evaluation of the significance of impacts based on the following impact categories:

• Geology and Soils • Air Quality • Hydrology and Water Quality • Noise • Hazards and Hazardous Materials • Land Use and Planning • Transportation/Traffic • Utilities and Service Systems • Public Services • Recreation • Cultural Resources • Aesthetics • Construction Effects • Neighborhood Effects

• Conclusions - After identification of impacts, each alternative is evaluated relative to the proposed project based upon the following criteria (references are to the CEQA Guidelines):

• Project Objectives: The alternative should feasibly be able to attain “most of the basic objectives of the project” (§15126.6(a)), even though it might, to some degree, impede the attainment of those objectives or be more costly (§15126.6(b)). For purposes of this analysis, the basic objectives of the proposed project, as identified in Section 3.4 of this EIR are as follows:

1. Expand the City of Santa Monica Open Space system in a manner that is consistent with Objective #2 of the City’s General Plan, Open Space Element (Expand the open space system through use of public properties) and in response to the City’s growing demand for additional open space and recreational priorities.

2. Develop a project that is sensitive to, and compatible with, the surrounding land uses and environment.

3. Provide safe, active and environmentally sensitive recreational facilities and open space uses dedicated to public enjoyment, improvement, and well being of the entire city and residents of all ages.

Santa Monica Airport Park EIR 7-2 rev. July 2002 4. Integrate proposed park use with existing airport uses and surrounding commercial, and residential character in a manner that promotes and protects the operation of the park and the airport in accordance with the 1984 Santa Monica Airport Agreement.

5. Implement Policy 2.1 of the Open Space Element to revise portions of public lands, including “conversion of non-aviation lands at the Municipal Airport including streetscape improvements to Airport Avenue, sports fields, picnic areas and an off-leash dog area.”

6. Provide streetscape improvements along Airport Avenue to enhance aesthetics of Santa Monica Municipal Airport, including Airport Park and its surrounding land uses.

7. Buffer potential noise impacts associated with sports fields, playground area, and OLA uses from the adjacent residential and commercial properties.

8. Factor ongoing park operations and maintenance needs into project design features to ensure the long-term viability of the facilities and programs.

9. Maximize green space and increase recreational opportunities by adding 8.3 acres of parkland to the City of Santa Monica’s park inventory.

10. Maximize open space and increase recreational opportunities by adding 2.9 acres of youth sports fields into the City’s sport field inventory.

11. Satisfy and implement objectives and policies established by the City of Santa Monica Parks and Recreation Master Plan.

• Feasibility: Each alternative is evaluated to determine if it can “feasibly attain the basic objectives of the project” (§15126(d)). CEQA defines “feasible” as “capable of being accomplished in a successful manner within a reasonable amount of time, taking into account economic, environmental, legal, social, and technological factors (§15364).

In addition to the environmental consequences of a particular alternative, therefore, decision makers must consider if an alternative can be implemented in a “reasonable amount of time” and, equally important, what economic, legal, social, and technological factors affect its implementation.

• Comparative Merits: The alternatives would be evaluated to determine if, as anticipated when selected as alternatives, they eliminate any significant adverse environmental effects or reduce them to levels of insignificance. CEQA Guidelines requires that an EIR state why an alternative is being rejected and provide the rationale for such a determination. If the City ultimately rejects any or all of the project alternatives, the rationale for such a decision shall also be presented in the Findings of Fact, which shall be completed prior to the certification of the EIR and any action taken on the project by the City.

Santa Monica Airport Park EIR 7-3 rev. July 2002 • Matrix of Project and Alternatives: A matrix follows the analysis of the project alternatives. The performance of the alternative relative to the proposed project would be presented to provide a graphic display of impacts and comparative merits. This analysis would be based, in part, on a comparison to the proposed project’s impacts.

Santa Monica Airport Park EIR 7-4 rev. July 2002 7.2 Alternative 1: No Project

7.2.1 Description of the “No Project” Alternative

CEQA Guidelines mandate that an Environmental Impact Report is required to analyze the No Project alternative, which requires the consideration of existing conditions at the time the Notice of Preparation (NOP) was published, as well as what could be developed on the site in the foreseeable future if the project were not approved, based on current plans and capabilities of available infrastructure and community services.

The No Project/No Development alternative represents the status quo, or maintaining the project site in its current state. Implementation of the No Project alternative would result in the existing condition of the Santa Monica College Shuttle Parking Lot A, the existing vehicle storage lot, and the existing Aircraft mid-level tie-down area. Streetscape improvements along Airport Avenue from Bundy Drive to 23rd Street, along with a pedestrian crosswalk along 23rd Street near Navy Street, would not occur under this alternative.

7.2.2 Impacts of the “No Project” Alternative

a. Geology and Soils

This alternative (Exhibit 7.2-1) would result in geologic and seismic impacts similar to those of the proposed project due to its similar geographical location (e.g., Seismic Activity, Landslides, Soil Erosion). But this alternative will not entail any forms of grading and/or landform alteration compared to the proposed project. Therefore, this alternative will not result in any geology and soils impacts as compared to the proposed project.

b. Air Quality

Additional long-term air quality impacts and emissions would be generated by the No Project alternative as compared to the proposed project due to the continual operation of the existing Santa Monica College Shuttle Parking Lot A and the dealer vehicle storage parking lot, which involves an estimated 962 Average Daily Trips (ADT) compared to 628 ADT for the proposed park project. The 22 aircraft tie-down spaces would remain in their present location under this alternative and would be relocated on the airport property under the proposed project. Therefore, no new air quality impacts related to aircraft would be raised by this No Project Alternative.

The No Project alternative would reduce significant short-term air quality impacts relating to grading and construction emissions, but long-term air regional quality impacts relating to the existing parking lot use as vehicle emissions would correspondingly be increased due to greater ADT for the existing uses verses the proposed park use. This alternative will result in greater regional air quality impacts compared to the proposed project. Long-term local air quality projected future CO concentrations analyzed in the air quality study show no difference and are identical to the proposed project. The analysis was based on peak hour traffic volumes and not

Santa Monica Airport Park EIR 7-5 rev. July 2002 ADT. The difference in peak hour volumes is not significant enough to result in a change in local CO concentrations near the intersection around the project site.

Santa Monica Airport Park EIR 7-6 rev. July 2002

c. Hydrology and Water Quality

The existing hydrological conditions of the project site consist of highly impermeable surface material of concrete and asphalt found on the existing parking lot site and aircraft tie-down area.

The No Project alternative consists of vehicle parking capacity for 600 vehicles on-site, in addition to the 22 designated aircraft tie-down stalls. The potential of vehicles contaminants such as engine oil, coolant and various forms of automotive pollutants leaking onto the project site, into existing storm drains and dirt field results in a significantly greater impact on water quality compared to the proposed project. The proposed park project consist a total of 116 parking spaces proposed for the park site with approximately 80% of project site being permeable grass and landscaped surfaces. Compared to the existing on-site condition of approximately 60% concrete, asphalt surfaces and 40% loose dirt and gravel conditions, which are less permeable surfaces resulting in greater drainage impacts on- and off-site. The No Project alternative would result in greater hydrology and water quality impacts than the proposed park project.

d. Noise

• Short-Term Impacts – No construction would occur and therefore no short-term noise impact would result with the No Project alternative. The proposed park project does introduce some new noise sources into the area that would not occur without the project. However, mitigation measures identified under the proposed park project that would reduce construction-related noise impacts on the surrounding land uses would apply. As with the proposed park project, all short-term noise impacts are deemed to be less than significant for the No Project alternative.

• Long-Term Impacts – Implementation of the No Project alternative will result in lower levels of long-term noise impacts than the proposed project. Noise levels associated with the operation of the proposed park project are above the existing parking lot levels but are deemed acceptable under the City’s noise ordinance. The incremental increase in long- term noise levels between the No Project alternative and the proposed project is determined to be less than significant.

e. Hazards and Hazardous Materials

The No Project alternative may result in greater hazard and hazardous material impacts than the proposed park project. Existing condition and operation of the mid-level aircraft tie-down area involves routine transport, use, and/or disposal of petroleum and chemical products. The potential of hazards and hazardous materials affecting the project site is significantly greater for the No Project alternative than the proposed park project.

Santa Monica Airport Park EIR 7-8 rev. July 2002 f. Land Use and Planning

The No Project alternative would not generate additional land use and planning impacts beyond those currently experienced because the existing land uses would remain. This alternative however would fail to designate portions of the non-aviation land for public park use as previously analyzed in the Non-Aviation Land Use Feasibility Study prepared in April 1997. The No Project alternative would result in potentially greater impacts to land use and planning due to the under utilization of the non-aviation land compared to the proposed public park use.

g. Transportation/Traffic

The No Project alternative would not increase traffic and/or traffic-related matters beyond those currently experienced on the project site. However, the No Project Alternative currently generates an estimated 962 Average Daily Trips (ADT) compared to the proposed project of 628 ADT. Therefore, the existing No Project condition generates a greater impact on transportation/ traffic issues then the proposed park project. Streetscape improvements along Airport Avenue from Bundy Drive to 23rd Street designed to enhanced pedestrian safety and improve aesthetic views along the street will not occur if the No Project alternative is considered. The No Project alternative would result in potentially greater impacts on transportation and traffic than the proposed park project.

h. Utilities and Service Systems

The No Project alternative would not increase the demand for utilities and service systems related matters beyond those currently provided on-site. The proposed park project would result in the incremental increase for utilities and service systems compared to the existing conditions, but are below the level of significance. Existing utilities and service infrastructures are situated within the vicinity of the project site and are capable of serving the proposed park project with no significant impact to the existing utility providers or services systems.

i. Public Services

The No Project alternative would not increase the demand for public services beyond those currently provided on-site. This alternative would not result in additional demand for public services than the status quo. Existing public services demands would be less of an impact than the proposed park project.

j. Recreation

The No Project alternative would result in the elimination of the greatly needed open space and recreational opportunities that the proposed park project offers to the City and its residents. Attainment of objectives and policies identified in the City’s General Plan Open Space Element and the Parks and Recreation Master Plan will not be reached under the No Project alternative.

Santa Monica Airport Park EIR 7-9 rev. July 2002 The No Project alternative would result in potentially greater impacts on recreation than the proposed park project.

k. Cultural Resources

The No Project alternative would not increase potential impacts upon cultural resources beyond the current conditions yet to be identified on-site. Based upon previous studies conducted along with the highly urbanize setting of the site, impacts on cultural resources for both No Project alternative and for the proposed park project are deemed to be less than significant.

l. Aesthetics

Under the No Project Alternative, the project site would retain the same physical parameters, which involves loose dirt field, concrete and asphalt paved parking lots with no landscaping on- site whatsoever. Aesthetics conditions along Airport Avenue are impacted with diseased trees and foliage, sidewalks are cracked and uprooted by overgrown trees, and vehicles currently park along sidewalks, which all results in significant aesthetics impacts. The proposed park project would result in a significantly greater positive aesthetic impact by converting 8.3 acres of loose dirt, gravel and hardscape into open space grassland with park landscaping on-site and along Airport Avenue. The No Project alternative would result in potentially greater impacts on aesthetics than the proposed park project.

m. Construction Effects

The No Project alternative will not involve construction and/or grading activities of the site. This alternative will have no short-term construction impact as compared to the proposed park project.

n. Neighborhood Effects

Implementation of the No Project alternative could result in potential significant neighborhood effects through the elimination of the proposed public park project that would have benefited the surrounding neighborhoods.

7.2.3 Conclusions

a. Achieving Project Objectives

None of the City’s objectives identified in Section 7.1.2 would be achieved with the implementation of the No Project Alternative.

Santa Monica Airport Park EIR 7-10 rev. July 2002 b. Feasibility

Based upon numerous City and public meetings held on the proposed park project along with the preparation of the Non-Aviation Land Use Feasibility Study conducted for the project site in April 1997, the No Project alternative has been deemed infeasible by the City of Santa Monica.

c. Comparative Merits

No new environmental effects would result from the implementation of this alternative. The No Project alternative represents the status quo of its present state and would result in the continuation of existing on-site uses. With the site not being developed, any less than significant, significant and/or adverse environmental impacts indirectly, directly or cumulatively associated with the proposed park project would be avoided.

The No Project alternative would result in reductions and/or no impacts associated with Geology and Soils, Noise, Utilities and Service Systems, Public Services, and Construction Effects.

Santa Monica Airport Park EIR 7-11 rev. July 2002 7.3 Alternative 2: “Extension of Park Facilities through Elimination of the Proposed Off-Leash Area (OLA) Dog Park”

7.3.1 Description of the Alternative

Alternative 2 (Exhibit 7.3-1) proposes the elimination the dog park along the eastern portion of the project site design and replaces it with additional park facilities involving larger or additional sports fields, tennis courts, or a skate park facility.

7.3.2 Impacts of the Alternative

a. Geology and Soils

This alternative would result in geologic and seismic impacts similar to those of the proposed project due to its similar geographical location (e.g., seismic activity, landslides, soil erosion) and mitigation measures analyzed for the proposed project would also apply. The proposed Off- Leash Area (OLA) dog park area is situated approximately 15-feet higher in grade separation along the eastern portion compared to the remaining project site. This Alternative would result in similar level of grading activities and impacts to geology and soils would remain similar to that of the proposed project. This alternative would result in geology and soils impacts similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

b. Air Quality

• Short-Term Impacts - Construction emissions presented in Section 5.2 of this EIR would not change under this alternative, as there would be no change during the construction and grading activities associated with short-term air quality impacts.

• Long-Term Impacts - As with the project, emissions resulting from operation of the park under Alternative 2 would be primarily due to vehicular emissions. Alternative 2 is projected to generate 505 average daily trips compared with 628 for the proposed project. An average trip length of 9 miles results in 4,545 vehicle miles traveled under Alternative 2. This alternative generates fewer vehicle trips resulting in a slight decrease in the amount of pollutant emissions generated per day, resulting in a lower long-term air quality impact.

Table 7.3-1 presents the emissions from Alternative 2 and the difference from the proposed project. Emissions with Alternative 2 are calculated to be below the significance thresholds, as is the project.

Santa Monica Airport Park EIR 7-12 rev. July 2002

Table 7.3-1 - Alternative 2 Total Emissions Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Total Emissions With Project 115.5 7.6 15.3 0.9 3.7 Total Emissions With Alternative 2 92.9 6.1 12.3 0.7 3.0 SCAQMD Thresholds 550 55 55 150 150 Difference Between Alternative 2 and the Project -22.6 -1.5 -3.0 -0.2 -0.7

This alternative will result in an incremental decrease in air quality impacts compared to the proposed project; however, these impacts are below SCAQMD’s level of significance. Long- term local CO concentrations would be similar to the proposed project.

c. Hydrology and Water Quality

This alternative would result in a similar (additional grass playfield) or significantly greater impact to hydrological and water quality than the proposed project. If tennis courts or a skate park were implemented, drainage characteristics would be different for this alternative compared to the proposed project due to the change in use from a permeable grass/mulch surface dog park to concrete. Upon determination of the exact alternative recreational use, Alternative 2 would result in similar (additional grass sports field) or greater impacts to hydrological and water quality impacts (tennis courts or skate park) than the proposed project.

d. Noise

• Short-Term Impacts – Construction related noise impacts presented in the proposed project analysis provided in Section 5.4 - Noise of this EIR would not change under this alternative, as there would be no change during the construction and grading activities associated with short-term noise impacts.

• Long-Term Impacts - Alternative 2 is projected to increase noise levels only along the same two streets as the project, Marine west of 17th, and Airport East of 23rd Street/Walgrove. This alternative generates slightly less traffic than the project, and the noise increases are slightly reduced. However, as with the project, the increases are less than significant.

As previously analyzed in Section 5.4 of this EIR, the proposed park project would not result in a significant noise impact from on-site park activities. This alternative would incrementally remove a noise source generated by the off leash dog park and be replaced by alternative uses of sports field, tennis courts or skate park. These identified alternative uses would generate similar noise levels to the proposed dog park. Tennis court use will generate slightly lower noise levels than the proposed dog park. Potential noise levels generated by this alternative are within the City’s noise thresholds and noise impacts for

Santa Monica Airport Park EIR 7-14 rev. July 2002 Alternative 2 is deemed less than significant. Noise mitigation measures identified for the proposed project would also apply to this alternative.

e. Hazards and Hazardous Materials

This alternative will not involve the routine transport, use, or disposal of hazardous materials. This alternative would result in hazards and hazardous material impacts similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

f. Land Use and Planning

This alternative consists of similar land use designations to the proposed project. Situated within the same project site, this alternative would result in similar land use and planning issues similar to that of the proposed project. This alternative would result in impacts to land use and planning similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

g. Transportation/Traffic

Utilizing the City of Santa Monica analysis methodology and significance criteria, Table 7.3-2 indicates that Alternative 2 would result in significant traffic impacts at the same four intersections identified in the proposed project.

• 23rd Street & Ocean Park Boulevard in the PM peak hour (City of Santa Monica) • 23rd Street & Dewey Street in the PM peak hour (City of Santa Monica) • Bundy Drive & National Boulevard in the AM peak hour (City of Los Angeles) - Impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria • Centinela Avenue and Palms Boulevard in the PM peak hour only (City of Los Angeles) - Impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria

As discussed in Section 5.7 - Transportation/Traffic of this EIR, there are no feasible mitigations for the significant impacts at the two intersections under the jurisdiction of the City of Santa Monica and none are necessary at the two intersections under the jurisdiction of the City of Los Angeles.

Santa Monica Airport Park EIR 7-15 rev. July 2002 Table 7.3-2 – Intersection Level of Service Analysis – Project Alternatives

Santa Monica Airport Park EIR 7-16 rev. July 2002 As shown in Table 7.3-3, according to the City of Santa Monica impact thresholds, Alternative 2 would have a significant neighborhood impact on two street segments: 23rd Street north of Airport Avenue and Walgrove Avenue south of Airport Avenue. These are the same locations as the significant impacts of the proposed project. As discussed in the Traffic/Transportation section of this EIR, which describes the street segment impacts of the proposed project, no feasible mitigation has been identified for 23rd Street north of Airport Avenue (under the jurisdiction of the City of Santa Monica) and none is necessary at Walgrove Avenue south of Airport Avenue (under the jurisdiction of the City of Los Angeles).

h. Utilities and Service Systems

This alternative is expected to generate similar demand on water, sewer, gas, and solid waste services as with the proposed project. Utilities and service systems impacts generated by this alternative is deemed comparable to the proposed project and mitigation measures analyzed for the proposed project would also apply.

i. Public Services

This alternative would result in impacts on public services that are similar to the proposed project. If a skate park is developed, the need for paramedic services may be increased, as the risks of injury at skate parks is greater than traditional park use.

j. Recreation

This alternative would result in a specific negative recreation impact compared to the proposed project. Implementation of this alternative would negatively impact City of Santa Monica dog owners, who will utilize the proposed Off-Leash Area (OLA) dog park. The City has designed the proposed park project taking into consideration majority of the City resident’s recreational needs and demands expressed during the numerous project public meetings and workshops. The public demand for a dog park at this location was determined early in the design stages of the project. Implementation of this alternative would result in potentially negative impact on the availability of off-leash area facilities in the City. Overall, however, recreation impacts of this alternative would remain similar and positive as with the proposed project.

k. Cultural Resources

This alternative would result in impacts to cultural resources similar to the proposed project conditions. This alternative would result in cultural resource impacts similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

Santa Monica Airport Park EIR 7-17 rev. July 2002 Table 7.3-3 – Neighborhood Traffic Impact Analysis – Project Alternatives Existing Existing Plus Project Existing Plus Alternative 2 Existing Plus Alternative 3 Street (2001) ADT % Sig. Sig. ADT % Sig. Sig. ADT % Sig. Sig. Location Class. ADT ADT Change Change Thresh. Impact ADT Change Change Thresh. Impact ADT Change Change Thresh. Impact Airport Ave. east of collector 4,667 4,831 164 4% +25% no 4,774 107 2% +25% no 4,801 134 3% +25% no 23rd St./Walgrove Ave. Airport Ave. west of collector 7,922 7,425 -497 -6% +12.5% no 7,357 -565 -7% +12.5% no 7,388 -534 -7% +12.5% no Bundy Dr. 23rd St. north of collector 20,835 20,993 158 1% +1 trip yes 20,937 102 0.5% +1 trip yes 20,963 128 1% +1 trip yes Airport Ave. Walgrove Ave. south of Airport Ave. (in City of L.A.) - per S.M. collector 22,573 22,579 6 0.03% +1 trip yes 22,578 5 0.02% +1 trip yes 22,579 6 0.03% +1 trip yes methodology - per L.A. collector 22,573 22,579 6 0.03% >8% of no 22,578 5 0.02% >8% of no 22,579 6 0.03% >8% of no methodology final ADT final ADT final ADT

Santa Monica Airport Park EIR 7-18 rev. July 2002 l. Aesthetics

This alternative would result in similar aesthetic effects as to the proposed project conditions. Positive aesthetic impacts would remain consistent with the alternative and the proposed project for both consist of grassland and landscaped public park use. This alternative would result in aesthetics impacts similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

m. Construction Effects

Construction impacts associated with this alternative would include similar levels of air quality and noise impacts as with the proposed project development conditions. The “Extension of Park Facilities through Elimination of the Off-Leash Area (OLA) Dog Park” Alternative would result in more significant construction impacts associated with the greater usage of concrete material needed to build tennis courts and/or a skate park as proposed in this alternative compared to the proposed dog park.

n. Neighborhood Effects

This alternative would result in similar neighborhood effects as to the proposed project conditions. The implementation of this alternative may result in similar levels of air quality and noise impacts as with the proposed project development conditions. This alternative would result in neighborhood effects and traffic impacts similar to the proposed project.

7.3.3 Conclusions

a. Achieving Project Objectives

The “Extension of Park Facilities through Elimination of the Off-Leash Area (OLA) Dog Park” Alternative would meet 10 out of the 11 project objectives. Objectives 5 and 11 would not be met if Alternative 2 is adopted over the proposed project, in that the off-leash dog area (OLA) would not be developed on this site.

5. Implement Policy 2.1 of the Open Space Element to revise portions of public lands, including “conversion of non-aviation lands at the Municipal Airport including streetscape improvements to Airport Avenue, sports fields, picnic areas and an off- leash dog area.”

11. Satisfy and implement objectives and policies established by the City of Santa Monica Parks and Recreation Master Plan.

Santa Monica Airport Park EIR 7-19 rev. July 2002 b. Feasibility

The “Extension of Park Facilities through Elimination of the Off-Leash Area (OLA) Dog Park” Alternative would be physically feasible but would be inconsistent with the City direction as analyzed in the Non-Aviation Land Use Feasibility Study conducted by the City in 1997 and with Policy 2.1 of the adopted Open Space Element.

Throughout the entire planning process, which included numerous public meetings and design workshops, it has been determined that the proposed OLA (dog park) use plays a key role in accommodating the vast recreational needs and demands expressed by City residents at these meetings. The proposed Santa Monica Airport Park Project addresses and accommodates the majority of the City’s Parks and Recreational Master Plan objectives as well as residents’ needs.

c. Comparative Merits

No new significant environmental impacts would result from the implementation of this alternative. Alternative 2 emphasizes the need for recreational opportunities directed towards human enjoyment rather than for animal enjoyment. With the overall project site being developed as a public park, any environmental impacts indirectly, directly or cumulatively associated with the proposed park project would be generally similar between the alternative and the proposed project, although there would be a less than significant increase of impacts associated with Public Services, and Construction Effects as compared to the proposed project.

Santa Monica Airport Park EIR 7-20 rev. July 2002 7.4 Alternative 3: “Elimination of Field Lighting Structure and Limit Night Use of Santa Monica Airport Park” Alternative

7.4.1 Description of Alternative

This alternative would eliminate the use of field lighting proposed for the night use of the soccer and play field areas. The main objective of this alternative is to address safety concerns associated with the night operation of the adjacent Santa Monica Municipal Airport and the potential aesthetics impacts associated with the six proposed 70-foot-high lighting structures. Safety concerning aircraft pilots’ landing approach and the visual orientation required to execute a safe nighttime landing on Santa Monica Municipal Airport Runway was raised during the initial study and public scoping meeting. Night use of the proposed park would be reduced under this alternative.

7.4.2 Impacts of the Alternative

a. Geology and Soils

This alternative would result in geology and soils impacts similar to those of the proposed project due to its similar geographical project location (e.g., Seismic Activity, Landslides, Soil Erosion). This Alternative would involve a similar level of grading activities and impacts to geology and soils to that of the proposed project. No new geology and soils impacts are associated with this alternative.

b. Air Quality

• Short-Term Impacts - Construction emissions presented in the proposed project analysis provided in Section 5.2 of this EIR would not change under this alternative, as there would be no change in the required initial preparation activities associated with short- term air quality impacts.

• Long-Term Impacts - As with the project, emissions resulting from operation of the park under Alternative 3 would be primarily due to vehicular emissions. Alternative 3 is projected to generate 562 average daily trips as compared to the 628 ADT from the proposed project. An average trip length of 9 miles results in 5,058 vehicle miles traveled under Alternative 3.

Table 7.4-1 depicts air emissions generated from Alternative 3 and its difference compared to the proposed project, which is slightly reduced.

Santa Monica Airport Park EIR 7-21 rev. July 2002 Table 7.4-1 - Alternative 3 Total Emissions Pollutant Emissions (lbs/day)

CO ROG NOX PM10 SOX Total Emissions With Project 115.5 7.6 15.3 0.9 3.7 Total Emissions With Alternative 3 103.3 6.8 13.7 0.8 3.3 SCAQMD Thresholds 550 55 55 150 150 Difference Between Alternative 3 and the Project -12.1 -0.8 -1.6 -0.1 -0.4

This alternative will result in an incremental decrease in air quality impacts compared to the proposed project due to the limited night use of the proposed sports fields; however, these impacts are below SCAQMD’s level of significance. Long-term local CO concentrations are similar to the proposed project.

c. Hydrology and Water Quality

This alternative proposes the elimination of six 70-foot field lighting structures and will not result in new hydrological and water quality impacts. The impacts on hydrology and water quality for this alternative would be similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

d. Noise

• Short-Term Impacts - There are no significant changes during the construction phases in this alternative compared to the proposed project, besides the eliminating the construction activities associated with the installation of the 70-foot-high lighting structures. Mitigation measures analyzed for the proposed project would also apply for this alternative.

• Long-Term Impacts - Alternative 3 is projected to increase traffic noise levels only along the same two streets as the project, Marine Street west of 17th Street and Airport Avenue East of 23rd Street/Walgrove Avenue. As this alternative generates slightly less traffic noise level than the proposed project, the noise increases are slightly less than with the project. However, as it is with the project, the increases are not significant. As it is with the proposed project, traffic associated with the Alternative 3 would not result in significant noise impacts.

Implementation of this alternative will significantly decrease and/or eliminate noise level impacts generated by the night use of the sports fields through the elimination of the field lighting structures. Therefore, this alternative would result in reduced noise impacts compared to the proposed project.

Santa Monica Airport Park EIR 7-22 rev. July 2002 e. Hazards and Hazardous Materials

This alternative would not involve routine transport, use, or disposal of hazardous materials; therefore, the project does not have the potential to create a hazard or hazardous conditions to the public or the environment. Although construction may involve the use of small amounts of petroleum products on-site, Standard Conditions of Approval would ensure the project Alternative would not have the potential to create a hazard to the public or the environment. This alternative would result in hazards and hazardous material impacts similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

f. Land Use and Planning

This alternative consists of similar land use designations to the proposed project. Situated within the same project site, this alternative would result in land use and planning issues similar to that of the proposed project, although night use of the fields would be limited due to the lack of field lighting. This alternative would result in impacts to land use and planning similar to the proposed project and mitigation measures analyzed for the proposed project would also apply.

g. Transportation/Traffic

Utilizing the City of Santa Monica analysis methodology and significance criteria, Table 7.4-2 indicates that Alternative 3 would have significant impacts at the same four intersections as the proposed project:

• 23rd Street and Ocean Park Boulevard in the PM peak hour (City of Santa Monica) • 23rd Street and Dewey Street in the PM peak hour (City of Santa Monica) • Bundy Drive & National Boulevard in the AM peak hour (City of Los Angeles) - Impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria • Centinela Avenue and Palms Boulevard in the PM peak hour only (City of Los Angeles) - Impact identified using Santa Monica impact criteria only; no impact under Los Angeles impact criteria

As discussed in Section 5.7 of this EIR, there are no feasible mitigations for the significant impacts at the two intersections under the jurisdiction of the City of Santa Monica and none are necessary at the two intersections under the jurisdiction of the City of Los Angeles.

Santa Monica Airport Park EIR 7-23 rev. July 2002 Table 7.4-2 – Intersection Level of Service Analysis – Project Alternatives

Santa Monica Airport Park EIR 7-24 rev. July 2002 As shown in Table 7.4-2, according to the City of Santa Monica impact thresholds, Alternative 3 would have a significant neighborhood impact on two street segments: 23rd Street north of Airport Avenue and Walgrove Avenue south of Airport Avenue. These are the same locations as the significant impacts of the proposed project. As discussed earlier in the Transportation/Traffic section of this EIR, which describes the street segment impacts of the proposed project, no feasible mitigation has been identified for 23rd Street north of Airport Avenue (under the jurisdiction of the City of Santa Monica) and none is necessary at Walgrove Avenue south of Airport Avenue (under the jurisdiction of the City of Los Angeles).

h. Utilities and Service Systems

This alternative would result in decreased utilities and service system impacts compared to the proposed project. The elimination of field lighting and limited night use of the park would result in decreased consumption of mainly electricity, resulting in a lesser impact to utilities and service systems than the proposed project.

i. Public Services

This alternative would result in decreased impacts on public services over proposed project services. The elimination of field lighting directly results in the reduction of night use of the park. This alternative would indirectly decrease demands and impacts on public services such as paramedics, fire, and police. The impacts on public services for this alternative would be incrementally less significant than the proposed project.

j. Recreation

This alternative would result in a significant decrease in providing the maximum recreational amenities and opportunities to City residents and visitors compared to the proposed project. The elimination of field lighting structures for the sports field area would result in a significant negative impact over proposed project conditions. This alternative would significantly reduce night use of the sports fields. This alternative would negatively impact recreational opportunities compared to the proposed project. Objectives and policies established in the City’s Parks and Recreation Master Plan will not be achieved in this alternative.

k. Cultural Resources

This alternative would result in impacts to cultural resources similar to the proposed project conditions. This alternative would result in cultural resource impacts similar to the proposed project and mitigation measures identified for the proposed project would also apply.

Santa Monica Airport Park EIR 7-25 rev. July 2002 Table 7.4-3 – Neighborhood Traffic Impact Analysis – Project Alternatives Existing Existing Plus Project Existing Plus Alternative 2 Existing Plus Alternative 3 Street (2001) ADT % Sig. Sig. ADT % Sig. Sig. ADT % Sig. Sig. Location Class. ADT ADT Change Change Thresh. Impact ADT Change Change Thresh. Impact ADT Change Change Thresh. Impact Airport Ave. east of collector 4,667 4,831 164 4% +25% no 4,774 107 2% +25% no 4,801 134 3% +25% no 23rd St./Walgrove Ave. Airport Ave. west of collector 7,922 7,425 -497 -6% +12.5% no 7,357 -565 -7% +12.5% no 7,388 -534 -7% +12.5% no Bundy Dr. 23rd St. north of collector 20,835 20,993 158 1% +1 trip yes 20,937 102 0.5% +1 trip yes 20,963 128 1% +1 trip yes Airport Ave. Walgrove Ave. south of Airport Ave. (in City of L.A.) - per S.M. collector 22,573 22,579 6 0.03% +1 trip yes 22,578 5 0.02% +1 trip yes 22,579 6 0.03% +1 trip yes methodology - per L.A. collector 22,573 22,579 6 0.03% >8% of no 22,578 5 0.02% >8% of no 22,579 6 0.03% >8% of no methodology final ADT final ADT final ADT

Santa Monica Airport Park EIR 7-26 rev. July 2002 l. Aesthetics

Implementation of this alternative would potentially reduce aesthetics impacts. The elimination of field lighting structures would eliminate any lighting and glare impacts associated with field lighting. Mitigation measures identified for general park and parking lot lighting would apply to this alternative.

m. Construction Effects

Construction impacts associated with this alternative would result in similar impacts as with the proposed project, with the exception of eliminating construction activities associated with the installation of the six 70-foot lighting structures. This alternative would result in a minute decrease in impacts to construction effects than the proposed project. Mitigation measures identified for the proposed project would also apply to this alternative.

n. Neighborhood Effects

This alternative would potentially result in positive and negative impacts on neighborhood effects as compared to the proposed project. Positive neighborhood effects associated with this alternative would be a slight reduction of aesthetics impacts and noise and traffic levels, which is beneficial to the surrounding residential neighborhoods due to the limited night use of the proposed park. Negative neighborhood effects associated with this alternative would be the limited recreational night use of the proposed park for the community.

7.4.3 Conclusions

a. Achieving Project Objectives

The “Elimination of Field Lighting and Limited Night Use of the Proposed Park” Alternative would meet all project objectives identified in Section 7.1.2 except #10:

10. Maximize open space and increase recreational opportunities by adding 2.9 acres of youth sports fields to the City of Santa Monica’s park inventory.

Elimination of field lighting will restrict night use of the sports field, and therefore maximization of recreational opportunities for City residents will not be fulfilled, and Objective 10 would not be fully achieved.

b. Feasibility

Based upon the Non-Aviation Land Use Feasibility Study conducted by the City in April 1997 for the project site, the “Elimination of Field Lighting and Limited Night Use of the proposed

Santa Monica Airport Park EIR 7-27 rev. July 2002 Park” Alternative would be feasible but would significantly reduce recreational opportunities for the City and its residents.

c. Comparative Merits

The “Elimination of Field Lighting and Limited Night Use of the Proposed Park” Alternative would result in significant negative impacts associated with recreation issues. By eliminating the six 70-foot field lighting structures around the sports field area, night use of the proposed field would be severely limited. The Department of Community and Cultural Services has assessed the needs and demands of open space sports fields within the City. The needs assessment concluded that the demand for sports fields far exceeds the current supply; therefore, it has been determined that the installation of field lighting to allow night use of the sports field is vital to providing maximum use of the already limited park open space. The space would be designed for youth soccer use during the day and adult soccer use at night. Implementation of this alternative would result in a 30% reduction of recreational use of the proposed park site by City residents and visitors. This alternative would result in less significant impacts associated with Aesthetics, Transportation/Traffic, Noise, Public Services, Utilities and Service Systems, and Neighborhood Effects due to the significant reduction of night use of the sports fields.

Santa Monica Airport Park EIR 7-28 rev. July 2002 7.5 Alternatives Found to be Infeasible

CEQA requires the consideration of alternative locations for a proposed project where such alternative site(s) would reduce significant impacts while still achieving basic project objectives.

7.5.1 Alternative Site

According to §15126.6(f)(2) of the CEQA Guidelines, two major provisions are necessary for an adequate alternative site analysis – feasibility and location. The EIR should consider alternate project locations if a significant impact could be avoided or substantially lessened by moving the project to an alternate site.

In this case, this land was identified for implementation of the proposed project due to its being available and being City-owned, combined with the lack of other feasible sites of a similar size and conditions, under the City’s control, and that could conceivably be developed as a park with sports fields and an off-leash dog area within a similar timeframe. These same conditions still exist; therefore, an alternative site would not be feasible or meet the “rule of reason” under CEQA and was eliminated from further discussion in this EIR.

Several alternative airport sites were explored and dismissed during the Non-Aviation Land Use Feasibility Study (Appendix C). The dismissals of these sites were primarily due to FAA restrictions, land use incompatibility, jurisdictional zoning conflicts, and safety issues and concerns.

7.5.2 Conclusion

No feasible alternative site has been identified that would result in the avoidance of or substantially lessening of significant impacts compared to the proposed project site.

Santa Monica Airport Park EIR 7-29 rev. July 2002 Table 7.5-1 - Comparison of Alternatives to the Proposed Project Alternative 2 Alternative 3 Alternative 1 Elimination of Elimination of Issues No Project (OLA) Dog Park Field Lighting Geology and Soils + = = Air Quality + – – Hydrology and Water + + = Quality Noise – = – Hazards and Hazardous + = = Materials Land Use and Planning + = = Transportation/Traffic + = = Utilities and Service – = – Systems Public Services – = – Recreation + + + Cultural Resources – = = Aesthetics + = – Construction Effects – + = Neighborhood Effects + = +/– + Potentially greater significant impact then the proposed project – Potential lesser significant impact then the proposed project = Similar impact to the proposed project

Santa Monica Airport Park EIR 7-30 rev. July 2002 7.6 Environmentally Superior Alternative

The CEQA Guidelines require an EIR to identify the alternative(s) that are environmentally superior to the proposed project. This determination is based primarily on the ability of a project alternative to reduce or eliminate the significant unavoidable adverse impacts associated with the proposed project. Furthermore, CEQA Guidelines §15126.63(2) states that, “If the environmentally superior alternative is the “No Project” alternative, the EIR shall also identify an environmentally superior alternative among the other alternatives.”

Based on these considerations and the analysis of each alternative contained in this chapter, Alternative 3 is the environmentally superior alternative, as it incrementally reduces impacts to noise, public services, air quality, and aesthetics (lighting).

The proposed alternatives must also be considered and evaluated in terms of their ability to feasibly meet as many of the project objectives as possible.

Santa Monica Airport Park EIR 7-31 rev. July 2002 8.0 References

8.1 Organizations and Persons Consulted

The following agencies, consultants, and persons were consulted in preparation of this Environmental Impact Report:

City of Santa Monica Department of Community and Cultural Services Karen Ginsberg, Assistant Director Brett Horner, Senior Administrative Analyst

Department of Environmental and Public Works Management Project Development Mirian Mulder, Project Manager Utilities Division Robert Harvey, Water Production Superintendent Charmaine Yambao, Utilities Engineer

Department of Resource Management Airport Bob Trimborn, Airport Manager Rod Merl, Senior Administrative Analyst Economic Development Gretchen Kubachy, Senior Real Estate Analyst

Department of Planning and Community Development Transportation Management Lucy Dyke, Transportation Planning Manager Fire Department Jim Hone, Fire Marshal Police Department Lieutenant Mike Beautz, Audit and Analysis Unit

Environmental Consultant Culbertson, Adams & Associates, Andi Culbertson, President Elizabeth Mahoney, Director of Environmental Planning Kent Lin, CEQA Project Manager

Landscape Architect Calvin R. Abe Associates, Inc. Calvin Abe, President David Briley, Principal Architect

Santa Monica Airport Park EIR 8-1 rev. July 2002 City of Los Angeles Department of Water and Power George W. Brodt, Service Representative

Transportation/Traffic Consultant Kaku Associates, Paul Taylor, Manager Netai Basu, Transportation Planner

Traffic/Parking Consultant Katz, Okitsu & Associates Joel Falter, Traffic Engineer

Phase 1/Hazards Assessment Consultant Komex H2O Science, Inc. James Farow, R.G., Senior Hydrogeologist

Air Quality and Noise Consultant Mestre Greve Associates Fred Greve, President Matt Jones, Project Manager

Lighting Company/Consultant Musco Lighting, LLC J.B. Kulakowski, Lighting Designer

Santa Monica College Pete Hanson, Facilities Planner

Southern California Edison Beatrice Coleman, Service Planner

Southern California Gas Company David McKibben, Service Planner

8.2 Reference Materials

The following documents and other resources were used in the preparation of this Environmental Impact Report:

• California Environmental Quality Act (CEQA) Statues/Guidelines • Caltrans Airport Land Use Planning Handbook 1993 • City of Santa Monica General Plan Land Use and Circulation Elements • City of Santa Monica General Plan Noise Element • City of Santa Monica General Plan Open Space Element • City of Santa Monica Parks and Recreation Master Plan

Santa Monica Airport Park EIR 8-2 rev. July 2002 • City of Santa Monica Master Environmental Assessment • City of Santa Monica Draft Urban Water Management Plan, December 2000 • City of Santa Monica Zoning Ordinance • Komex, Site Assessment Report for Airport Park Project, March 12, 2001 • Komex, Phase I Hazardous Materials Soils Investigation Report for Airport Park Project, April 17, 2001 • Komex, Additional Site Assessment Report for Airport Park Project, August 16, 2001 • Los Angeles County Airport Land Use Plan (ALUP) 1991 • Musco Lighting LLC, Santa Monica Airport Park Lighting Project July 20, 2001 • Non-Aviation Land Use Feasibility Study, April 1997 • Santa Monica Airport 1984 Agreement • Santa Monica Airport Park Streetscape Program Report, April 3, 2001 • Santa Monica Municipal Airport Master Plan Study • Southern California Air Quality Management District Handbook

Santa Monica Airport Park EIR 8-3 rev. July 2002