I. INTRODUCTION/SUMMARY
A. INTRODUCTION
The purpose of this Draft Environmental Impact Report (EIR) is to inform decision-makers and the general public of the potential environmental impacts resulting from the proposed development of the Bundy Village and Medical Park Project (the “proposed project”) site located at 1901, 1925, 1933 South Bundy Drive and 12333 West Olympic Boulevard within the West Los Angeles community of the City of Los Angeles. The project Applicant is Westside Medical Park, LLC, located at 1801 Century Park East, 23rd Floor, Los Angeles, California 90067. A detailed description of the proposed project is included in Section II (Project Description) of this Draft EIR.
The proposed project will require certain discretionary approvals by the City of Los Angeles (the “City”) and other governmental agencies. Therefore, the proposed project is subject to environmental review requirements under the California Environmental Quality Act (CEQA).1 The City of Los Angeles Department of City Planning (the “Planning Department”) is the Lead Agency under CEQA for the proposed project.
As described in Sections 15121 (a) and 15362 of the State CEQA Guidelines,2 an EIR is an informational document which will inform public agency decision-makers and the public of the significant environmental effects of a project, identify possible ways to minimize the significant effects, and describe reasonable alternatives to the project. The purpose of this Draft EIR, therefore, is to focus the discussion on those potential environmental effects caused by the proposed project that the Lead Agency has determined may be significant. In addition, feasible mitigation measures are recommended, when applicable, which could reduce or avoid significant environmental impacts.
This Draft EIR was prepared in accordance with Section 15151 of the State CEQA Guidelines, which define the standards for EIR adequacy:
An EIR should be prepared with a sufficient degree of analysis to provide decision makers with information which enables them to make a decision which intelligently takes account of environmental consequences. An evaluation of the environmental effects of a proposed project need not be exhaustive, but the sufficiency of an EIR is to be reviewed in the light of what is reasonably feasible. Disagreement among experts does not make an EIR inadequate, but the EIR should summarize the main points of disagreement among the experts. The courts have looked not for perfection but for adequacy, completeness, and a good faith effort at full disclosure.
1 Public Resources Code Sections 21000-21177.
2 California Code of Regulations Title 14, Chapter 3, Sections 15000-15387.
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Notice of Preparation
Comments from identified responsible and trustee agencies, as well as interested parties on the scope of the Draft EIR, were solicited through a Notice of Preparation (NOP) process. The NOP for the Draft EIR was circulated for a 30-day review period starting on November 20, 2006 and ending on December 20, 2006. A scoping meeting was held on November 30, 2006. Refer to Appendix A to this Draft EIR for a copy of the NOP and written comments submitted to the Planning Department in response to the NOP and scoping meeting.
Environmental Issues to be Analyzed in the Draft EIR
Based on a review of environmental issues by the Planning Department, this Draft EIR analyzes the following environmental impact areas:
• Aesthetics;
• Air Quality;
• Energy;
• Geology and Soils;
• Hazards and Hazardous Materials;
• Land Use and Planning;
• Noise;
• Population and Housing;
• Public Services;
• Transportation/Traffic; and
• Utilities.
Section IV.A of this Draft EIR lists the environmental issues that were determined not to be significantly affected by the proposed project and, therefore, are not analyzed in detail herein.
Environmental Review Process
This Draft EIR will be circulated for review and comment by the public and other interested parties, agencies, and organizations for 45 calendar days. Public hearings on the proposed project will be held during the review period. All comments or questions about the Draft EIR should be addressed to:
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Jimmy Liao City of Los Angeles Department of City Planning 200 North Spring Street, Room 750 Los Angeles, California 90012 Fax: (213) 978-1343 Email: [email protected]
Following public review of the Draft EIR, a Final EIR will be prepared in response to comments received during the public review period. The Final EIR will be available for public review prior to its certification by the Planning Department.
Organization of the EIR
This Draft EIR is organized into nine sections as follows:
Section I. Introduction/Summary: This section provides an introduction to the environmental review process per CEQA, a summary of the proposed project description, areas of controversy, issues to be resolved, alternatives to the proposed project, and environmental impacts and mitigation measures.
Section II. Environmental Setting: An overview of the study area’s environmental setting is provided including a description of existing and surrounding land uses, and a list of related projects proposed in the project area.
Section III. Project Description: This section provides a complete detailed description of the proposed project including the project location, objectives, characteristics, and anticipated public agency actions.
Section IV. Environmental Impact Analysis: Section IV.A lists those environmental issues that the Initial Study determined would not be significantly affected by the proposed project. Therefore, those impacts have not been further analyzed in this Draft EIR. Sections IV.B through IV.L are the focus of this Draft EIR. Each environmental issue contains a discussion of existing conditions for the project area, an assessment and discussion of the significance of impacts associated with the proposed project, proposed mitigation measures, cumulative impacts, and level of impact significance after mitigation.
Section V. General Impact Categories: This section provides a summary of any significant and unavoidable impacts and a discussion of the potential growth inducement of the proposed project.
Section VI. Alternatives to the Proposed Project: This section includes an analysis of a reasonable range of alternatives to the proposed project. The range of alternatives selected is based on their ability to feasibly attain most of the basic objectives of the project and to avoid or substantially lessen any of the significant effects of the project.
Section VII. Preparers of the EIR and Persons Consulted: This section presents a list of City agencies and other agencies and consultant team members that contributed to the preparation of the Draft EIR.
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Section VIII. References: This section provides a list of all of the references used in this Draft EIR.
Section IX. Acronyms and Abbreviations: This section provides definitions for all of the acronyms and abbreviations used in this Draft EIR.
B. PROJECT DESCRIPTION SUMMARY
A detailed description of the proposed project is provided in Section II, Project Description. A brief summary of the project description is provided below.
The proposed project involves the development of a mixed-use retail/commercial and residential project with associated parking on Parcel A, which fronts Bundy Drive, and medical offices and associated parking on Parcel B, which fronts Olympic Boulevard.
Parcel A (5.6 acres) would include the development of approximately 385 dwelling units (comprised of approximately 146 market-rate senior units, 62 affordable senior units, and 177 market-rate units), approximately 119,838 square feet of retail/commercial space (including approximately 9,500 square feet of restaurant space). The ground floor is intended for neighborhood-serving retail uses, such as markets, shops, and restaurants. Overall, a total of 3,276 parking spaces would be provided throughout the project site. Parcel A would provide 1,419 parking spaces in one to two levels of subterranean parking, which would include one subterranean level throughout Parcel A and two subterranean levels in only a portion of Parcel A. Of the 1,419 parking spaces, approximately 737 parking spaces would be provided for the proposed residences and approximately 682 parking spaces would be provided for the proposed retail and restaurant uses. Access to Parcel A would be provided from two driveways along Bundy Drive.
Parcel B (5.9 acres) would include approximately 384,735 square feet of medical offices, including approximately 1,857 parking spaces (with the capacity for 1,976 spaces with valet parking). Parking would be provided in a five-level (plus rooftop parking) parking structure. Access to Parcel B would be primarily provided from Olympic Boulevard, near the Centinela Avenue intersection.
Overall, approximately 40 percent of the project site would be dedicated to open space and landscaped areas. Landscaping and open space would be located throughout the project site, including areas between the proposed buildings, along the internal roadways and walkways, external roadway frontages, and residential rooftop gardens. Parcel A would feature a landscaped promenade between Buildings A and B; Building C would have a landscaped plaza fronting the promenade as well as a landscaped outdoor courtyard area adjacent to the proposed restaurant. Landscaping in Parcel B would feature expanses of grass and vegetation interspersed with walking and sitting areas. Pedestrians would access the entire project site via promenades and landscaped open spaces that foster a safe walking experience.
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C. AREAS OF CONTROVERSY
Concerns raised in letters submitted to the Department of City Planning in response to the NOP and scoping meeting include the following:
• Aesthetics – Concerns were raised regarding height, glare, visual character and the potential visual impacts to the surrounding area. These issues are addressed in Section IV.B, Aesthetics.
• Air Quality – Concerns were raised regarding airborne dust, potential pollutants, and the dirt and debris that may be generated during construction. These issues are addressed in Section IV.C, Air Quality.
• Utilities – Concerns were raised regarding the utility systems of the surrounding area. These issues are addressed in Section IV.D, Energy, and Section IV.L, Utilities.
• Geology/Soils – Concerns were raised regarding drainage, liquefaction and geological instability. These issues are addressed in Section IV.E, Geology/Soils.
• Hazards and Hazardous Materials – Concerns were raised regarding contaminated soil, the potential presence of asbestos containing materials and lead base paint, and the potential for biohazardous and radioactive medical waste. These issues are addressed in Section IV.F, Hazards and Hazardous Materials.
• Land Use and Planning – Concerns were raised regarding the zone change of the project site, potential zone changes for surrounding sites, loss of industrial uses, land use compatibility, electromagnetic field emissions, open space requirements, and medical office uses in a M2-1 zone. These issues are addressed in Section IV.G, Land Use and Planning.
• Noise – Concerns were raised regarding construction noise and vibration. These issues are addressed in Section IV.H, Noise.
• Population and Housing – Concerns were raised regarding affordable housing and population growth. These issues are addressed in Section IV.I, Population and Housing.
• Public Services – Concerns were raised regarding the amount of open space, the security of the project site, and potential impacts to public services in the surrounding area. These issues are addressed in Section IV.J, Public Services.
• Traffic and Transportation – Concerns were raised regarding traffic congestion, parking, street improvements, the traffic study area, access to the project site, emergency access to the surrounding area, public transportation, and pedestrian safety. These issues are addressed in Section IV.K, Traffic and Transportation.
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D. ISSUES TO BE RESOLVED
Issues to be resolved include whether or how to mitigate potentially significant environmental impacts from the proposed project, and whether one of the alternatives should be approved rather than the proposed project.
E. SUMMARY OF ALTERNATIVES
This Draft EIR considers a range of alternatives to the proposed project to provide informed decision- making in accordance with Section 15126.6 of the State CEQA Guidelines. The alternatives analyzed in this Draft EIR include: (A) No Project; (B) Reduced Density; (C) Medical; (D) Industrial; and (E) Reconfigured Medical and Mixed Use.
Alternative A: No Project
Under the No Project Alternative, no new development would occur on the project site as compared to existing conditions. The project site is developed with four structures and a surface parking area. The existing structures include a 166,283-square-foot office, manufacturing and distribution facility and three single-floor office buildings that occupy approximately 30,000, 20,000, and 34,000 square feet, respectively. Under the No Project Alternative, these existing structures would remain on the project site.
Alternative B: Reduced Density
Under the Reduced Density Alternative, the density of development under the proposed project would be reduced by approximately 30 percent. This would result in the construction of approximately 270 condominium units, approximately 269,314 square feet of medical office floor area, approximately 85,637 square feet of retail floor area (including 7,000 square feet of restaurant space), which would require the same discretionary actions as the proposed project. In addition, 2,328 parking spaces would be provided under this alternative within one to two subterranean levels of parking on Parcel A and within a multi-level parking structure situated within Parcel B near the medical office uses.
The configuration and layout of the new buildings under Alternative B would be similar to the proposed project. However, the massing and heights of the new buildings would proportionally decrease under this alternative as compared to the proposed project. Specifically, the residential uses would be generally located within Parcel A and situated over retail uses on the first floor of the structures. These mixed-use buildings would be no taller than three floors in height, as compared to the proposed project’s five-floor (plus mezzanine) mixed-use buildings. Situated near the center of the development would be a residential tower roughly eight floors (plus mezzanine) in height, rather than the proposed project’s 12-floor (plus mezzanine) residential structure. Similar to the proposed project, Parcel B would contain the medical offices. These structures would also be smaller in size, ranging from four to six floors in overall height.
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Alternative C: Medical
Under this alternative, the project site would be developed with strictly medical-related uses and structures. This alternative would include the development of four medical office buildings with associated parking spread throughout the project site, containing 750,000 square feet of surgical medical, medical office, and retail structures. Two of the four medical office buildings would be situated along Bundy Drive. Each of these buildings, which would be identical in architectural articulation to each other, would have a total floor area of approximately 200,000 square feet and would be six floors high. An eight-floor parking structure would also be built at the northwest corner of the landscaped park, adjacent to the northernmost medical office building. The ground floor of this parking structure would also include approximately 2,000 square feet of retail floor area that would consist of a snack shop/cafeteria, gift/card shop, and various other medical office-serving retail uses.
The third medical office building, which would be located near the center of the project site, would have a floor area of approximately 133,000 square feet and would be four floors in height. The fourth building, which would be designed as a surgical hospital, and an additional parking structure would be located southwest of the three medical office buildings and would be located near Olympic Boulevard, west of Bundy Drive. The associated parking structure would be located directly north of this hospital building. Consistent with the LAMC, this alternative proposes a specialty surgical hospital that would include 215,000 square feet of floor area, and provide a total of 200 beds. The hospital would be supported by 400 on-site parking spaces.
Alternative D: Industrial
This alternative would assume development of the project site with roughly 754,810 square feet of industrial land uses, which is the maximum floor area that could be developed under the current Light Industrial (M2-1) zoning designation and Industrial General Plan designation for the project site. This alternative, similar to the proposed project, would result in the removal of the existing surface parking lots and all buildings on the project site. Various industrial structures and related uses, similar in height to the proposed project, would be constructed throughout the project site with approximately 1,510 parking spaces in a subterranean parking structure. The configuration of these structures on the project site would be vastly different than the layout of the proposed project. Access to the project site would be similar to the proposed project with access from Bundy Drive and Olympic Boulevard.
Alternative E: Reconfigured Mixed Use
Alternative E would reconfigure the retail/commercial component on Parcel A as compared to the proposed project. The building footprints, orientation, and general design would be similar to the proposed project. The Parcel A mixed-use structures with retail on the ground-floor, mezzanine, and second floor and residential units above would still be situated along Bundy Drive. However, this alternative proposes an additional 81,000 square feet of retail/commercial space of the mixed-use structures along Bundy Drive (as compared to the proposed project’s retail/commercial space of approximately 119,838 square feet, including 9,500 square feet of restaurant space, on the ground floor
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and mezzanine levels. Therefore, Alternative E would include a total of approximately 200,838 square feet of retail/commercial area located on the ground floor, mezzanine and second floor (above the mezzanine) in Parcel A. The mixed-use buildings fronting Bundy Drive would be six floors (plus mezzanine) in overall height under this alternative (85 feet to the top sheet of the roof). In addition, the residential component in Parcel A would be rental housing rather than the for-sale housing proposed with the project. An additional 299 more parking spaces (to total 1,718 parking spaces) would also be provided within the subterranean parking structure on Parcel A. A similar promenade would be developed near Bundy Drive in between the two proposed mixed-use structures with a pedestrian courtyard connecting this area to the other parts of the project site. Development on Parcel B would be the same as development under the proposed project.
F. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
The following pages summarize the various environmental impacts associated with the construction and operation of the proposed project. Mitigation measures are recommended for significant environmental impacts, and the level of impact significance after mitigation is also identified.
Aesthetics
Visual Characteristics and Views
Impacts
Height and Massing
With respect to the visual character of the project site, the proposed building heights and massing would represent a substantial change from what currently exists. However, the massing of buildings would be softened by varying façade relief, articulation, recesses, and windows. Massing of the proposed buildings would also be visually minimized by the proposed orientation configuration (e.g., positioning of the tallest proposed structures within the interior of the project site), setbacks, and landscaping. Additionally, the proposed landscaped promenade would provide a visual break between the buildings. As such, development of the proposed project would result in a less-than-significant impact with respect to heights and massing.
Architecture
None of the existing buildings on the project site have distinctive architectural characteristics. Their design emphasizes function rather than style, similar to other buildings typically found in light industrial areas in Southern California. In contrast, the proposed architectural detail, variety in design, and building materials would represent a benefit to the visual character of the project site. Furthermore, the proposed architecture would utilize brick with variations in color and orientation that would both be respectful of the traditional context of past urban mixed-use buildings while enhancing the modern approach. As such, building materials would be complementary and appropriate to the scale of the proposed project and
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adjacent existing buildings. Overall, the proposed project would result in a less-than-significant impact with respect to architecture.
Signage
Signs primarily would be backlit, and no neon signs or signs with flashing lights are anticipated to be developed. Signage on the project site would be consistent with the existing signage associated with commercial/retail/office land uses surrounding the project site, and would be consistent with the proposed RAS3 zone in Parcel A and the M2 zone in Parcel B. The proposed project would not introduce signage that is out of character or inconsistent with the existing signage associated with the retail and office land uses along Bundy Drive and Olympic Boulevard. Therefore, the potential visual character impacts related to signage would be less than significant.
Landscaping and Open Space
There is no natural open space on the project site under existing conditions. The proposed project would dedicate approximately 40 percent of the project site to open space and landscaped space that would complement and improve the visual character of the project site and surrounding area. Based on the open space/landscaped area proposed, the proposed project would result in a less-than-significant impact with respect to landscaping and open space.
Views and Viewsheds
The project site currently provides limited views of the Santa Monica Mountains, which are partially obstructed by intervening structures. The project site does not currently provide views of and is not within view of a State-designated scenic highway, the Pacific Ocean, or other scenic vistas. As such, development of the proposed project would not obstruct existing recognized or valued views and would result in a less-than-significant impact with respect to views.
Consistency with Applicable Aesthetics Policies or Regulations
The proposed project would be consistent with applicable policies and regulations that address aesthetics as provided in the Los Angeles Community Plan and the City of Los Angeles Zoning Code, and, as such, would result in a less-than-significant impact with respect to applicable policies and regulations.
Light and Glare
Impacts
The proposed project would include lighting designed to highlight architectural elements of the project, provide a sense of security, and illuminate signage associated with the proposed commercial and residential uses. Nonetheless, the proposed lighting would conform to applicable City lighting standards and the proposed project would result in a less-than-significant impact with respect to lighting.
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The proposed project’s architectural features and facades would not be constructed of highly reflective materials. The exterior of the proposed buildings would be constructed of materials such as high- performance tinted non-reflective glass and pre-cast concrete or fabricated wall surfaces, which would not affect daytime views. As such, it would not result in hazardous conditions to motorists or result in substantial glare due to the various features designed to minimize glare-related impacts. Therefore, the proposed project would result in a less-than-significant impact with respect to glare.
Shading
Impacts
The proposed project would introduce new building heights which would vary from 45 feet to 148 feet in height. The proposed project’s winter solstice shadows would not cast any shadows onto shadow- sensitive uses located in the project vicinity. The proposed project’s winter shading patterns would shade portions of adjacent and nearby commercial and light industrial uses to the north, northeast, and southeast for periods of less than four hours between 9:00 AM and 3:00 PM. The proposed project’s summer solstice shadows would shade small portions of adjacent commercial and light industrial land uses to the north for approximately four hours between 9:00 AM and 1:00 PM and small portions of adjacent commercial buildings to the southeast for fewer than four hours after 1:00 PM; however, none of these shaded uses are considered to be shade-sensitive. The proposed project’s equinox shadows would shade adjacent and nearby commercial and light industrial land uses to the north and northwest, adjacent office buildings to the south and southeast, and nearby commercial and retail uses to the northeast and east for periods of less than four hours between 8:00 AM and 4:00 PM. As the proposed project would not cast shadows onto shadow-sensitive uses located in the project vicinity for more than three hours between 9:00 AM and 3:00 PM at the winter solstice, or between 9:00 AM and 5:00 PM at the summer solstice, the proposed project would result in no impact with respect to shading.
Air Quality
Impacts
Air Quality Management Plan (AQMP) Consistency
Projects that are consistent with employment and population forecasts identified in the Southern California Association of Government’s (SCAG) 2001 Regional Transportation Plan (RTP) are considered to be consistent with the 2003 AQMP growth projections, since the forecast assumptions in the 2001 RTP forms the basis of the land use and transportation control portions of the 2003 AQMP. The 1,600 new individuals introduced into West Los Angeles by the proposed project would not represent a substantial increase in population because the new individuals are within the City’s population projection for the West Los Angeles Community Plan Area. Thus, the population growth associated with the proposed project has already been anticipated and planned for in the West Los Angeles Community Plan. Since SCAG’s regional growth forecasts are based upon, among other things, land uses specified in city
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general plans, the proposed project would also be consistent with SCAG’s regional forecast projections. As such, the proposed project would be consistent with the AQMP growth projections.
Due to the mixed-use design of the proposed project and the availability of various public transit opportunities in the project vicinity, including bus routes operated by the Metropolitan Transportation Authority (Metro) and Santa Monica Big Blue Bus, the proposed project is planned in a way that minimizes vehicle miles traveled (VMT) both within the project area and the surrounding area, thereby, minimizing the amount of air pollutant emissions. Therefore, the proposed project would be consistent with the goals of the AQMP for reducing the emissions associated with new development and would not impair implementation of the AQMP. Hence, potential impacts to AQMP consistency would be less than significant.
Daily Construction Emissions
Construction activities at the project site would generate pollutant emissions from the following construction activities: (1) demolition, grading, and excavation; (2) construction workers traveling to and from project site; (3) delivery and hauling of construction supplies and debris to and from the project site; (4) the fuel combustion by onsite construction equipment; and (5) building construction, including the application of architectural coatings.
Based on the URBEMIS 2007 computer model analysis, construction-related daily emissions would exceed SCAQMD significance thresholds for NOx during the demolition and site grading phases, while the peak daily emissions of the other four construction-related emissions (ROG, CO, SOx, and PM10) would not exceed SCAQMD significance thresholds. In addition, PM10 and PM2.5 would exceed thresholds during grading, and construction-related daily emissions would exceed SCAQMD significance thresholds for ROG during the building construction phase.
The exceedance of SCAQMD significance thresholds for NOx during the site demolition phase would mainly be generated from on-road diesel emissions associated with the hauling of demolition waste from the project site. As such, this would be a significant impact. Since no feasible mitigation is available to reduce the peak daily construction emissions of NOx to below the thresholds of significance recommended by the SCAQMD, this impact would be significant and unavoidable.
The exceedance of the SCAQMD PM10 and PM2.5 thresholds would be caused by the handling of soils during the grading phases of construction. Mitigation Measure C-1 (Rule 403) would reduce these emissions, and is included in the analysis since implementation of Rule 403 is a requirement for the contractor. Mitigation Measures C-2 through C-12 would reduce the dust emissions more but many are inclusive in Rule 403 and, therefore, already included in the emissions. The remaining PM10 and PM2.5 mitigation measures would reduce the emissions even more but given that the PM10 and PM2.5 emissions are double the thresholds it is very unlikely that these significant impacts can be overcome. There for the particulate emissions from the project would still exceed the SCAQMD thresholds after the implementation of Mitigation Measures C-1 through C-12. The PM10 and PM2.5 emissions after mitigation would be considered significant and unavoidable.
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The exceedance of the ROG threshold would be due to the application of architectural coatings, Mitigation Measure C-20 would reduce these emissions but would not likely reduce them to a point that is below the SCAQMD ROG significance threshold. The application of architectural coatings happens over a relatively short period of time thus this impact will be for a short period of time. The ROG emissions impacts after mitigation would be considered significant and unavoidable.
Localized Construction Emissions
The daily construction emissions generated by the proposed project are also analyzed to determine whether or not they would result in significant adverse localized air quality impacts on nearby sensitive receptors located off-site. In accordance with SCAQMD’s methodology for analyzing localized air quality impacts, air quality dispersion modeling was performed for the proposed project to determine whether construction activities at the project site would cause or contribute to adverse localized air quality impacts on nearby off-site sensitive receptors. The criteria pollutants that are required to be analyzed include NOx, CO, PM10, and PM2.5.
For air quality dispersion modeling purposes, the input data related to the construction emissions generated during the different phases of construction at the project site is required to be more precise than the mass daily emissions calculated by URBEMIS. To generate more precise construction emissions for a project, the SCAQMD recommends that their sample scenario LST spreadsheets be used for this purpose.
The individual LST spreadsheets showing the calculations of NOx, CO, PM10, and PM2.5 emissions during each phase of construction are available in Appendix C to this Draft EIR.
Based on the dispersion modeling, localized construction emissions would exceed SCAQMD significance thresholds for NOx, whereas the localized emissions of CO, PM10, and PM2.5 would not exceed SCAQMD significance thresholds. The exceedance of NOx would mainly be generated from dust and debris generated during the demolition phase of construction activities. As no feasible mitigation is available to reduce peak levels of NOx, this impact would be significant and unavoidable.
Operational Emissions
Operational emissions generated by both stationary and mobile sources would result from normal day-to- day activities on the project site after occupation. Stationary area source emissions would be generated by the consumption of natural gas for space and water heating devices, and the operation of landscape maintenance equipment. Mobile emissions would be generated by the motor vehicles traveling to and from the project site.
Utilizing the URBEMIS 2007 computer model recommended by the SCAQMD, the total estimated daily operational (Year 2011) emissions for the proposed project were estimated for mobile and area source emissions. Based on the results of the URBEMIS 2007 computer model, the operational emissions associated with the proposed project would exceed the established SCAQMD threshold levels for ROG,
NOx, CO, and PM10, while the threshold levels for SOx would not be exceeded. The exceedance of the
SCAQMD thresholds for ROG, NOx, CO, and PM10 would occur during both the summertime (smog
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season) and wintertime (non-smog season), and is primarily due to the increase in motor vehicles traveling to and from the project site. As there is no feasible mitigation to reduce emissions from these motor vehicles, this impact would be significant and unavoidable.
Localized CO Impacts
CO concentrations were calculated for 64 study intersections in the project vicinity based on the simplified CALINE4 screening procedure developed by the Bay Area Air Quality Management District and utilized by the SCAQMD. Based on the results of the calculations, future (2011) CO concentrations near the study intersections would not exceed national or State ambient air quality standards. Therefore, CO hotspots would not occur near the study intersections in the future with operation of the proposed project. Hence, impacts associated with local CO concentrations at the study intersections would be less than significant.
Consistency with General Plan Air Quality Element
The Air Quality Element of the City of Los Angeles General Plan sets forth the goals, objectives, and policies that guide the City in the implementation of its air quality improvement programs and strategies. Based on a detailed analysis of the consistency of the proposed project with relevant policies in the City’s General Plan Air Quality Element, it was determined that the proposed project would be consistent with a majority of the goals, objectives, and policies set forth in the City’s General Plan Air Quality Element, which include the minimization of particulate emissions during construction, improving the accessibility for the City’s residents to places of employment, shopping centers, and other establishments, and ensuring that new development would be compatible with pedestrians, bicycles, transit, and alternative fuel vehicles. Therefore, impacts with respect to consistency with the applicable air quality policies in the Air Quality Element of the General Plan would be less than significant.
Greenhouse Gas Emissions
Due to the complex physical, chemical, and atmospheric mechanisms involved in global climate change, it is not possible to predict the specific impact, if any, to global climate change from one project’s relatively small incremental increase in emissions. Therefore, impacts associated with GHG emissions should not be evaluated on a project-level basis, but instead on a cumulative basis. Without a significance threshold, the cumulative impact could be considered significant. Consistency with the 2006 CAT Report demonstrates mitigation of cumulative impacts below significance.
Mitigation Measures (C-1) All unpaved demolition and construction areas shall be wetted at least twice daily during excavation and construction, and temporary dust covers shall be used to reduce dust emissions and meet SCAQMD District Rule 403.
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(C-2) The owner or contractor shall keep the construction area sufficiently dampened to control dust caused by grading and hauling, and at all times provide reasonable control of dust caused by wind.
(C-3) All loads shall be secured by trimming, watering, or other appropriate means to prevent spillage and dust.
(C-4) All materials transported off-site shall be either sufficiently watered or securely covered to prevent excessive amounts of dust.
(C-5) All trucks hauling dirt, sand, soil, or other loose materials shall be covered and shall maintain at least two feet of freeboard (between the top of the load and the top of the trailer) in accordance with CVC Section 23114..
(C-6) Following daily construction activities, adjacent paved streets found to contain visible soil material that carried over from the project site shall be swept.
(C-7) Soil stabilizers shall be applied to inactive construction areas as necessary.
(C-8) Ground cover in disturbed areas shall be quickly replaced.
(C-9) All haul roads shall be watered twice daily while in use during construction activities.
(C-10) All stock piles of debris, dirt, or rusty materials shall be covered with a tarp to prevent the release of fugitive dust.
(C-11) Vehicle speed on unpaved roads shall be reduced to less than 15 miles per hour (mph).
(C-12) The Project Developer shall provide temporary traffic control during all phases of construction to assist with the improvement of traffic flow.
(C-13) All clearing, grading, earth moving, or excavation activities shall be discontinued during periods of high winds (i.e., greater than 15 miles per hour [mph]), so as to prevent excessive amounts of dust.
(C-14) The Project Developer shall require by contract specifications that construction-related equipment, including heavy-duty equipment, motor vehicles, and portable equipment, shall be turned off when not in use for an extended period of time (i.e., 5 minutes or longer).
(C-15) The Project Developer shall require by contract specifications that construction operations rely on the electricity infrastructure surrounding the construction site rather than electrical generators powered by internal combustion engines to the extent feasible.
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(C-16) The Project Developer shall require by contract specifications that all diesel-powered construction equipment and haul trucks used be retrofitted with after-treatment products (e.g., engine catalysts) to the extent that it is economically feasible and readily available in the South Coast Air Basin.
(C-17) The Project Developer shall require by contract specifications that all heavy-duty diesel-powered equipment operating and refueling at the project site as well as haul trucks use low-NOx diesel fuel to the extent that it is readily available and cost effective (up to 125 percent of the cost of California ARB diesel) in the South Coast Air Basin.
(C-18) The Project Developer shall require by contract specifications that alternative fuel construction equipment (i.e., compressed natural gas, liquid petroleum gas, and unleaded gasoline) be utilized to the extent that it is economically feasible and the equipment is readily available in the South Coast Air Basin.
(C-19) The Project Developer shall install air filters capable of achieving a Minimum Efficiency Rating Value (MERV) of at least 11 or better in order to reduce the effects of diminished air quality on the occupants of the project.
(C-20) The Project Developer shall utilize low-VOC paints on all portions of the proposed structures.
Energy
Electricity
Impacts
The proposed project would generate a demand for approximately 24,916 kilowatt hours (kwH) of electricity per day. However, when considering the existing uses on the project site, the proposed project would result in a net increase of approximately 16,665 kwH of electricity per day. The City of Los Angeles Department of Water and Power (LADWP) indicated in a letter dated December 7, 2006 that implementing the proposed project would not result in an adverse impact on LADWP’s electrical system, as LADWP has adequate power supply to support the proposed project. Therefore, there would be a less- than-significant impact associated with electricity consumption as a result of the proposed project.
By utilizing energy efficient construction materials, the proposed project would comply with Title 24 standards and would therefore be consistent with the State’s energy conservation standards. Furthermore, the proposed project would meet City standards as the City of Los Angeles Municipal Code (LAMC) requires new developments to comply with Title 24 standards and requirements. As such, the proposed project would not conflict with adopted conservation plans, and no impact would occur.
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Mitigation Measure Impacts relating to energy conservation and electricity services would be less than significant. Nonetheless, the following mitigation measure is recommended to reduce potential impacts associated with energy conservation and electricity services:
(D-1) The proposed project shall be in full compliance with the policies of the City Los Angeles Green Building Ordinance.
Natural Gas
Impacts
The proposed project would generate a demand for approximately 89,753 cubic feet of natural gas per day. However, when taking into account the existing uses on the project site, this would result in a net decrease of 18,650 cubic feet of natural gas per day. As the proposed project is anticipated to result in a net decrease of natural gas demand, a less-than-significant impact would occur.
The proposed project would comply with Title 24 standards that pertain to natural gas conservation. Moreover, pursuant to Title 24 the proposed project would utilize modern energy-efficient construction materials to further comply with State energy conservation standards. As the LAMC incorporates Title 24 standards, the proposed project would comply with conservation measures that satisfy the requirements of the City. Therefore, the proposed project would not conflict with adopted energy conservation plans.
Geology and Soils
Impacts The project site is not located within an Alquist-Priolo Special Study Zone Area or Fault Rupture Study Area. The South Branch of the Santa Monica fault underlies the project site near proposed Building D; however, this fault is not considered to be active by the State of California. An analysis of soils at the project site indicated that on-site soils would not be prone to liquefaction or dynamic settlement during an earthquake. Furthermore, the proposed project would be constructed in accordance with standard City of Los Angeles building regulations including the 2001 California Building Code with City of Los Angeles Amendments, the City’s Planning and Zoning Code (Chapter I of the Los Angeles Municipal Code), as well any site-specific recommendations of the City’s Department of Building and Safety. Therefore, the proposed project would result in a less-than-significant impact with respect to exposure of people or property to hazardous conditions resulting from rupture of a known earthquake fault, strong seismic ground shaking, or liquefaction or dynamic settlement during a seismic event.
Based on the relatively flat topography of the project site and surrounding area, the potential for landslides and lateral spreading is low. Furthermore, as the project site is not known to have been used for extraction of mineral resources, subsurface oil, groundwater, natural gas, or other subsurface liquids,
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there is low potential for subsidence at the project site. Therefore, the proposed project would not result in a significant soil stability impact with respect to landslides, lateral spreading, subsidence, or, as discussed above, liquefaction.
Due to existing conditions at the project site, such as the presence of fill materials, the nature of on-site soils, and the proximity of adjacent structures, the proposed project could result in a potentially significant soil stability impact related to collapse. Conformance with standard City building requirements along with the implementation of all recommendations set forth in the Geotechnical Investigation for the proposed project, as re-stated in the following mitigation measure, would reduce the proposed project’s geology and soils impact related to collapse to a less-than-significant level.
Mitigation Measure (E-1) Construction of the proposed project shall comply with recommendations set forth in the Preliminary Geotechnical Investigation, Proposed Medical Office Buildings and Mixed-Use Development, 12333 Olympic Boulevard and 1901 to 1933 Bundy Drive, Los Angeles, California prepared by Geotechnologies, Inc., dated February 7, 2007 and the Geotechnical Engineering Investigation, Proposed Medical Park 12333 Olympic Boulevard and 1901 to 1933 Bundy Drive, Los Angeles, California prepared by Geotechnologies, Inc, dated May 23, 2008 (see also Appendix D to this Draft EIR) to the extent feasible.
Hazards and Hazardous Materials
Environmental Site Assessment
Routine Transport, Use, or Disposal of Hazardous Materials
Construction
Construction of the proposed project would involve the use of those hazardous materials that are typically necessary for construction of commercial and residential development (i.e., paints, building materials, cleaners, fuel for construction equipment, etc.). The transport, use, and disposal of construction-related hazardous materials would occur in conformance with all applicable local, State, and federal regulations governing such activities. Therefore, the proposed project would not create a significant impact related to routine transport, use, or disposal of hazardous materials during construction.
Operation
Operation of the proposed project would involve the transport, use, and disposal of hazardous materials typically associated with residential and community-serving commercial uses. Hazardous materials commonly used in the operations of residential, retail/commercial, and restaurant uses include minimal amounts of solvents and household products used for routine cleaning, maintenance, and landscaping. Therefore, the residential, retail, and restaurant components of the proposed project would not involve the routine transport, use, or disposal of substantial amounts of hazardous materials.
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Hazardous and flammable materials that are commonly used in medical projects include, but are not limited to, small quantities of sodium hydroxide, chlorine bleach, gases, acids and other substances typically used in medical clinics, fuels used for mechanical equipment, and cleaning solutions, adhesives, stains, and paint thinner used in maintenance activities. Hazardous wastes associated with medical- related uses typically include biohazardous “red bag” wastes (e.g., blood saturated items, bags and intravenous (IV) tubing containing blood products, suction canisters, hemovacs, chest drainage units, hemodialysis products, etc.) and biomedical wastes (e.g., sharps, pathology specimens and samples, medication). Additionally, activities involving nuclear medicine, which is used in the diagnosis, management, treatment, and prevention of serious disease, may involve the use of very small amounts of radioactive materials or radiopharmaceuticals for the diagnosis and treatment of diseases. All hazardous waste, including biohazardous and biomedical wastes, generated or used on the project site would be properly regulated, transported, and disposed off-site by a licensed subcontractor, in compliance with all applicable City, State, and federal regulations and requirements.
The proposed project would also be required to comply with federal OSHA and Cal OSHA requirements. Prior to mitigation, the proposed project would result in a potentially significant impact related primarily to the disposal of biohazardous waste associated with the proposed medical offices and pharmacy. The proposed project would be required to comply with all applicable City, State, and federal regulations and requirements governing the proper use and disposal of biohazardous waste. Implementation of this mitigation measure would ensure that operation of the proposed project would result in a less-than- significant impact with respect to the routine transport, use, and disposal of hazardous materials.
Accidental Release of Hazardous Materials
Construction
(a) Polychlorinated Biphenyls (PCBs)
As part of the Phase I ESA, three pad-mounted LADWP transformers and one pole-mounted transformer were observed in the southwest parking area behind the 1901 Bundy Drive building and fluorescent light ballasts were observed throughout the building, none of which have been inspected for the presence of PCBs. Furthermore, the Phase II Report found low levels of PCB concentrations in soil samples. As such, the existing transformers and fluorescent light ballasts on the project site may contain PCBs. Prior to mitigation, the proposed project would result in a potentially significant impact related to accidental release of PCBs into the environment during construction. Nonetheless, the proposed project would be required to comply with all regulations and requirements governing the proper disposal of PCBs prior to any demolition activities. Compliance with Mitigation Measure F-1 would ensure that the potential impact related to accidental release of PCBs would be reduced to a less-than-significant level.
(b) Asbestos-Containing Material (ACM)
At least three of the existing four structures on the project site have been documented as containing PACMs (i.e., materials with the potential to contain ACMs); although, ACMs may have been removed
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when these buildings were “shelled out,” prior to the previous tenant. Subsequent testing of the interior and exterior of the 1933 Bundy Drive building did not detect asbestos in any of the 48 samples collected. The Previous Preliminary Site Assessment stated that the fourth structure, the 12333 Olympic Boulevard building, has the potential to contain ACMs. Therefore, the Asbestos Program assumes that all existing building and facility materials not previously surveyed on the project site (except wood, glass, and metal) contain asbestos. As such, prior to mitigation, construction workers may have the potential to be exposed to airborne ACM during the removal of interior walls, floors, and ceilings, resulting in a potentially significant impact.
Based on the results of the ACM samples taken from the 12333 Olympic Boulevard building, the Asbestos Survey concluded that the identified ACMs in the building are currently in good to damaged condition with a low to moderate potential for future damage. In addition, these materials subsequently represent a low to moderate health risk to tenants or workers. Compliance with Mitigation Measures F-2 and F-3 would ensure that the potential impact related to accidental release of asbestos associated with the structures at 1901 Bundy Drive and 1925 Bundy Drive would be reduced to a less-than-significant level.
(c) Lead-Based Paint (LBP)
According to the Lead Survey, the building currently located at 12333 Olympic Boulevard contains 23 locations that equal or exceed the LA County Health Services’ threshold of 0.7 mg/cm2 for dangerous lead levels. Moreover, painted surfaces on and within the building that are below the threshold could result in the release of lead dust or lead contaminated soil hazards if these surfaces are turned into dust by abrasion scraping or sanding.3 As such, prior to mitigation, construction workers may have the potential to be exposed to LBP during the demolition of building walls and interior structures. Therefore, impacts associated with the accidental release of LBP during construction would be potentially significant impact prior to mitigation. As such, Mitigation Measures F-4 through F-8 are recommended to reduce potential impacts to a level that is less than significant.
(d) Soil Contamination (VOCs and Perfluoroalkanes)
Elevated concentrations of several VOCs, including PCE and TCE, as well as perfluoro compounds, were discovered beneath the project site in Parcel A. As such, a soil vapor extraction (SVE) system was operated within the Parcel A portion of the project site, as recommended in the Remedial Action Plan. The operation and function of the SVE system is described in detail in Appendix E to this Draft EIR, pending a “no further action” determination by the LARWQCB. The overall objectives of the Remedial Action Plan are to eliminate potential exposures to VOCs and perfluoroalkanes, and to reduce contaminant mass, such as to limit potential risks associated with soil vapor intrusion into future development on the project site and potential future threats to groundwater.
3 American Environmental Group, Inc., Limited Lead-Based Pain Inspection Commercial Building(s) 12333 Olympic Boulevard West Los Angeles, California 90064, September 7, 2008.
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Based on the No Further Action letter received from the LARWQCB on May 27, 2008, no further remediation activities are required on Parcel A as a result of remediation activities that have occurred at the project site, including the operation of the SVE system.4 In order to reduce risks to future project residents, employees, and other visitors from exposure to VOCs and perfluoroalkanes at the project site, Mitigation Measure F-9 is recommended, which would comply with all of the conditions set forth in the May 27, 2008 letter, and impacts associated with this issue would be less than significant.
Proximity to Schools
The project site is located within 0.25 mile of one school, New Roads High School, located at 3131 W. Olympic Boulevard, west of the project site. In addition, the following schools are located just over 0.25 mile from the project site: Wildwood School Secondary Campus, located at 11811 W. Olympic Boulevard, approximately two blocks east of the project site; and Westview School, located at 2000 Stoner Avenue, approximately four blocks east of the project site. No other schools are known to be proposed in the project vicinity.
Construction
With respect to exposure of nearby students to hazardous materials during the construction process, as discussed under the “Accidental Release of Hazardous Materials” heading above, any potential PCBs, ACMs, or LBP present on the project site would be abated in accordance with all applicable City and State regulations prior to demolition activities associated with the construction of the proposed project. As part of the proposed project, the Applicant is seeking approval of a proposed haul route for the hauling of export soil and other debris from the project site to regional landfills. The haul routes proposed would either have construction-related traffic turn south onto Centinela Avenue from the project driveway on Olympic Boulevard (i.e., the future Park Lane), or south from one of the project driveways along Bundy Drive, to access the I-10 Freeway. However, neither haul route would involve construction-related traffic passing by any of the identified schools in the project vicinity as these schools are either located west of Centinela Avenue or east of Bundy Drive. Furthermore, as part of the haul route approval the City may require the Applicant to alter the proposed path of travel as necessary to avoid passing by existing schools or other surrounding sensitive uses. Therefore, the proposed project would not introduce substantial new hazards in the vicinity of an existing or proposed school during the construction process and impacts would be less than significant.
Operation
With respect to exposure of nearby students to hazardous materials during operation, the mixed-use portion of the proposed project would use hazardous materials commonly associated with the operation of
4 Written Correspondence from Tracey J. Egoscue, Executive Officer Regional Water Quality Control Board, May 27, 2008.
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residential, retail/commercial, and restaurant uses. These may include minimal amounts of cleaning solvents, landscaping chemicals, and other household products used for routine cleaning, maintenance, and landscaping.
The medical office and pharmacy portion of the proposed project may involve the use of additional chemicals to ensure sanitary conditions (e.g., small quantities of sodium hydroxide, chlorine bleach, gases, acids, fuels, etc.) as well as the disposal of biohazardous and biomedical wastes, including, potentially, small amounts of radioactive materials. Nonetheless, all hazardous waste, including biohazardous and biomedical wastes, generated or used on the project site would be required to comply with all applicable City, State, and federal regulations and requirements.
Listed Hazardous Material Sites The Phase I ESA and the Previous Preliminary Site Assessment Report included a search of regulatory agency hazardous materials database listings for the 1901, 1925, and 1933 Bundy Drive addresses, and the 12333 Olympic Boulevard address, respectively. The database search results showed that the portions of the project site that include the 1901, 1925, and 1933 Bundy Drive buildings are not included on any hazardous waste listings searched. The 12333 Olympic Boulevard building is listed on the RCRIS-SQG list as a large quantity generator of hazardous waste including chlorinated solvents and is listed on the FINDS database. The 12333 Olympic Boulevard building is also known to be a source of industrial wastewater discharge and is known to maintain regulatory permits with the SCAQMD for air emissions. The database search results also showed several listed hazardous waste sites within a 0.5 to 1.0-mile radius of the project site. Of these various hazardous sites listed within the project vicinity, three LUST sites, one CERCLIS site, and one CA-SLIC-listed site, ranging from 0.3 to 0.8 mile from the project site, were identified that may have the potential to be of environmental concern to future development of the project site due to their location at a higher elevation than the project site, distance to the project site, the expected depth and direction of ground water and surface water flow, the expected storm water flow direction, and the presence of documented contaminant releases that have not been remedied.
Depth to groundwater at the project site ranges from approximately 33 to 40 feet bgs, with the most recent subsurface borings showing the groundwater level at the project site at 37 feet bgs. The proposed project would require excavation up to a depth of approximately 25 feet bgs. The proposed project does not involve the construction of any new on-site wells. Therefore, it is not likely that activities associated with the proposed project would come into contact with groundwater at the project site. As a result, the aforementioned hazardous sites in the project area would have minimal potential to impact future development at the project site by means of underground migration and would not constitute a potentially significant impact.
Furthermore, the project site is undergoing remediation activities to reduce VOC and perfluoro compound concentrations in soil vapor associated with former activities at the project site. This remediation also serves a dual purpose by reducing potential contaminants that may have migrated to the project site from nearby hazardous materials sites. Therefore, with the completed operation of the SVE system, the proposed project would reduce risks to future project residents, employees, and other visitors associated
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with contamination from former on-site activities, which would further reduce the less-than-significant impact associated with listed hazardous materials sites.
Emergency Response Plan
Construction
The removal of the existing structures on the project site and the construction of the proposed project would generally occur within the property boundaries of the project site. No pedestrian or vehicular public right-of-way closures are anticipated during the construction phase. Parcel A is not located along a City-selected disaster route; however, Parcel B is located along a segment of Olympic Boulevard that is designated a City-selected disaster route.5 The haul routes proposed for the construction process would either have construction-related traffic turn south onto Centinela Avenue from the project driveway on Olympic Boulevard (i.e., the future Park Lane), or south from the project driveways along Bundy Drive, to access the I-10 Freeway. Neither haul route would involve construction-related traffic traveling along Olympic Boulevard for any substantial distance. Furthermore, with respect to nearby hospitals, the project site is approximately 1.5 mile from the nearest facilities, which include Saint John’s Health Center, located at 1328 22nd Street, and UCLA Healthcare Center, located at 2121 Wilshire Boulevard. While these locations could potentially be accessed via Olympic Boulevard or Bundy Drive, it is more likely that ambulances and other emergency vehicles would access the hospitals via Santa Monica Boulevard, Wilshire Boulevard, or Arizona Avenue from the east or west, or via 20th Street, 21st Street, or 22nd Street from the north or south. As such, the construction of the proposed project would not substantially impede public access or travel upon a public right-of-way such that it would interfere with an adopted emergency response or evacuation plan, and impacts would be less than significant.
Operation
For the proposed buildings that would be over 75 feet in height (i.e., Buildings C, D, and E and the tallest portions of Buildings A and B), the proposed project would be required to establish, implement, and maintain on file an emergency response plan, and would be inspected annually by the LAFD (see LAMC Sec. 57.33.19). As part of this emergency response plan, evacuation signs would be located in every elevator lobby above and below ground, in other conspicuous floor locations, and in each dwelling unit, guest room, and office area. All emergency plans, procedures, and evacuation signs would be submitted to the LAFD for inspection and approval prior to their implementation and would be properly maintained.
With respect to Parcel B, the proposed medical office that handles in excess of 500 pounds or 55 gallons of hazardous materials would be required to prepare and submit a Business Plan to the LAFD. The
5 City of Los Angeles, Safety Element, Exhibit H: Critical Facilities and Lifeline Systems in the City of Los Angeles, April 1995.
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Business Plan would provide a hazardous materials inventory, establish emergency response procedures, and set forth a training program.
As such, with the preparation, approval, and implementation of both an overall emergency response plan for the entire project site, as well as specific emergency response procedures for the disposal of hazardous materials within Parcel B, the proposed project would have adequate mechanisms in place to ensure the safety of all future project residents, employees, and guests. These mechanisms would further be assured through the implementation of Mitigation Measure F-10 which includes LAMC requirements for the proper disposal of hazardous waste in the proposed medical offices and pharmacy. Therefore, impacts related to emergency response and evacuation plans during operation of the proposed project would be less than significant.
Mitigation Measures
(F-1) Prior to the issuance of a demolition permit for any existing on-site structure, the structure shall undergo survey to document the presence of any potential polychlorinated biphenyls (PCBs) within the structure. Any PCBs identified as part of this survey shall be properly disposed of in accordance with all applicable City, State, and federal regulations.
(F-2) The proposed project shall comply fully with the Asbestos Operations & Maintenance Program, 1901, 1925 and 1933 S. Bundy Drive, Los Angeles, California, prepared by Allstate Services Environmental, Inc., November 17, 2005. In addition, prior to the issuance of a demolition permit for any existing on-site structure not previously surveyed, the structure shall undergo an asbestos survey to document the presence of any potential asbestos-containing materials (ACMs) within the structure. Any ACMs identified as part of this survey shall be abated in accordance with South Coast Air Quality Management District Rule 1403 as well as any other applicable City, State, and federal regulations.
(F-3) A California-licensed and registered asbestos abatement contractor shall remove the ACMs that would be disturbed as a result of planned or other renovations to the subject building(s). The contractor would comply with asbestos consultant specifications for the abatement of these regulated materials in compliance with local, State, and federal regulations.
(F-4) All construction work where an employee may be occupationally exposed to lead must comply with Cal/OSHA requirements set forth in 8 CCR 1532.1. This regulation requires initial employee exposure monitoring to evaluate worker exposure during work that disturbs lead- containing materials (lead present in any detectable concentration).
(F-5) All construction workers shall be required to utilize personal protective equipment (including respiratory protection if deemed necessary) during all demolition activities or any activities that would potentially expose workers to lead impacted dust.
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(F-6) Lead abatement specifications by a Lead Project Monitor/Designer is required for all demolition activities to prevent further contamination of lead dust and OSHA requirements.
(F-7) Waste items generated during demolition and abatement procedures shall be properly sampled and profiled to determine the final disposition of the waste.
(F-8) Prior to the issuance of a demolition permit for any existing on-site structure, the structure shall undergo a lead-based paint (LBP) survey to document the presence of any potential LBP within the structure. Any LBP identified as part of this survey shall be abated in accordance with all applicable City, State, and federal regulations.
(F-9) The Applicant shall comply with all of the conditions set forth in the May 27, 2008 letter from the California RWQCB which determined that no further action is required for soil remediation at the project site. Among the conditions of the letter is the requirement that should soil contamination be detected during future activities at the project site, the RWQCB shall be notified within 72 hours and a health and safety plan shall be implemented to reduce the contamination to an acceptable level.
(F-10) The proposed project shall comply with all City, State, and federal regulations governing the proper regulation, use, and disposal of biohazardous materials. Pursuant to Section 57.08 of the City of Los Angeles Municipal Code (LAMC), the Applicant shall file a Hazardous Materials Release Response Plan (HMRRP) and Inventory Program for all businesses that handle in excess of 500 pounds or 55 gallons of hazardous materials at any one time during the year. Such businesses shall also prepare and submit a Business Plan to the City of Los Angeles Fire Department (LAFD) which provides an inventory of hazardous materials used, establishes emergency response procedures, and sets forth a training program.
Electromagnetic Fields
Impacts
The proposed project involves a new mixed-use development, including residential uses, on an existing light industrial property adjacent to a City of Los Angeles Department of Water and Power (LADWP) electrical distribution yard. The proposed project would introduce residences as close as approximately 480 feet from the nearest high voltage power lines in the LADWP Yard. Based on the most recent data available from the California Electromagnetic (EMF) Program, a project of the California Department of Health Services and the Public Health Institute, EMFs from distribution lines are reduced to background levels (i.e., the typical amount a person might encounter even if that source were not present) at about 150 feet from a transmission line. Therefore, while there is no conclusive evidence showing that the proximity of a home to a power line has a direct correlation to adverse human health effects, the distance alone (i.e., well over 150 feet) renders unlikely the potential for EMFs to affect the health of future project residents. While hazards associated with EMFs are considered to be less than significant prior to mitigation, in the interest of full disclosure with respect to the scientific community’s uncertainty of any
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potential health risks associated with EMF exposure, the following operational mitigation measure may be implemented.
Mitigation Measures
(F-11) The project Applicant shall provide an electric and magnetic field (EMF) information and disclosure statement to each prospective buyer for all proposed residential units. Such statement shall include, but not be limited to, the following:
• The location of the neighboring City of Los Angeles Department of Water and Power (LADWP) electrical distribution yard with respect to the project site;
• A statement that this subject has been addressed in the EIR for the proposed project and that the EIR is on file with the City of Los Angeles Department of City Planning.
• A statement that additional information regarding the potential health effects from EMF exposure may be obtained by viewing available information posted on the California Department of Health Services’ (DHS) official internet site at http://www.dhs.ca.gov/ehib/emf/RiskEvaluation/riskeval.html or by contacting the LADWP EMF inquiry line at (213) 367-2616.
Land Use and Planning
Land Use Compatibility
Impacts
Functional land use compatibility is the capacity for adjacent, yet dissimilar land uses to maintain and provide services, amenities, and/or environmental quality associated with such uses. Potentially significant functional land use compatibility impacts may be generated when a proposed project hinders the functional patterns of use and relationships associated with existing land uses; patterns of use related to the interaction and movement of people, goods, and/or information.
As shown in Figure III-1, the project site is surrounded by commercial office, light industrial, and parking uses with single- and multi-family residences and commercial office and retail uses in the vicinity. The proposed project would replace the existing low-density, single-floor office and light industrial structures on the project site with the proposed mid- to high-rise residential and commercial (i.e., retail/grocery, restaurant, and medical office) land uses. Overall, the proposed land uses would provide increased land use compatibility with both neighboring and nearby residential, office, and other retail/commercial land uses as compared to existing on-site light industrial uses. This would occur because the proposed project would increase the local housing stock for employees already working in the area and reduce the need for existing residents in the community to travel elsewhere in the City for shopping, dining, and medical needs. Furthermore, the proposed medical office and parking buildings are situated on a portion of the
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project site adjacent to the LADWP electrical distribution facility, which is compatible with light industrial activities within the LADWP Yard. For a discussion of EMFs associated with the LADWP Yard, and mitigation measures that would further reduce the identified less-than-significant impact to health risks, refer to Section IV.F.2, Electromagnetic Fields (also provided under the “Electromagnetic Fields” summary in this Section). While the proposed project would be generally compatible with adjacent and nearby properties both in terms of the uses and the massing/heights of proposed structures, a potential land use compatibility impact could occur if the proposed on-site medical equipment operations were to interfere with microwave and satellite transmissions on the roof of the adjacent television facility of the project site, or vice versa, or if the television facility’s transmission equipment operations were to interfere with the proposed residential units. While the proposed project is not anticipated to result in a significant impact, mitigation measures may be implemented to further reduce potential impacts related to land use compatibility issues between the proposed project and the adjacent television facility.
Mitigation Measures
(G-1) The Applicant shall coordinate with the adjacent television facility to ensure that medical equipment and/or the proposed development do not interfere with microwave and satellite transmission operations at the adjacent television facility.
(G-2) The Applicant shall coordinate with the adjacent television facility to ensure that microwave and satellite transmission operations at the adjacent television facility do not interfere with the operation of the proposed project.
Consistency with Land Use Plans, Policies, and Regulations
Impacts
At the regional level, the proposed project would assist the Southern California Association of Governments (SCAG) in meeting applicable growth management, regional mobility, and housing objectives provided in SCAG’s Regional Comprehensive Plan and Guide (RCPG). The proposed project would also implement policies provided in the South Coast Air Quality Management District’s (SCAQMD) 2003 Air Quality Management Plan (AQMP), the Los Angeles County Metropolitan Transportation Authority’s (Metro) Comprehensive Management Plan for Los Angeles County (CMP), and West Los Angeles Transportation Improvement and Mitigation Specific Plan (TIMP), which are discussed in more detail under the “Air Quality” and the “Traffic and Transportation” summaries in this Section.
At the citywide scale, the proposed project would generally implement housing policies identified in the Housing Element of the City of Los Angeles General Plan (the “General Plan”), as well as implement residential, commercial, industrial, public/institutional, and transportation, and design policies of the West Los Angeles Community Plan (the “Community Plan”). Although not yet formally adopted, the proposed project would provide mixed land uses consistent with the City’s Preliminary Staff Recommendations for the recently completed Industrial Land Use Survey for the Westside Area. The proposed project would
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be consistent with City of Los Angeles Municipal Code (LAMC) requirements for the project site with respect to proposed setbacks, minimum lot width, minimum lot area, density, height, open space, and parking.
As part of the proposed project, the Applicant is seeking discretionary approval of: a zone change from M2 to RAS3 (Residential/Accessory Services) for the Parcel A portion of the project site to allow for residential uses; a Conditional Use Permit (CUP) to allow medical office uses in excess of 100,000 square feet in the M2 zone for the Parcel B portion of the project site; a density bonus pursuant to SB 1818 and the City’s Interim Guidelines authorizing a 25 percent density increase in units in exchange for setting aside 20 percent of the proposed units for affordable housing; and a General Plan amendment to change the land use designation for Parcel A from Light Industrial to General Commercial. With the approval of these discretionary requests, the proposed project would be consistent with the permitted uses and lot area to dwelling unit ratio requirements of LAMC as well as the land use designation for the project site in the Community Plan. As the proposed project would be consistent with the policies set forth in the RCPG, General Plan, West Los Angeles Community Plan, and the Preliminary Staff Recommendations, and the discretionary requests are already a component of the proposed project, the proposed project would result in a less-than-significant impact with respect to consistency with land use plans.
The proposed project is expected to be consistent with the Walkability Checklist, and potential impacts are anticipated to be less than significant.
Mitigation Measures
The proposed project would have a less-than-significant impact with respect to land use plans, policies, and zoning; therefore, no mitigation measures are recommended.
Noise
Impacts
Construction Noise
Project construction would involve the use of heavy equipment for site grading and excavation, installation of utilities, paving, and building fabrication. Development activities would also involve the use of smaller power tools, generators, and other sources of noise. During each stage of demolition and construction, there would be a different mix of equipment operating and noise levels would vary based on the amount of equipment in operation and the location of the activity.
The nearest sensitive receptors to, and those that would be affected most by project construction noise are multi-family residences located approximately 85 feet to the east and the single-family residences located approximately 380 feet to the north. In addition, the Santa Monica Junior Academy is located approximately 2,112 feet to the northwest of the project site and the Emanuel Community Church and Westside Christian Fellowship are located approximately 2,640 feet to the northwest of the project site.
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Furthermore, additional noise-sensitive uses that are located adjacent to the site may contain recording equipment such as microphones, video equipment and sound mixing and editing equipment. Outdoor noise levels at noise-sensitive receptors 50 feet from the noise source could range from 77 dBA to 86 dBA Leq with the use of noise-attenuating devices. Potentially significant short-term noise impacts related to construction would occur at these locations.
However, the construction activities associated with the proposed project would comply with the noise regulations applicable to each parcel (Parcel A and Parcel B) established in the LAMC. Implementation of Mitigation Measures H-1 through H-5, would serve to reduce the noise levels associated with construction of the proposed project to the maximum extent feasible. Thus, the proposed project would comply with LAMC with respect to construction. Nevertheless, because construction noise levels associated with the proposed project are likely to exceed existing ambient noise levels by more than 5 dBA for more than 10 days in a three-month period and by more than 10 dBA for more than one day, construction-related noise impacts would be significant and unavoidable.
Construction-Related Groundborne Vibration
Construction activities would include demolition and excavation, which would have the potential to generate low levels of groundborne vibration. During construction activities, vibration levels could be as high as approximately 87 VdB within 25 feet of the project site from the operation of large bulldozers. As such, the vibration levels experienced at the multi-family residences to the east of the project site would exceed the threshold of 80 VdB for residences, and the vibration impact would be potentially significant.
Because the single-family residences to the north of the project site are located approximately 380 feet from Parcel A and the multi-family residences to the east of the project site are located approximately 85 feet from Parcel A, the development of Parcel A would be subject to the provisions of Section 112.05 of the LAMC. Furthermore, implementation of Mitigation Measure H-3, which serves to locate groundborne vibration construction activities as far as possible from the nearest vibration-sensitive land uses, would serve to minimize the vibration impacts at the nearby sensitive receptors to the project site. Therefore, because development of Parcel A would be required to adhere to Section 41.40 and 112.50 of the LAMC, construction activities which generate vibration would not occur during recognized sleep hours. Thus, a less than significant impact would occur.
Additionally, even though recording studios are generally not considered sensitive receptors, due to the close proximity of sensitive recording equipment that could be affected during the demolition and excavation phases of the proposed project, this use is discussed in this analysis. As no feasible mitigation is available to reduce the vibration impacts at these off-site sensitive receptors to below the FTA’s thresholds of 65 VdB where vibration could interfere with interior operations, vibration impacts would be significant and unavoidable.
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Operational Noise – Off-Site Vehicular Noise
Long-term noise concerns from the development of the proposed project have the potential to affect offsite locations, resulting primarily from vehicular traffic utilizing the local roadways along affected roadway segments analyzed in the project traffic study. Offsite locations in the vicinity would experience increased noise caused by traffic generated by the proposed project.
The proposed project would increase local noise levels by a maximum of 2.4 dBA CNEL for the roadway segment of Barrington Avenue north of Wilshire Boulevard (see Table IV.H-11). As none of the roadway segments that are analyzed in the project site vicinity would exceed the City’s noise thresholds pertaining to traffic-related operational noise, the noise levels experienced at these roadway segments would not represent a substantial permanent increase in ambient noise levels. Therefore, impacts at these roadway segments would be less than significant.
Operational Noise – On-Site Vehicular Noise
Parking for the proposed project would be provided at a combination of above-grade and subterranean parking structures throughout the project site. Parking for the medical office uses would be provided in a five-floor above-grade (plus rooftop) and one floor below-grade parking structure in Building F. This parking structure would contain approximately 1,857 parking spaces (1,976 spaces with valet operations). Parking for the residential and retail/commercial uses in Parcel A would be provided within two subterranean and three above-grade parking floors in Building C. Buildings A, B, and C would include one floor of subterranean parking. In addition, a second floor of subterranean parking would be located beneath Building C, and would partly extend beneath Buildings A and B. Parking in Parcel A would consist of approximately 1,419 parking spaces, including approximately 737 residential spaces and 682 commercial/retail spaces.
Noise levels within the parking structures would fluctuate depending on the amount of automobile and human activity. Noise levels would be highest during peak traffic hours when the largest number of people would enter and exit the parking structures. During these times, the noise levels would range from
60 to 70 dBA Leq. There would be times in the middle of the day when very little activity occurs and the noise levels average 50 to 60 dBA Leq. Therefore, noise levels associated with the operation of the parking facility portions of the proposed project would be consistent with existing noise levels. In addition, exterior-to-interior reduction of newer residential units in California is generally 30 dBA or more. Therefore, impacts associated with noise generated as a result of the operation of the parking facilities associated with the proposed project would be less than significant.
Operational Noise – Onsite Non-Vehicular Noise
Temporary or periodic increases in ambient noise levels could occur from the heating, ventilation, and air conditioning (HVAC) systems which would be installed in the proposed buildings. However, the design of these onsite HVAC units and exhaust fans would be required to comply with the regulations under Section 112.02 of the LAMC, which prohibits noise from air conditioning, refrigeration, heating,
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pumping, and filtering equipment from exceeding the ambient noise level on the premises of other occupied properties by more than five decibels. Thus, the onsite equipment would be designed such that they would be shielded and appropriate noise muffling devices would be installed on the equipment to reduce noise levels that affect nearby noise-sensitive uses. In addition, nighttime noise limits would apply to any equipment required to operate between the hours of 10:00 PM and 7:00 AM. As such, this impact would be less than significant. Nonetheless, Mitigation Measure H-7 may be implemented to ensure that all new mechanical equipment associated with the proposed project would adhere to Section 112.02 of the LAMC. Furthermore, implementation of Mitigation Measure H-7 would ensure that the proposed project would be constructed in accordance with Title 24 insulation standards of the California Code of Regulations for residential buildings. In addition, implementation of Mitigation Measure H-8 would require all exterior windows associated with the proposed residential uses to be constructed such that sufficient sound insulation is provided to ensure that interior noise levels would be below a CNEL of 45 dBA in any habitable residential room.
Mitigation Measures
Construction
(H-1) The project shall comply with the City of Los Angeles Noise Ordinance Nos. 144,331 and 161,574, and any subsequent ordinances, which prohibit the emission or creation of noise beyond certain levels at adjacent uses unless technically infeasible.
(H-2) In Parcel A, construction and demolition shall be restricted to the hours of 7:00 AM to 9:00 PM Monday through Friday, and 8:00 AM to 6:00 PM on Saturday, and prohibited on all Sundays and federal holidays.
(H-3) Noise and groundborne vibration construction activities whose specific location on the project site may be flexible (e.g., operation of compressors and generators, cement mixing, general truck idling) shall be conducted as far as possible from the nearest noise- and vibration-sensitive land uses;
(H-4) Barriers such as plywood structures or flexible sound control curtains shall be erected along the northern project boundary to the adjacent uses and along the southern boundary to the adjacent uses to minimize the amount of noise to the maximum extent feasible during construction.
(H-5) An information sign shall be posted at the entrance to the construction site that identifies the permitted construction hours and provides a dedicated telephone number to receive information about the construction process and to report complaints regarding excessive noise levels. An ongoing log of calls received shall be maintained as part of the mitigation monitoring and reporting program.
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Operation
(H-6) All new mechanical equipment associated with the proposed project shall comply with Section 112.02 of the City of Los Angeles Municipal Code, which prohibits noise from air conditioning, refrigeration, heating, pumping, and filtering equipment from exceeding existing ambient noise levels on the premises of other occupied properties by more than five decibels.
(H-7) The Project Applicant shall comply with the Noise Insulation Standards of Title 24 of the California Code Regulations, which ensure an acceptable interior noise environment.
(H-8) All exterior windows within the residential units at the project site shall be constructed with double-pane glass and use exterior wall construction which provides a Sound Transmission Class of 50 or greater as defined in UBC No. 35-1, 1979 edition or any amendment thereto. The applicant, as an alternative, may retain an acoustical engineer to submit evidence of, along with the application for a building permit, any alternative means of sound insulation sufficient to mitigate interior noise levels below a CNEL of 45 dBA in any habitable residential room.
In addition to the above, the following are standard measures required by the City to further reduce noise during construction activities.
(H-9) Construction and demolition activities shall be scheduled so as to avoid operating several pieces of equipment simultaneously, which causes higher noise levels.
(H-10) The project contractor shall use power construction equipment with noise shielding and muffling devices.
(H-11) The project shall comply with the Noise Insulation Standards of Title 24 of the California Code Regulations, which insure an acceptable interior noise environment.
Population and Housing
Impacts
Development of the proposed project would include approximately 385 dwelling units and 119,838 square feet of retail/commercial space on Parcel A, with 384,735 square feet of medical offices. The 385 dwelling units would be expected to introduce approximately 747 new residents to the project site through direct population growth. The retail space, restaurant space, and medical offices would be expected to generate approximately 1,634 employees, representing a net increase of 853 new employees on the project site. The proposed project is not anticipated to induce substantial indirect population growth in association with temporary construction jobs or the minimal infrastructure extensions proposed.
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Therefore, the proposed project would contribute a total of approximately 1,600 new individuals (747 directly through housing and 853 indirectly through employment) to the Community Plan Area.
The 1,600 new individuals associated with the proposed project represent 23 percent of the total remaining population growth of 6,852 persons projected to occur in the West Los Angeles Community Plan Area between 2007 and 2010. This is not considered to be a substantial increase in population for the area because the addition of the 1,600 residents is within the City’s population projection for the Community Plan Area. As such, both the direct and indirect population growth associated with the proposed project has already been anticipated and planned for in the Community Plan and impacts would be less than significant.
The additional 385 dwelling units associated with the proposed project represent 0.31 percent of the total 123,654 residential units projected by SCAG in the City of Los Angeles by 2015. The addition of 385 dwelling units represents 6.8 percent of the total remaining housing growth of 5,665 housing units projected to occur in the Community Plan Area between 2007 and 2010, well within the housing growth projected for the area. As the housing growth associated with the proposed project is within the housing projections for the City of Los Angeles and the Community Plan, the impacts associated with the proposed housing growth would be less than significant.
Public Services
Fire Services
Impacts
Construction of the proposed project would not impact fire fighting and emergency services to the extent that the project would create a need for any additional new or expanded fire facilities, in order to maintain acceptable service ratios, response times, or other performance objectives of the Los Angeles Fire Department (LAFD). Therefore, construction-related impacts to fire protection services would be less than significant.
As determined by the LAFD, the overall fire flow requirement for the proposed project is 4,000 gallons per minute (gpm) from four fire hydrants flowing simultaneously with a 20 PSI minimum residual pressure. The Water Operations Division of the LADWP would perform a fire flow study at the time of permit review in order to ascertain whether further water system or site-specific improvements would be necessary. While no improvements to the existing water system serving the proposed project are anticipated at this time, any such improvements would be designed according to LADWP and statutory standards, which take into account LAFD fire flow and pressure requirements. Furthermore, any water main and other infrastructure upgrades potentially required would not be expected to create a significant impact to the physical environment because: (1) any disruption of service would be of a short-term nature; and (2) replacement of the water mains would be within public rights-of-way. Hydrants, water lines and water tanks would be installed per Fire Code requirements for the proposed project. As such,
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with respect to fire flows, fire protection services would be adequate and the associated impact would be less than significant.
Access to the proposed project is planned via four driveways, with an internal drive layout that would allow access to all of the onsite parking facilities from each of the driveways. The entrances to promenade would have retractable bollards to allow for emergency access to and through the central portion of the project site at ground level. Access to Parcel B would primarily be provided via a single driveway on Olympic Boulevard across from Centinela Avenue. Access to Parcel A would primarily be provided via two driveways on Bundy Drive between Missouri Avenue and La Grange Avenue. Access to the northernmost driveway in Parcel A would be located across from Missouri Avenue. The southernmost driveway in Parcel A would be located just north of La Grange Avenue. In addition, an access point is proposed via an existing north-south easement and existing driveway on Nebraska Avenue to the north of Parcel A. However, access via this driveway would be limited (i.e. emergency vehicles) as it is not intended to be used by the project residents and visitors. The vehicular driveways would be expected to provide adequate emergency access to the proposed project. Nonetheless, the mitigation measures below would further reduce impacts to emergency access associated with the proposed project.
According to the Fire Code, the distance to the nearest fire station is the primary indicator of the LAFD’s ability to provide adequate fire protection services for a proposed project. The proposed project would be located approximately 0.8 miles from LAFD Fire Station 59, which is within the recommended 1.0 mile response distance. The LAFD has stated that the proposed project would require several on-site private fire hydrants. The quantity and location of the private fire hydrants would be determined during the plot plan review by LAFD. As the proposed project would meet the LAFD response distances, the proposed project would provide adequate on-site fire protection for both the proposed residential and commercial uses and impacts would be less than significant.
Although the proposed project would not have a significant impact on fire protection services, the following mitigation measures may be implemented to further reduce the proposed project’s less-than- significant impact:
Mitigation Measures
(J-1) During the plot plan review, the project applicant shall consult with the LAFD regarding the installation of private fire hydrants, sprinklers, and/or other fire protection features within the proposed project. All required fire protection features shall be installed to the satisfaction of the LAFD.
(J-2) If the proposed project includes any new public streets, the applicant shall consult with the LAFD regarding the potential installation of public fire hydrants. Any required public fire hydrants shall be installed to the satisfaction of the LAFD.
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(J-3) The length of the fire lane shall not exceed 700 feet without secondary access. 6
(J-4) The proposed project shall include a 28-foot designated fire lane with a through street-to- street connection. 7
Police Services
Impacts
The project developer would employ common sense precautions, (e.g., use of temporary fencing, employment of roving security guards, etc.) to ensure that there is limited need for local law enforcement at the proposed project construction site. Construction-related traffic (i.e., commuting construction workers and truck deliveries) is anticipated to be predominantly freeway-oriented. Although minor traffic delays may occur during construction, particularly during the construction of any potential utilities and street improvements, impacts to police response times would be minimal and temporary. Therefore, the proposed project’s construction-related impact on police protection services would be less than significant.
During the operation of the proposed project, emergency access to the proposed project is planned via four driveways, with an internal drive layout that would allow access to all of the onsite parking facilities from each of the driveways. With respect to emergency access, the proposed project is anticipated to be adequately served by the emergency accesses proposed.
Adequate police protection is primarily determined based on the officer-to-civilian ratio before and after project buildout. The LAPD has not indicated whether the current staff levels of the West Los Angeles Community Police Station are adequate to serve the West Los Angeles Area, which includes the project site. However, the LAPD is experiencing inadequate staffing levels Citywide. The 1,600 new residents and employees introduced to the project site would require an additional two officers to maintain the current officer-to-civilian ratio (1,600/971=1.65). The LAPD has not indicated if a new or expanded police station would be needed as a result of the proposed project. However, it is unlikely that a new LAPD facility would be constructed or expanded to accommodate two additional officers. The proposed project would potentially increase response times, and decrease the officer-to-civilian ratio. However, development of the proposed project would not result in the need to construct new police stations and, therefore, no significant physical environmental impact would occur. Therefore, the proposed project would result in a less-than-significant impact to police protection services that would be further reduced through the implementation of mitigation measures below.
6 E-mail correspondence from Michael Theule, Fire Inspector II, Hydrant and Access Unit, City of Los Angeles Fire Department, January 29, 2007.
7 Ibid.
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Mitigation Measures
(J-5) The Applicant shall contact the Crime Prevention Unit within the Community Relations Section for advisement on crime prevention features appropriate for the design of the property.
(J-6) The Applicant shall provide the West Los Angeles Area Commanding Officer with a diagram of the proposed project. The diagram would include access routes and any additional information that might facilitate police response.
Schools
Impacts
Based on the Los Angeles Unified School District (LAUSD) student generation rates, the proposed project would generate a total net increase of approximately 46 students, including 23 elementary students, 12 middle school students, and 12 high school students, that would attend LAUSD schools (see Table IV.J-4, Estimated Student Generation, in Section IV.J-3, Schools).8 The project site is served by Brockton Elementary School, Webster Middle School, and University High School. While the proposed project would slightly increase the enrollment at schools serving the project area, none of the schools would be projected to operate over capacity in the 5-year (2011) future (see Table IV.J-5, LAUSD School Capacity and Proposed Project Enrollment, in Section IV.J-3, Schools). Therefore, the proposed project’s impact on LAUSD schools would be less than significant. Nonetheless, implementation of the mitigation measure identified below, requiring the mandatory payment of school fees in conformance with SB 50 would be mandatory and would provide full and complete mitigation of school impacts for the purposes of CEQA.
Mitigation Measure
(J-7) The project applicant shall pay all applicable school fees to the Los Angeles Unified School District to offset the impact of additional student enrollment at schools serving the project area.
Park and Recreational Facilities
Impacts
As discussed in Section IV.I (Population and Housing) of this Draft EIR, the proposed project would introduce 747 residents to the project site. Employees of the proposed project are less likely to patronize parks during working hours, and are more likely to use parks near their homes during non-work hours; thus, employees would not increase demand for parks and recreational facilities. The residential portion
8 Number of students may not add precisely due to rounding.
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of the proposed project (Parcel A) would include approximately 134,619 square feet (3.09 acres) of common and private usable open space, including public landscaped areas. The proposed project would exceed the open space required in the LAMC, and is expected to have a less-than-significant impact under CEQA with respect to parks and recreational facilities. However, not all areas designated as open space in the LAMC may qualify as park or recreational facilities under the City’s Quimby and parkland fee programs. The provision of the proposed onsite open space, landscaping, and recreational amenities, together with the payment of any required Quimby fees (see mitigation measure, below) would, therefore, reduce the proposed project’s impact upon parks and recreational facilities to a less-than-significant level.
Mitigation Measure
(J-8) To the extent feasible, the proposed project shall include the development of recreational and park amenities within the proposed site; and the project applicant shall pay Quimby and/or Park fees for any remaining mitigation deficit for project impacts on parks and recreational facilities in the project area.
Libraries
Impacts
Development of the proposed project would directly increase demand for library services by introducing 747 new permanent residents to the project area. In general, employees of commercial sites are not expected to patronize libraries during working hours, as they are more likely to use libraries near their homes during non-work hours. Based the on the State of California standards, the 747 new residents introduced by the proposed project would generate need for approximately 373.5 square feet of library space (747 x 0.5) and 1,494 volumes of permanent collection (747 x 2). The current West Los Angeles Branch facility is not meeting the standard of 0.5 square feet of library facility per capita and two library volumes per capita. The LAPL has stated that this branch does not meet the existing demands of the surrounding community and the proposed project will have an impact on library services in the area.
The Draft Revision to the Library Facilities Plan recommends increasing the size of the West Los Angeles Regional Branch to 20,000 square feet. This expanded facility would accommodate the existing population and the residents of the proposed project within the State of California standards for library space. However, there are currently no funding sources to initiate the expansion of the West Los Angeles Regional Branch Library. As discussed above, the size of the library facility that would be needed to accommodate the demands of the proposed project would be approximately 373.5 square feet, the equivalent to the size of an approximately 20-square-foot room. The construction of a 20-square-foot room is not anticipated to result in a significant environmental impact. Therefore, the following mitigation measure, would reduce the proposed project’s impact on libraries to a less-than-significant level.
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Mitigation Measure
(J-9) To the extent feasible, the proposed project shall include the development of approximately 373.5 square feet of library space within the proposed site; and the project applicant shall pay negotiated fees with LAPL for any remaining mitigation deficit for project impacts on library facilities in the project.
Traffic and Transportation
Impacts
Construction Traffic
Demolition activities are anticipated to occur over approximately four months (16 weeks). The demolition phase of the project would involve the removal of the Teledyne facilities along Olympic Boulevard and the existing office buildings along Bundy Drive, paving, landscaping, and other on-site materials. Haul truck activity would result in a total traffic-generation equivalency of approximately 3,210 passenger cars over approximately four months. These truck trips would occur between 9:00 AM and 4:00 PM, outside the typical “commuter traffic” peak hours in the project vicinity, reducing the potential for significant impacts. The demolition activities would also result in on-site worker trips, which are similarly not expected to create a significant impact. On-site equipment for this phase is expected to consist of typical demolition-process vehicles, including but not limited to a grade- all/bulldozer, loader/backhoe, forklift, and other similar vehicles. Transportation of this equipment to and removing it from the project site would not produce any significant traffic, as it would not all be delivered/removed at the same time. Given the amount of existing site trips (2,509 daily trips, including 342 trips during the AM peak hour and 332 trips during the PM peak hour) that would offset the anticipated haul truck and worker trips per hour, coupled with site trips occurring throughout off peak traffic hours, less-than-significant traffic impacts are anticipated during demolition activities.
The excavation phase involves the export of earth and other materials necessary to grade the site for building construction, including excavation for the subterranean parking garages. Approximately 203,200 cubic yards of excavated material would be exported, which would result in roughly 40,640 passenger vehicle trips during the duration of the excavation phase. The excavation phase is expected to last approximately three months (12 weeks), or about 504 total work hours. These truck trips would occur between 9:00 AM and 4:00 PM, outside the typical “commuter traffic” peak hours. The excavation activities would also produce a relatively nominal number of on-site worker trips and would occur prior to 9:00 AM and after 4:00 PM, generally during the AM and PM peak traffic hours in the project site vicinity. However, they would not typically overlap the haul truck trips, reducing the potential for combined significant impacts. On-site equipment for this phase is expected to consist of typical excavation-process vehicles, including but not limited to a grade-all/bulldozer, loader/backhoe, forklift, and other similar vehicles. Transportation of this equipment to and removing it from the site would not produce any significant traffic, as it would not all be delivered/removed at the same time. Thus, given the amount of existing site trips that would offset the anticipated truck trips and worker trips per hour,
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coupled with project site trips occurring throughout off peak traffic hours, less-than-significant traffic impacts would occur during the excavation phase.
The building construction phase includes the construction of the on-site structures and landscaping, and is expected to take a total of approximately 20 months to complete. The most intense transportation and traffic activity would occur during concrete pouring for the parking structure or other building components. While such concrete pouring can generate a substantial number of vehicles on the day it occurs, the trucks would be spread out over a period of several hours, and the actual number of vehicles traveling to or from the project site at any particular time is expected to be fewer than 10 vehicles per hour. The on-site equipment for this phase is expected to be similar to that described earlier for the demolition and excavation phases, in addition to trash and delivery trucks. This equipment is not expected to produce any significant impacts during its delivery or removal from the project site. Thus, given the existing on-site vehicle trips, which would offset any additional worker trips to and from the project site during the construction phase of the project, a less-than-significant impact would occur.
Operational Traffic and Transportation
The proposed project would include the development of 119,838 square feet of retail/commercial uses (including a 9,500-square-foot restaurant), 385 residential units, and 384,735 square feet of medical office uses. The proposed project would generate approximately 20,073 net new daily trips, including approximately 833 new AM peak hour trips and 1,879 PM peak hour trips. Based on the proposed project’s incremental increase in future traffic volumes at 64 study intersections, operation of the proposed project would result in a significant traffic impact during one or both peak hours at 40 of the 64 intersections, including 31 locations located within the City of Los Angeles, and nine locations located within the City of Santa Monica.
In addition to the intersection impacts discussed above, it is possible that project traffic may utilize some of the local neighborhood streets surrounding the development as alternative travel routes to and from the project site. Given the local-serving nature of the proposed retail and medical office components of the proposed project, it is also likely that some of the project traffic would actually be generated within the neighborhoods surrounding the project site, and would naturally use the local streets to access the project site.
Although, many of the “project trips” using the area local/residential streets are expected to be the result of trips actually generated from within the residential areas themselves to utilize the project, the development of the proposed project is not, in general, expected to produce significant traffic impacts on any of the local/residential streets analyzed. However, using the “worst case” assumption that all project- related traffic is from new trips, the project could significantly impact three of the local/residential roadway segments analyzed.
With respect to the Los Angeles County Congestion Management Program (CMP), the proposed project would result in significant impacts, according LADOT standards, at three of the six CMP locations analyzed (Wilshire Boulevard/26th Street, Santa Monica Boulevard/Cloverfield Boulevard, and Pico
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Boulevard/Lincoln Boulevard) during the PM peak hour, although use of the typical CMP impact criteria would result in a significant impact only at Wilshire Boulevard/26th Street. The incremental project traffic volumes on the nearby CMP freeway segments would not produce any significant impacts to any of the Santa Monica Freeway or San Diego Freeway segments analyzed.
Access to the proposed project would be provided at three proposed driveways (plus one limited access driveway), which are anticipated to provide adequate access to the project site during operation, and impacts related to project access would be less than significant.
Parking
Parking for the proposed project would be provided by a combination of above-grade and subterranean parking structures throughout the project site. Parking for the medical office uses would be provided in a five-floor (plus rooftop) above-grade and one floor below-grade parking structure in Building F. This parking structure would contain approximately 1,857 parking spaces (this would be increased to 1,976 spaces with valet parking). Parking for the residential and retail/commercial uses in Parcel A would be provided within two subterranean and three above-grade parking floors in Building C. Buildings A, B, and C would include one floor of subterranean parking. In addition, a second floor of subterranean parking would be located beneath Building C, and would partly extend beneath Buildings A and B. Parking in Parcel A would consist of approximately 1,419 parking spaces, including approximately 737 residential spaces and 682 commercial/retail spaces.
The LAMC requires “medical office” developments to provide a minimum of 5.0 parking spaces for each 1,000 square feet of floor area, while typical retail uses, including “specialty market” use, require a minimum of 4.0 parking spaces per 1,000 square feet of floor area, and restaurant use requires a minimum of 10.0 parking spaces for each 1,000 square feet of floor area. These ratios would require a total of 1,924 spaces for the proposed 384,735-square-foot medical office component. As noted above, a total of approximately 1,976 spaces (including valet) would be provided for the medical office component. The commercial (retail, restaurant, and specialty market) facilities would require approximately 204 spaces for the 51,021 square foot specialty market, a total of approximately 237 spaces for the 59,317 square feet of retail components, and an additional 95 spaces for the anticipated 9,500 square feet of restaurant uses, for a total commercial component parking requirement of approximately 536 spaces. The project proposes to provide a total of approximately 682 parking spaces for these commercial uses within the subterranean levels of the Parcel A parking garage.
Parking requirements for the proposed residences are based on the current “stepped” requirements in the LAMC, which identify the amount of parking per unit based on the number of “habitable rooms.” The generally accepted interpretation of these LAMC requirements call for the provision of a minimum of 1.0 spaces per unit for “bachelor” or “efficiency” apartments (one habitable room), 1.5 spaces per unit for one-bedroom units (two habitable rooms), to 2.0 spaces per unit for two-bedroom (three habitable rooms) or larger units. However, recent actions and historical recommendations by the Advisory Agency of the City of Los Angeles have identified parking requirements for “market-rate” residential uses of 2.0 parking
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spaces per unit (generally regardless of the number of bedrooms), plus additional guest parking provided at between 0.25 and 0.50 spaces per unit if the project is located in a “parking congestion” zone. Further, recently-adopted provisions of the LAMC indicate that senior residential units shall provide 1.0 parking space per unit, inclusive of guest parking (these requirements are part of the newly-created “Elder Care” parking category, but are applicable to all senior residential units regardless of whether or not they are part of an elder care facility).
The project would be required to provide a total of approximately 3,237 parking spaces. A total of approximately 3,395 spaces would be provided within the site’s parking facilities. As such, operation of the proposed project would result in a less-than-significant impact associated with parking.
Vehicular Access
Access to the proposed project is currently planned via four driveways, with an internal drive layout that would allow access to the entire project site’s parking facilities from each of the proposed driveways. Access to the medical office component and its associated parking facilities is intended to be primarily via a single driveway on the north side of Olympic Boulevard, opposite the southern leg of Centinela Avenue (the approximate location of the existing Teledyne driveway). Access to the mixed-use residential and retail components of the proposed project is planned via two driveways on Bundy Drive between Missouri Avenue and La Grange Avenue. The northernmost driveway would be located opposite Missouri Avenue, and utilize the existing traffic signal at this intersection to also control project access. The southern Bundy Drive driveway is located near the southern property line north of La Grange Avenue, and would not be signalized. Due to the anticipated future two-way left-turn lane adjacent to the project site, the operations of the Bundy/La Grange driveway are assumed to allow both left-turns and right-turns into the site, although heavy traffic volumes on Bundy Drive are anticipated to limit the exiting move at this location to right-turn only operations.
The remaining site access point is proposed via an existing easement between the project site and an existing driveway on Nebraska Avenue. However, access via this driveway would be limited (i.e., emergency vehicles) as it is not intended to be used by the project residents and visitors.
Mitigation Measures
Construction Traffic
Construction-related traffic impacts are not anticipated; although temporary significant impacts could occur along Centinela Avenue between the project site (Olympic Boulevard) and the I-10 Freeway during some of the off peak (9:00 AM to 4:00 PM) periods during the three-month excavation phase. In general, the proposed haul route would minimize impacts to the surrounding surface street network by providing a direct route between the project site and the I-10 Freeway and avoiding more heavily congested arterials such as Olympic Boulevard and Bundy Drive. Furthermore, all construction-related vehicles would stage or park on the project site, eliminating potential impacts to area traffic flow caused by large vehicles parked along roadways or numerous construction worker vehicles using available public parking. Finally,
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it should be noted that the project would be required to prepare a detailed worksite construction traffic control plan for review and approval by the City. This plan would identify any potential lane closures or other items affecting roadway operations in the project area, and would minimize disruption to normal traffic flows resulting from the construction activities. Therefore, no construction traffic mitigation measures are recommended.
Operational Traffic
(a) Intersections
Implementation of the proposed project is anticipated to generate significant traffic impacts at a total of 40 of the 64 study area intersections, prior to mitigation. Thirty-one of the intersections are located in the City, and nine are located in the City of Santa Monica.
The City of Los Angeles has established the West Los Angeles Transportation Improvement and Mitigation (WLA TIMP) Specific Plan to address increasing traffic growth and congestion in the project vicinity and throughout the West Los Angeles area. The TIMP identifies that new projects within its jurisdiction are subject to traffic impact mitigation fees, based on the number of new PM peak hour trips resulting from such projects. These fees are targeted toward a series of identified improvements as well as establishing funding for general roadway infrastructure and operational improvements. The WLA TIMP makes exception to the fees for designated uses that are characterized as “local serving,” such as neighborhood or community retail developments, restaurants, and residential uses. These types of developments are considered by the TIMP to aid in the goal of reducing traffic congestion by providing a better localized mix of housing, jobs, and service industries, which reduce or eliminate the need for longer trips to such facilities outside the TIMP area.
(K-1) The project Applicant shall pay all applicable fees in accordance with the West Los Angeles Transportation Improvement and Mitigation (WLA TIMP) Specific Plan.
Although TIMP fees would be required for the proposed project, in addition to the payment of trip fees, the City requires that private developments provide improvements as necessary to mitigate their own traffic impacts to the extent feasible, in order to provide more immediate relief for project-specific traffic effects on the surrounding vicinity. Therefore, a comprehensive mitigation program, including physical and/or traffic signal roadway improvements was developed for the study intersections projected to experience significant impacts to add much needed capacity to the transportation infrastructure in the project vicinity, and to address specific traffic impacts discussed earlier in this section. However, no feasible physical or traffic signal improvements could be identified for four of the study intersections, all located within the City of Los Angeles, as listed below:
3. Wilshire Boulevard and Bundy Drive;
20. Idaho Avenue and Bundy Drive;
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48. Pico Boulevard and Centinela Avenue; and
64. National Boulevard and Bundy Drive/Centinela.
The LADOT further determined, following their review of the preliminary project mitigation package, that several of the recommended mitigation measures, or components of those measures, were not acceptable due to deviations from the LADOT’s design standards or operational policies (although, “non- standard” design does not indicate infeasible or unsafe design or operation) or conflicts with potential future LADOT improvements. Additionally, several of the preliminary mitigation proposals were considered infeasible due to a number of factors that were determined to preclude the implementation of the recommend improvements, such as lack of available rights-of-way for roadway widenings, insufficient roadway width or specific geometric conditions preventing restriping or other reconfiguration of the intersections, localized high utilization of on-street parking (preventing removal of on-street parking to implement additional travel lanes), and/or fully improved traffic signal operations. As a result, the LADOT’s reviews of the preliminary project mitigation package identified a total of 12 intersections, listed below, which were ultimately identified as having no feasible physical or traffic signal improvement opportunities.
2. San Vicente Boulevard and Barrington Avenue;
3. Wilshire Boulevard and Bundy Drive;
17. Ohio Avenue and Bundy Drive;
20. Idaho Avenue and Bundy Drive;
22. Nebraska Avenue and Bundy Drive (north and south intersections);
23. Nebraska Avenue and Barrington Avenue;
32. Olympic Boulevard and Centinela Avenue (north leg);
35. Olympic Boulevard and Barrington Avenue;
38. Olympic Boulevard and Sawtelle Boulevard;
58. Pearl Street and Bundy Drive;
62. Ocean Park Boulevard/Gateway Boulevard and Bundy Drive; and
64. National Boulevard and Bundy Drive/Centinela Avenue.
It should be noted that, although no LADOT-acceptable physical and/or traffic signal improvements could be identified for the intersection of Wilshire Boulevard and Bundy Drive, LADOT did recommend the
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installation of an ATSAC closed circuit traffic monitoring camera at this intersection. Although this improvement would provide LADOT with additional resources to monitor traffic flow and operations at this intersection and in the immediate vicinity of the camera (which would be installed as part of the ATSAC system), no documentation of specific traffic benefits are currently available. Therefore, no “mitigation” credits are assigned to this measure per LADOT policy. However, LADOT did note in their review of the preliminary mitigation that the installation of an ATSAC traffic monitoring camera is a traffic capacity improvement consistent with other LADOT programs.
The remaining 28 physical and/or traffic signal improvements (19 within the City of Los Angeles and nine within the City of Santa Monica), which were determined to be acceptable to the LADOT based on their reviews of the preliminary mitigation package, are described in detail in the following paragraphs. These improvements would enhance traffic flow through the study area, as well as to and from the regional transportation network.
(K-2) Wilshire Boulevard and Barrington Avenue – Although no physical roadway improvements were identified for this location, it is recommended that the project install new north-south left-turn signal phasing (protected/permissive) at this intersection to improve the operating capacity of the Barrington Avenue approaches, and reduce the existing congestion on both Barrington Avenue approaches; currently, north and southbound left-turning vehicles can queue past the end of the existing left-turn pockets and block through traffic in both direction. The installation of the recommended signal phases will allow for more capacity for these left-turn moves, reducing the incidences of through lane interference and providing more “throughput” on Barrington Avenue. This measure is consistent with the City’s ongoing left-turn phasing installation program.
(K-3) Texas Avenue and Bundy Drive – Widen the west side of Bundy Drive within the existing right-of-way, and restripe the northbound and southbound approaches of Bundy Drive to provide exclusive left-turn pockets in both directions at Texas Avenue. This improvement is identified in the WLA TIMP as part of overall improvements to the Bundy Drive corridor in the project vicinity to address congestion caused at this intersection and throughout the corridor by left-turning vehicles blocking through vehicle traffic.
(K-4) Santa Monica Boulevard and Bundy Drive – Restripe the eastbound approach of the intersection to install an exclusive right-turn only lane on Santa Monica Boulevard. This measure would require the elimination of approximately four to five commercial parking spaces along the south side of Santa Monica Boulevard west of Bundy Drive during this time period. Additionally, install new north-south left-turn phasing at this intersection, to allow for more capacity for these left-turn moves, reducing the incidences of interference with southbound left-turn vehicles queuing past the end of the left-turn pocket and interfering with through traffic on Bundy Drive. Additionally, contribute to the installation of a new ATSAC traffic monitoring camera at this location.
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(K-5) Santa Monica Boulevard and Barrington Avenue – Although no physical roadway improvements were identified for this location, it is recommended that the project install new north-south left-turn signal phasing (protected/permissive) at this intersection, to improve the operating capacity of the Barrington Avenue approaches, and reduce the existing congestion on both Barrington Avenue approaches; currently, north and southbound left-turning vehicles can queue past the end of the existing left-turn pockets and block through traffic in both direction. The installation of the recommended signal phases will allow for more capacity for these left-turn moves, reducing the incidences of through lane interference and providing more through capacity on Barrington Avenue. This measure is consistent with the City’s ongoing left-turn phasing installation program.
(K-6) Colorado Avenue/Idaho Avenue and Centinela Avenue – Restripe the existing eastbound approach of Idaho Avenue to install a new right-turn only lane; this approach of the intersection currently operates in this manner, with a wide curb lane that allows for a de- facto right-turn lane. However, this move should be “formalized” with the recommended striping configuration. Note that, although LADOT has reviewed and conceptually accepted this proposed improvement, this intersection is shared with the City of Santa Monica, and will require review and approval by that jurisdiction.
(K-7) Missouri Avenue/Project Driveway and Bundy Drive – The project site’s driveway (eastbound approach) is proposed to provide a total of four lanes, including two inbound and two outbound lanes. This configuration is adequate to accommodate the project’s anticipated traffic flows. Additionally, restripe the westbound approach of Missouri Avenue to install a left turn lane, plus a shared through/right turn lane. Further, convert the existing two-way left-turn center lane on Bundy Drive south of Missouri Avenue to a new northbound left-turn lane to provide access to the new project driveway.
(K-8) La Grange Avenue and Bundy Drive – Install a third southbound through lane on Bundy Drive between Missouri Avenue and Olympic Boulevard, as part of the required dedication and roadway widenings identified previously in the description of the “Bundy Drive Dedication and Widening” improvement.
(K-9) Olympic Boulevard and Centinela Avenue (south leg) – The project driveway (southbound approach) is proposed to provide a total of four lanes, including two inbound and two outbound lanes. This configuration is adequate to accommodate the project’s anticipated traffic flows. Additionally, reduce the existing sidewalk width along the west side of Centinela Avenue south of Olympic Boulevard to eight feet and widen the roadway by approximately four feet. Restripe the northbound approach of Centinela Avenue to provide dual left turn lanes plus one shared through/right turn lane. In addition to these improvements, install new left-turn signal phasing (protected/permissive) for the north- south, and westbound approaches at this intersection.
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(K-10) Olympic Boulevard and Bundy Drive – Widen both sides of Olympic Boulevard west of Bundy Drive by approximately two feet, and restripe the eastbound approach of Olympic Boulevard to install dual left-turn lanes, in addition to three through lanes and a right-turn only lane; restriping of the westbound approach may also be necessary to provide appropriate lane alignments and transitions across the intersection. Additionally, contribute to the installation of an ATSAC traffic monitoring camera at this intersection.
(K-11) Olympic Boulevard and Sepulveda Boulevard – Although no physical roadway improvements were identified for this location, it is recommended that the project install new left-turn signal phasing (protected/permissive) on both the northbound and southbound approaches of this intersection. This improvement will help reduce the existing congestion on the Sepulveda Boulevard approaches; currently, left-turning vehicles in both directions can queue past the end of the existing left-turn pockets and block through traffic. The installation of the recommended signal phases will allow for more capacity for these left-turn moves, reducing the incidences of through lane interference and providing more through capacity on Sepulveda Boulevard. This measure is consistent with the City’s ongoing left- turn phasing installation program.
(K-12) Centinela Avenue and I-10 Westbound On/Off-Ramps – Reduce the existing sidewalk width on the north/east side of Centinela Avenue to eight feet and widen the roadway north of the freeway ramps to install a second southbound through lane, in addition to the existing single southbound through lane and right-turn only lane (onto the I-10 westbound on-ramp). Modify the traffic signal operations and equipment, and restripe both the freeway off-ramp and the south leg of the intersection as necessary to accommodate the improvement.
(K-13) Pico Boulevard and Centinela Avenue – Reduce the width of the sidewalk and widen the north side of Pico Boulevard, and restripe the westbound approach of the intersection to provide an exclusive right-turn only lane, in addition to the existing left-turn and two through lanes. Modify the existing signal equipment as necessary to implement this measure.
(K-14) Pico Boulevard and Bundy Drive – Restripe the southbound approach of Bundy Drive at Pico Boulevard to convert the existing right-turn only lane to a shared through/right turn lane. Additionally, widen the west side of Bundy Drive south of Pico Boulevard (between Pico Boulevard and the I-10 Westbound-to-Southbound Bundy Drive off-ramp), to provide an additional southbound “receiving” lane, with the innermost lane striped and signed as a “trap” lane for the new dual left-turn lanes at the I-10 Eastbound on-ramps. This improvement is part of the comprehensive improvement of the Bundy Drive/I-10 Westbound on- and off-ramp interchange, as described in more detail in the discussion of the recommended improvements for the “Bundy Drive and I-10 Westbound Off-Ramp” and the “Bundy Drive and I-10 Eastbound On-Ramp” locations, below. Additionally, contribute to the installation of an ATSAC traffic monitoring camera. Although LADOT has indicated
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that this measure is conceptually acceptable, the improvement will require Caltrans approval due to the proposed widening on Caltrans property along the west side of Bundy Drive.
(K-15) Bundy Drive and I-10 Westbound Off-Ramp – Widen the existing westbound I-10 Freeway- to-northbound Bundy Drive off-ramp to provide two lanes after the divergence from the mainline I-10 Freeway. Flare the ramp terminus at Bundy Drive to provide three lanes, including a left-turn lane, a center shared left-turn/right-turn lane, and one right-turn only lane, and realign the ramp approach so that it intersects Bundy Drive at an approximately 90- degree angle. Remove the existing westbound I-10 Freeway-to-southbound Bundy Drive “loop” ramp (allowing the widening along the west side of Bundy Drive, as described in the improvement for “Pico Boulevard and Bundy Drive”, above), and install a new traffic signal at this location to control the new westbound I-10 Freeway off-ramp to both directions of Bundy Drive. This signal shall be coordinated with the existing signals at the intersections of both Bundy Drive and Pico Boulevard to the north, and at Bundy Drive and I-10 Freeway eastbound on-ramp to the south of this location. Additionally, in order to improve traffic flows along northbound Bundy Drive and reduce the existing conflicts with merging off- ramp traffic, right-turn on red movements should be prohibited from the off-ramp. LADOT has indicated that this measure is conceptually acceptable, but will require Caltrans approval.
(K-16) Bundy Drive and I-10 Eastbound On-Ramp – Restripe Bundy Drive south of Pico Boulevard to provide dual southbound left turn lanes onto the I-10 eastbound on-ramp, in addition to the existing two through lanes in that direction. The innermost “through” lane on southbound Bundy Drive will become a dedicated lane for the outermost of the dual left-turn lanes; the second, inner left-turn lane should begin at the south side of the new westbound I- 10 off-ramp described above. Additionally, the on-ramp should be widened if possible to provide an additional lane, preserving the existing high occupancy vehicle (HOV) bypass lane and increasing the storage capacity of the ramp to minimize potential vehicle queue “spillover” onto Bundy Drive. This spillover is a primary cause of the current congestion experienced at the intersection of Pico Boulevard and Bundy Drive, as ramp-bound traffic cannot access the ramp, and the southbound Bundy Drive left-turn queue exceeds the pocket length and blocks southbound Bundy Drive through traffic. As with the other associated Bundy Drive/I-10 Freeway ramp improvements described previously, LADOT has indicated that this measure is conceptually acceptable, although final review and approval is under Caltrans’ jurisdiction due to the proposed widening of the freeway on-ramp.
(K-17) Pico Boulevard and Barrington Avenue – Restripe the northbound approach of Barrington Avenue at this intersection to provide an exclusive right-turn only lane. Additionally install new left-turn signal phasing (protected/permissive) for both the northbound and southbound approaches of this intersection, in order to provide much-needed turning capacity through the high-volume northbound and southbound “through” traffic on Barrington Avenue. The installation of the recommended signal phases is consistent with the City’s ongoing left-turn phasing installation program.
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(K-18) Pico Boulevard and Sawtelle Boulevard – Although no physical roadway improvements were identified for this location, it is recommended that the project install new left-turn signal phasing (protected/permissive) on the northbound approach of this intersection, to mirror the existing southbound left-turn phase. This improvement will help reduce the existing congestion on the Sawtelle Boulevard approaches, particularly in the northbound direction; currently, left-turning vehicles in both directions can queue past the end of the left- turn pockets and block through traffic. The installation of the recommended signal phases is consistent with the City’s ongoing left-turn phasing installation program and will allow for more capacity for these left-turn moves, reducing the incidences of through lane interference and providing more through capacity on Sawtelle Boulevard.
(K-19) Centinela Avenue and I-10 Eastbound On-Ramp – Widen both sides of Centinela Avenue both north and south of the on-ramp as necessary to install a second southbound left-turn lane onto the on-ramp. Modify and/or replace the existing traffic signal equipment as necessary to accommodate the proposed improvement.
(K-20) Ocean Park Boulevard and Centinela Avenue – Restripe the southbound approach of Centinela Avenue at this intersection to convert the existing through lane to operate as a shared through/left-turn lane. Modify the existing traffic signal operation to install “opposed” phasing on both the northbound and southbound approaches of this intersection to allow the addition of the shared left-turn/through lane.
All of the improvements discussed above occur at the significantly impacted intersections located wholly within or under the operational jurisdiction of the City of Los Angeles. As noted earlier, nine of the project’s 40 significant impacts would occur within the City of Santa Monica. Therefore, in order to address impacts, which are located outside of the jurisdiction of LADOT, the following improvements are recommended.
(K-21) Traffic Signal Coordination – The project shall coordinate with the City of Santa Monica to promote the development, design, and installation of a new traffic signal coordination system, similar to the City of Los Angeles’ ATSAC traffic signal control system, within the City of Santa Monica. Such a signal coordination system could be installed as an extension of the existing City of Los Angeles ATSAC/ATCS signal coordination system. It is not proposed that the proposed project install the actual system, since such a system would require funding and construction capability outside the ability of any single project to implement. Rather it is envisioned that the proposed project would contribute “fair share” funding to the development of such a system, along with other ongoing or proposed developments within both the cities of Santa Monica and Los Angeles, in a cooperative approach between those jurisdictions to extend the current ATSAC system outside the City of Los Angeles to improve traffic flow throughout the entire study area.
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(b) Voluntary Sub-Regional/Regional Transportation Improvement Fund
(K-22) The Applicant agreed to provide a voluntary contribution of $2,000,000, beyond the required WLA TIMP fee amount, to provide for additional transportation-related improvements in the project area beyond those assignable to the TIMP fees. It is envisioned that a portion of the voluntary contributions would be used to facilitate the immediate implementation of the ATCS signal coordination upgrades in the study area. Although the ATCS improvement program is assumed to be funded, the timing and availability of such funding for its installation is currently uncertain. While the implementation of ATCS is not a project mitigation improvement, the voluntary contribution by the project toward its near-term operations will assure that the additional roadway and intersection capacities resulting from the signal coordination upgrades will be in place at the time the additional traffic demands generated by the project would occur, effectively offsetting many of the potential project traffic impacts described earlier in this document.
The assignment of the voluntary contributions is also envisioned to include contributions to the Los Angeles County MTA for area transit system improvements. These funds would be intended for use in evaluating or implementing grade separations at critical intersections along the MTA’s proposed Expo Line (Phase 2) facility in the project vicinity, and/or contributions toward transit station improvements or station parking structures. Additionally, there are other measures, such as improved bus stops, interactive/real time transit information kiosks, improved wayfinding and connectivity signage, or other transit-enhancing improvements.
No specific programs have been identified as targets for the $2,000,000 voluntary contribution. Although there are a number of local and regionally-significant improvements to which the voluntary funding could be assigned, it is intended that any such funds be designated toward roadway and/or transit improvements within the project study area in order to further improve traffic circulation and trip reductions in the vicinity. The specific projects applicable for assignment of the proposed project’s contributions should be determined by LADOT, in cooperation with the local City Council office and/or other appropriate entities.
(c) Project-Specific Transportation Demand Program
The proposed physical roadway and traffic signal mitigation improvements described above are not the full extent of the proposed project’s mitigation package. In addition to these mitigation measures, which are targeted toward the development of more traffic capacity on the area roadway infrastructure, a key element of the proposed project’s traffic impact mitigation program would include measures to reduce the number of trips generated by the proposed project. These reductions would occur through implementation of a project-specific Transportation Demand Management (TDM) program, which would include programs designed to address traffic generated by both the medical office and mixed-use (residential/retail) components of the proposed project, as described below.
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(K-23) The project shall implement a TDM program to reduce both daily and peak hour trips to and from the project site. This program shall be available to employees, residents, visitors, and patrons of the project. The program shall be overseen by an on-site TDM coordinator, who will assist with the development, operation, and implementation of the various programs, including but not limited to carpool incentives, ride share matching, bicycle lockers, and variable work shifts. A menu of items to be included in the project’s TDM program developed specifically for the proposed project or taken from the City’s Transportation Demand Management Ordinance (Section 98.0411 of the LAMC). However, it should be noted that not all of these elements would apply to all of the project site’s component uses.
On-site Transportation Coordinator, in charge of:
• Carpool/Vanpool and Rideshare Matching;
• Preferential Vanpool/Carpool Parking;
• Transit Passes or Subsidies;
• Parking Cash-Out;
• Flex-Use Vehicles;
• Guaranteed Ride Home;
• Bicycle Racks and Showers/Lockers; and
• Flexible Work Hours/Telecommute Opportunities.
The specific details of the proposed project’s TDM program cannot be fully identified at this time, due to a number of uncertainties regarding potential tenants of the medical office buildings and retail/commercial uses, which are primary contributors to the project traffic generation. Prior to the issuance of any construction permits, a draft TDM program shall be submitted to LADOT for review. Additionally, prior to the issuance of any certificates of occupancy for the project, a final detailed project TDM Plan shall be prepared for LADOT approval.
At a minimum, the proposed project would provide feasible trip-reduction programs and services identified in the City’s current TDM Ordinance and trip reduction requirements of the WLA TIMP. However, the TDM programs and target goals for average vehicle ridership and overall trip reduction percentages described in the City’s TDM Ordinance and the WLA TIMP are primarily geared toward general office developments, where most of the trips are produced by employees, who tend to arrive and depart en masse during specific time periods, and are generally under greater control of their employers regarding travel
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characteristics. Developments such as the proposed project, which are largely comprised of medical office facilities, where much of the traffic is the result of patient and visitor trips who arrive and depart at varying times throughout the day, general retail/commercial uses, again whose primary trips are generated by customers of the facilities, and residential units. Since much of the traffic would be generated by patients or customers and not under the direct control of the occupants of the buildings, it is more difficult to substantially reduce the primary trip-generating factor for medical offices and retail/commercial uses than for commercial offices, and the target trip reduction goals for the proposed project have been modified accordingly.
The goal of the project-specific TDM program would be an overall 15 percent reduction in peak hour trips for residential component, a 10 percent reduction in overall trips for the medical office component, and a three percent reduction in overall trips associated with the retail/commercial component of the proposed project. A 10 percent trip reduction targeted for the medical office component represents approximately 40 percent of the typical office TDM goal of 25 percent (as described in the WLA TIMP requirements), but recognizes the operational differences described above between typical commercial and medical office uses; the retail/commercial trip reduction percentages are nominal, as employees make up only a small percentage of the overall trip generation profile for such uses. However, the modest target trip reductions described above would still represent an overall trip reduction of approximately 1,900 trips per day, including approximately 110 trips during the AM peak hour and 180 trips during the PM peak hour, or approximately 10 percent of the proposed project’s trip generation (not “net” trip generation) identified earlier in Table IV.K-6, Project Trip Generation. While achievement of larger trip reduction percentages would be the encouraged, such reductions cannot be guaranteed due to factors previously identified.
(d) Project-Area Transportation Management Organization
In addition to the project-specific TDM programs described above, the proposed project also proposes the formation of a project-area Transportation Management Organization (TMO), which is intended to recruit other nearby developments (both existing and future) in order to coordinate trip reduction programs on a larger scale, and reduce overall traffic volumes in and through the project vicinity. As part of the proposed TMO, some or all of the project-specific TDM trip reduction measures would be extended to include these other projects, or to coordinate and expand existing TDM programs already in place in the project area. A preliminary review of the project site vicinity indicated that over approximately 1,000,000 square feet of general office space immediately adjacent to or within approximately one block of the project site could potentially provide TMO partner developments.
The proposed area TMO Program is envisioned to include a number of programs identified in the project- specific TDM program, including parking cash-outs, carpool/rideshare matching services, transit passes and/or discounts, preferential parking for carpools, guaranteed ride home programs for carpoolers, “flex vehicles” for employee use for meetings/errands during the day, flexible work hours and telecommute programs, bicycle racks and showers/lockers, and other services. These services would become even
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more effective than identified earlier for the proposed project itself, as the overall area TMO participants provide a larger pool of potential employees and resources from which to develop and administer the trip reduction programs. A TMO coordinator shall be selected by the participating partners to provide effective coordination and overall control of the TMO’s trip reduction programs.
Additionally, the proposed TMO program would be expected to include other improvements targeted at increasing overall transit ridership in the project vicinity, beyond simply reducing trips generated by the partner projects themselves. These “non-project” TDM measures could include improvements to the area transit system itself through the funding of new vehicles and/or operators, implementation of new transit stops in and around the project study area, installation of new “smart signage” at existing bus stops to better inform the general public of the available transit options, routes, headways, and expected arrival times of vehicles at each stop. Further, the TMO partner projects could contribute to the implementation of better transit “connectivity” between the existing transit stops and various destinations in the area, including the project itself, through sidewalk improvements, wayfinding signage, and other similar measures. Finally, the TMO program could include funding contributions to key transportation improvements such as the Expo Line Phase II project, which is scheduled to be completed by 2012, with a new station planned along Bundy Drive just south of Olympic Boulevard.
The Applicant has recently approached the UCLA Medical Center in order to explore options to coordinate programs, and doctor and/or patient trips between the project and the UCLA campus, in the event that the medical office facilities in the proposed project are utilized by physicians and/or organizations currently housed at the UCLA facilities. Such cooperative programs could provide patient and/or doctor/staff shuttles or vanpools between the proposed project and UCLA, or otherwise coordinate travel between the two sites to minimize trips.
Further, the Applicant is exploring coordination and/or partnership in trip reduction strategies with the Century City TMO, which has recently unveiled plans for an extensive employer-based trip reduction program within Century City and the surrounding area. As such, the proposed project, as well as a number of other large employers in the immediate vicinity, could become the western connection for a much larger Westside TMO program encompassing the Olympic/Bundy vicinity, UCLA, and Century City, which could contribute substantially to overall traffic reductions along the key corridors in the area.
However, due to the inability to guarantee the actual effects of the programs, or in fact, to specifically define the participants or trip reduction strategies at this time, no “mitigation” improvements to the area travel network have been assumed, although both the TDM and TMO programs are supported by LADOT as a means of improving traffic flow through the study area. As a result, although not indicated in the final intersection operations summaries, these programs are expected to reduce traffic levels throughout the West Los Angeles area.
Many, if not all, of the proposed physical and traffic signal mitigation improvements at the study intersections (including the left-turn phasing and regional freeway ramp/intersection improvements), and even the transit-related signage and/or infrastructure improvements noted as part of the project-specific
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TDM and area wide TMO programs, are considered to be applicable for credit against the required WLA TIMP fees. However, the costs of these improvements are not expected to fully expend the total net TIMP fee amount, and it is anticipated that some of the TIMP fee monies would remain unassigned. Discussions with LADOT have indicated that these unspent TIMP fees be assigned to other capital improvement programs in the West Los Angeles area identified in the WLA TIMP, such as the widening of Bundy Drive between Wilshire Boulevard and Santa Monica Boulevard.
(e) Local/Neighborhood Streets Traffic
In addition to the potential traffic impacts identified at the 64 study intersections, traffic generated by the proposed project could potentially result in significant impacts to two of the nearby residential streets: Nebraska Avenue immediately north of the project site, between Centinela Avenue and Bundy Drive (two segments were analyzed, with both significantly impacted), and Missouri Avenue east of Bundy Drive.9 The access-restricted (employee and/or emergency only) driveway along Nebraska Avenue would be anticipated to exhibit total AM peak hour volumes of approximately 6 trips (2 inbound trips and 4 outbound trips), while during the PM peak hour, this driveway could be expected to accommodate a total of about 7 trips (4 inbound trips and 3 outbound trips). Therefore, in order to address the proposed project’s potential impacts to these roadways, it is recommended that the proposed project develop and implement a neighborhood traffic intrusion reduction program.
The recommended residential street traffic protection program would be targeted primarily toward reducing project-specific traffic utilization of the impacted streets, but could also include programs or elements to reduce overall “cut-through” traffic on these local/residential roadways. The following measure is recommended to mitigate potential traffic intrusion generated by the proposed project onto the area local/residential streets.
(K-24) Local/Residential Traffic Intrusion Protection Program – The proposed project, in coordination with LADOT, shall develop a program to reduce or prevent traffic intrusion into the neighborhoods surrounding the project site. The program may include physical measures such as additional STOP signs and/or speed humps, or access control measures like full or partial cul-de-sacs, chokers, or other barriers, or restriction of turning movements at the project’s driveways or to/from major streets. It is recommended that the project Applicant make a voluntary contribution of $200,000 to establish a fund from which detailed studies and recommendations regarding specific program elements and locations for their implementation.
While a specific neighborhood protection program has not been identified, two key components should be included in any final plan. First, the proposed project is anticipated to
9 Although two local/residential streets would be impacted, as previously outlined in Table IV.K-11, a total of 10 street segments were analyzed on eight local/residential streets as part of the Traffic Study.
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significantly impact Nebraska Avenue, in part due to the expected use of the existing easement/driveway located on Nebraska Avenue west of Bundy Drive. This driveway is currently used as a full service access point for existing development to the north of the project site, which is not under the control of the project applicant. As a result, modification of the operations of this driveway to reduce traffic volumes on Nebraska Avenue west of the driveway, such as redesign of the driveway to physically prevent entry and exit to and from Nebraska Avenue west of the driveway, are beyond the control of the project. Additionally, this location is envisioned primarily as a controlled (key-card or other device) employee/emergency vehicle access point, and project traffic volumes here are not anticipated to be substantial. However, traffic movements into and out of the project site via the easement accessing the Nebraska Avenue driveway could be monitored, and if significant project traffic is unexpectedly using this access point, measures to fully eliminate travel between the project site and Nebraska Avenue could be implemented.
The other significant project impact to local/residential streets occurs along Missouri Avenue, east of Bundy Drive. Missouri Avenue provides a signalized intersection opposite the project’s northern Bundy Drive driveway. It is anticipated that some traffic from the residential neighborhoods bounded by Santa Monica and Olympic Boulevards between Bundy Drive and the San Diego Freeway will utilize Missouri Avenue to access the site. In order to address this potential impact, it is recommended that the traffic signal at Bundy Drive and Missouri Avenue be timed to restrict vehicular access “through” the intersection and into the project site, by providing a longer “red phase” signal cycle length for the through move to discourage project traffic from using this street to access the project site. Additionally, as described earlier, a “courtesy shuttle” through these neighborhoods could reduce the amount of resident traffic using Missouri Avenue to access the retail, specialty market, and medical office uses on the project site.
These two measures are not intended as the sole components of the neighborhood protection program, although they address the only identified significant impacts to residential streets in the area. Other measures, to be determined through cooperation with LADOT, the local Council Office, and representatives of the local neighborhood associations, may further reduce project traffic impacts to other streets in the neighborhood, and provide additional solutions to the potential local/residential street impacts as identified.
(f) CMP Arterial Monitoring Intersection Impacts
The proposed project could generate potential significant impacts at three of the area CMP arterial intersection monitoring locations, based on the LADOT significant impact criteria, which is more stringent than the CMP criteria. Two of these locations, Wilshire Boulevard and 26th Street, and Santa Monica Boulevard and Cloverfield Boulevard, are located in the City of Santa Monica, and are within the general area proposed for new traffic signal coordination as part of the project’s overall traffic impact mitigation package, as described earlier in this section. Both of these intersections are considered to be
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candidates signal system coordination, as they are located along key transportation corridors, and currently do not exhibit any advanced signal synchronization.
The third CMP intersection impact is also located within the Santa Monica, at Pico Boulevard and Lincoln Boulevard, but is outside the more immediate project study area envisioned for the signal synchronization network improvements described above. However, the proposed project’s potential significant impact at this location can be reduced to less than significant levels through a restriping of northbound Lincoln Boulevard to install an exclusive right-turn only lane on this approach. Appropriate traffic signal equipment modifications should also be implemented in order to install this measure. It should be noted that if the CMP-specific impact evaluation criteria were utilized, two of the potentially impacted CMP intersections, Santa Monica Boulevard and Cloverfield Boulevard and Pico Boulevard and Lincoln Boulevard, would not be considered significant, and no mitigation would be required for these intersections.
(K-25) Restripe Lincoln Boulevard to the north such that a right-turn only lane is established.
Utilities
Wastewater
Impacts
The project site is served by the existing vitrified clay pipe (VCP) 8-inch and 18-inch sewer lines in Bundy Drive and Olympic Boulevard respectively. The sewage from the 8-inch line flows to a 24-inch pipe in Centinela Avenue, then into a 24-inch pipe in Carmelina Avenue before discharging to a 30-inch pipe in Granville Avenue. The 18-inch sewer lines flow to a 24-inch pipe in Bundy Drive Alley, then discharges into a 30-inch pipe in Granville Avenue. It is anticipated that the local wastewater infrastructure serving the project site could adequately accommodate the increased flow of approximately 135,806 gallons per day (gpd) (0.136 million gpd) of wastewater from the proposed project and no expansion of existing or construction of new wastewater conveyance infrastructure would be required to serve the proposed project. Therefore, impacts with respect to local wastewater infrastructure would be less than significant.
It is anticipated that the Hyperion Treatment Plant, which provides wastewater treatment for the City, would be able to accommodate wastewater generated by the proposed project. Therefore, impacts with respect to wastewater treatment facilities would be less than significant.
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Water Supply
Impacts
Water Supply
The proposed project would result in a net demand of approximately 178,896 gpd (200.4 AFY) of water. According to a Water Supply Assessment performed for the proposed project adequate water supplies would be available to meet the water demands of the proposed project. The LADWP anticipates that the projected water demands from the proposed project could be met during normal, single-dry, and multiple- dry water years, in addition to the existing and planned future demands on the LADWP. As such, no new or expanded water supplies would be necessary for the operation of the proposed project and a less-than- significant impact would occur
(a) Water Treatment Facilities
The Los Angeles Aqueduct Filtration Plant (LAAFP) in Sylmar treats most of the water delivered to residences and businesses in Los Angeles. The LAAFP has a design capacity of 600 million gallons per day (mgd), and the average plant flow is approximately 450 mgd in non-summer months and 550 mgd during summer months. The remaining capacity of the LAAFP is, therefore, approximately 150 mgd or 25 percent of its total capacity. The proposed project’s additional treatment demand of approximately 178,896 gpd (0.179 mgd) could, therefore, be accommodated by the LAAFP, and no significant impacts would occur with respect to potable water quality.
(b) Local Water Infrastructure
Water service is provided to the project site by a 12-inch water line in Bundy Drive and 6-inch water line in Olympic Boulevard. The water lines currently operate with no known deficiencies. Therefore, it is anticipated that the local water infrastructure serving the project site could adequately accommodate the net demand of approximately 200 AFY of water, and no expansion of existing or construction of new water conveyance infrastructure would be required to serve the proposed project. As such, the proposed project would have no impact on water infrastructure.
(c) Fire Flow
The Los Angeles Fire Department (LAFD) has determined that the overall fire flow requirement for the proposed project is 4,000 gpm from four fire hydrants flowing simultaneously with a 20 PSI minimum residual pressure. The LAFD has further stated that this flow can be met by the existing water system serving the project site. Therefore, as current water pressure and availability in the project area are sufficient to meet the LAFD’s existing fire flow requirements, no impacts related to fire flow requirements would occur.
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Although the proposed project would have a less-than-significant impact on water supply, the following mitigation measures may be implemented to ensure compliance with Sections 121.00 through 122.00 of the LAMC.
Mitigation Measures
(L-1) The project developer shall ensure that the landscape irrigation system be designed, installed and tested to provide uniform irrigation coverage. Sprinkler head patterns shall be adjusted to minimize over spray onto walkways and streets.
(L-2) The project developer shall install either a “smart sprinkler” system to provide irrigation for the landscaped areas or, at a minimum, set automatic irrigation timers to water landscaping during early morning or late evening hours to reduce water losses from evaporation. Irrigation run times for all zones shall be adjusted seasonally, reducing water times and frequency in the cooler months (fall, winter, spring). Sprinkler timer run times shall be adjusted to avoid water runoff, especially when irrigating sloped property.
(L-3) The project developer shall select and use drought-tolerant, low-water-consuming plant varieties to reduce irrigation water consumption.
(L-4) The project developer shall install low-flush water toilets and water-saving showerheads in new construction. Low-flow faucet aerators should be installed on all sink faucets.
(L-5) High efficiency toilets (1.28 gallons per flush or less, includes dual flush);
(L-6) High efficiency urinals (0.5 gallons per flush or less, includes waterless);
(L-7) Restroom faucet flow rate of 1.5 gallons per minute or less;
(L-8) Public restroom self-closing faucets;
(L-9) Showerhead flow rate of 2.0 gallons per minute or less;
(L-10) Limit of one showerhead per shower stall;
(L-11) High efficiency clothes washers (water factor 6.0 or less);
(L-12) High efficiency dishwashers (Energy Star rated);
(L-13) Domestic water heating system located in close proximity to point(s) of use, as feasible; use of tankless and on-demand water heaters as feasible;
(L-14) Cooling towers shall be operated at a minimum of 5.5 cycles of concentration;
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(L-15) Onsite water recycling systems shall be required for wastewater discharge from commercial laundries, dye houses, food processing, and certain manufacturing operations (subject to a payback threshold of five years or less); all water recycling system for all new car wash facilities shall be mandated.;
(L-16) Irrigation system requirements:
(a) Weather-based irrigation controller with rain shutoff;
(b) Flow sensor and master valve shutoff (large landscapes);
(c) Matched precipitation (flow) rates for sprinkler heads;
(d) Drip/microspray/subsurface irrigation where appropriate;
(e) Minimum irrigation system distribution uniformity of 75 percent;
(f) Proper hydro-zoning, turf minimization and use of native/drought tolerant plant materials; and
(g) Use of landscape contouring to minimize precipitation runoff.
(L-17) Metering requirements;
(a) All dwelling units/commercial spaces shall include individual meters and billing for water use; and
(b) All irrigated landscapes of 5,000 square feet or more shall include separate meters or submeters.
(L-18) Mandated use of recycled water (where available) for appropriate end uses (irrigation, cooling towers, sanitary); and
(L-19) Required compliance with all City of Los Angeles SUSMP requirements, and encouraging the implementation of BMPs that have stormwater recharge or reuse benefits.
Solid Waste
Impacts
Construction activities generate a variety of waste including recyclable waste which mainly consists of wood waste, drywall, metal, paper, and cardboard. The demolition of existing on-site structures and construction of the proposed project would generate approximately 25,849 tons of solid waste throughout the construction phase (21,649 tons during demolition plus 4,200 tons during construction). Assuming that construction would occur over 20 days each month, the proposed project would dispose of
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approximately 43 tons of solid waste per day. The remaining combined daily intake of the Sunshine Canyon Landfill and Chiquita Canyon Landfill is 7,414 tons per day. As such, the landfills would have adequate capacity to accommodate the average daily construction waste (43 tons) generated by the proposed project over its 2.5-year construction period. Therefore, a less-than-significant impact associated with demolition and construction waste would occur.
Operation of the proposed project would result in ongoing generation of solid waste. During operation, the proposed project is anticipated to generate approximately 13,691 pounds (7 tons) of solid waste per day. The Sunshine Canyon Landfill can receive the additional 6,452 tons per day before it reaches its permitted daily capacity. The Chiquita Canyon Landfill has a remaining daily capacity intake of 1,060 tons. If the entire 7 tons per day of solid waste generated by the proposed project were disposed of in the Sunshine Canyon Landfill, it would have more than enough permitted capacity to accommodate this additional contribution of solid waste per day. As such, operation of the proposed project would result in less-than-significant impacts to solid waste facilities. Nonetheless, the mitigation measures below may be implemented to further reduce the less-than-significant impacts to solid waste facilities.
Mitigation Measures
(L-20) The contractor shall contract for waste disposal services with a company that recycles construction-related wastes.
(L-21) To facilitate the onsite separation and recycling of construction-related wastes, the construction contractor shall provide temporary waste separation bins on-site during construction.
The following mitigation measure is recommended to further reduce the proposed project’s less-than- significant long-term solid waste impacts:
(L-22) To support recycling of operational wastes, the proposed project shall include a residential recycling program.
Proposed Project Impacts Summary
Table I-1, Proposed Project Impacts Summary, on page I-59, provides a summary of the significance level of the potential environmental impacts addressed in Section IV, Environmental Impact Analysis.
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Table I-1 Proposed Project Impacts Summary
Issue Area Level of Impact Aesthetics Visual Character Less Than Significant Light and Glare Less Than Significant Shade/Shadow No Impact Air Quality Construction Emissions Significant and Unavoidable Operational Emissions Significant and Unavoidable Localized CO Emissions Less Than Significant Energy Electricity Less Than Significant* Natural Gas Less Than Significant Geology and Soils Less Than Significant with Mitigation Hazards/Hazardous Materials Less Than Significant with Mitigation Land Use and Planning Land Use Compatibility Less Than Significant* Land Use Consistency Less Than Significant Noise Construction Noise and Vibration Significant and Unavoidable Operational Noise Less Than Significant with Mitigation Population and Housing Less Than Significant Public Services Fire Protection Less Than Significant* Police Protection Less Than Significant* Schools Less Than Significant* Recreation and Parks Less Than Significant* Libraries Less Than Significant* Transportation/Traffic Construction Less Than Significant Operational Significant and Unavoidable Utilities and Service Systems Wastewater Less Than Significant Water Supply Less Than Significant* Solid Waste Less Than Significant* * Impacts are less than significant without mitigation. However, mitigation measures are recommended to further reduce the less-than-significant impacts.
Source: Christopher A. Joseph & Associates, March 2009.
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