Recreational land uses are considered moderately sensitive to air pollution. Although exposure periods are generally short, exercise places a high demand on respiratory functions, which can be impaired by air pollution. In addition, noticeable air pollution can detract from the enjoyment of recreation. Based on a review of the range of existing land uses in the Plan Area vicinity, residences, schools, recreation areas, and hospitals/medical facilities have been identified as air quality sensitive receptors.
1 California Air Resources Board. Sensitive Receptor Assessment. Available online at: https://ww2.arb.ca.gov/capp- resource-center/community-assessment/sensitive-receptor-assessment. 2 Office of Environmental Health Hazard Assessment and The American Lung Association of California. Air Pollution and Children’s Health. Available online at: https://oehha.ca.gov/media/downloads/faqs/kidsair4-02.pdf.
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3.2.2 REGULATORY FRAMEWORK
Air quality within the SCAB is addressed through the efforts of various federal, state, regional, and local government agencies. These agencies work jointly, as well as individually, to improve air quality through legislation, regulations, planning, policy making, education, and other programs. The agencies primarily responsible for improving the air quality within the SCAB include the U.S. Environmental Protection Agency (U.S. EPA), CARB, Southern California Association of Governments (SCAG), SCAQMD , and the City of Compton.
3.2.2.1 Federal Regulations
U.S. Environmental Protection Agency
The U.S. EPA is responsible for enforcing the federal Clean Air Act (CAA) and the National Ambient Air Quality Standards (NAAQS). These standards identify levels of air quality for seven criteria pollutants:
ozone (O
3), carbon monoxide (CO), nitrogen dioxide (NO 2), sulfur dioxide (SO 2), respirable particulate matter (PM10), fine particulate matter (PM 2.5), and lead (Pb). The prescribed levels are considered to be the maximum levels of ambient (background) air pollutants determined to be safe (with an adequate margin of safety) for the public health and welfare.
The 1990 CAA Amendments were enacted to better protect the public’s health and create more efficient methods of lowering pollutant emissions. The major areas of improvement addressed in the amen dments include air basin designations, automobile/heavy-duty engine emissions, and toxic air pollutants. The U.S.
EPA designates air basins as being in attainment or nonattainment for each of the seven criteria pollutants.
Nonattainment air basins are rank ed (marginal, moderate, serious, severe, or extreme) according to the degree of nonattainment. An air basin in nonattainment is then required to submit a State Implementation Plan (SIP) that describes how the state will achieve federal standards by specified dates. The Los Angeles County portion of the SIP consists of the South Coast Air Quality Management Plan (discussed later in this EIR section) and is governed by the South Coast Air Quality Management District . The extent of a given SIP depends on the severity of the air quality condition within the state or specific air basin. The status of the SCAB with respect to attainment with the NAAQS is summarized in Table 3.2-4, National Ambient Air Quality Standards and Status – South Coast Air Basin.
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Table 3.2-4
National Ambient Air Quality Standards and Status
South Coast Air Basin
Pollutant Designation/Classification
Ozone (O3) Nonattainment
Carbon Monoxide (CO) Attainment
Nitrogen Dioxide (NO2) Attainment
Sulfur Dioxide (SO2) Attainment
Respirable Particulate Matter (PM10) Attainment
Fine Particulate Matter (PM2.5) Non-Attainment
Lead (Pb) Non-Attainment (Partial)1
Source: SCAQMD. 2016. National Ambient Air Quality Standards (NAAQS) and California Ambient Air Quality Standards (CAAQS) Attainment Status for the SCAB.
1 The Los Angeles County portion of the SCAB is designated as a non-attainment area for the federal lead standard on the basis of source-specific monitoring at two locations as determined by U.S. EPA using 2007 -2009 data. However, all stations in the SCAB, including the near -source monitoring in Los Angeles County, have remained below the lead NAAQS for the 2012 through 2015 period. The SCAQMD will request that the U.S. EPA re-designated the Los Angeles County portion of the SCAB as attainment for lead.
In response to rapid population growth and the associated rise in motor vehicle operations, the 1990 CAA Amendments addressed tailpipe emissions from automobiles, heavy-duty engines, and diesel fuel engines.
The amendments established more stringent standards for hydrocarbons, nitrogen oxides (NO X), and CO emissions in order to reduce the ozone and carbon monoxide levels in heavily populated areas. Under the 1990 Amendments, new fuels were required to be less volatile, contain less sulfur (particular to diesel fuels), and have higher levels of oxygenates (oxygen-containing substances to improve fuel combustion). The U.S.
EPA also has regulatory and enforcement jurisdiction over emission sources beyond state waters (outer continental shelf), and sources that are under the exclusive authority of the federal government, such as aircraft, locomotives, and interstate trucking. Due to the lack of a substantial reduction in toxic emissions under the 1977 CAA, the 1990 CAA Amendments listed 189 hazardous air pollutants (HAPs), which are carcinogenic, mutagenic, and/or reproductive toxicants, to be reduced. This program (the 1990 CAA Amendments) involves locating all major (greater than 10 tons/year) and area emission sources and implementing Maximum Achievable Control Technology (MACT) to reduce HAP emissions and their associated health impacts.
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3.2.2.2 State Regulations
California Air Resources Board
The CARB, a branch of the California Environmental Protection Agency (Cal/EPA), oversees air quality planning and control throughout California. It is primarily responsible for ensuring the implementation of the California Clean Air Act (CCAA), responding to federal CAA requirements, and regulating emissions from motor vehicles and consumer products within the state. In addition, CARB also sets health- based air quality standards and control measures for toxic air contaminants (TACs). However, CARB ’s research primarily focuses on automobile emissions, as they are the largest contributor to air pollution in California.
Under the 2013 Clean Air Act Waiver, CARB established new standards for vehicles sold in California and for various types of equipment available commercially. It also sets fuel specifications to further reduce vehicular emissions. However, in September 2019, the Trump Administration announced the One National Program Rule on Federal Preemption of State Fuel Economy Standards, which revoked the 2013 Clean Air Act Waiver and asserted that only the federal government may set fuel economy standards. 3 The CCAA established a legal mandate for air basins to achieve the California ambient air quality standards by the earliest practicable date. These standards apply to the same seven criteria pollutants as the federal CAA and also include sulfates, visibility- reducing particles, hydrogen sulfide, and vinyl chlor ide. State standards are more stringent than the federal standards, and in the case of PM10 and SO 2, far more
stringent.
CARB supervises and supports the regulatory activities of local air quality districts and monitors ambient air quality itself. Health and Safety Code Section 39607(e) requires CARB to establish and periodically review area designation criteria. These designation criteria provide the basis for CARB to designate areas of the state as “attainment,” “nonattainment,” or “unclassified” accordi ng to state standards. In addition, Health and Safety Code Section 39608 requires CARB to use the designation criteria to classify areas of California and to annually review those area designations. CARB makes area designations for 10 criteria pollutants:
O
3, CO, NO 2, SO 2, PM 10, PM 2.5, sulfates, lead, hydrogen sulfide, and visibility -reducing particles. The status of the SCCAB with respect to attainment under the CAAQS is summarized in Table 3.2-5, California Ambient Air Quality Standards and Status – South Coast Air Basin.
3 U.S. EPA. 2019. Trump Administration Announces One National Program Rule on Federal Preemption of State Fuel Economy Standards. Available online at: https://www.epa.gov/newsreleases/trump-administration-announces- one-national-program-rule-federal-preemption-state-fuel, accessed November 12, 2019.
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Table 3.2-5
California Ambient Air Quality Standards and Status
South Coast Air Basin
Pollutant Designation/Classification
Ozone (O3) Nonattainment
Carbon Monoxide (CO) Attainment
Nitrogen Dioxide (NO2) Attainment
Sulfur Dioxide (SO2) Attainment
Respirable Particulate Matter (PM10) Nonattainment
Fine Particulate Matter (PM2.5) Nonattainment
Lead (Pb)1 Attainment
Sulfates (SO4) Attainment
Source: SCAQMD. 2016. National Ambient Air Quality Standards (NAAQS) and California Ambient Air Quality Standards (CAAQS) Attainment Status for the SCAB.
2 CARB has identified lead and vinyl chloride as “toxic air contaminants” with no threshold level of e xposure for adverse health effects determined.
3.2.2.3 Local Regulations
Local government s, such as the City of Compton, have the authority and responsibility to reduce air pollution through their police power and land use decision- making authority. Specifically, local governments are responsible for the mitigation of emissions resulting from land use decisions and for the implementation of transportation control measures as outlined in the Air Quality Management Plan (AQMP). The AQMP assigns local governments certain responsibilities to assist the SCAQMD in meeting air quality goals and policies. In general, a first step t oward implementation of a local government’s responsibility is accomplished by identifying air quality goals, policies, and implementation measures in its general plan. Through capital improvement programs, local governments can fund infrastructure that contributes to improved air quality by requiring such improvements as bus turnouts, energy- efficient streetlights, and synchronized traffic signals. In accordance with California Environmental Quality Act (CEQA) requirements and the CEQA review process, local governments assess air quality impacts, require mitigation of potential air quality impacts by conditioning discretionary permits, and monitor and enforce implementation of such mitigation.
South Coast Air Quality Management District
The SCAQMD is the air pollution control district for Orange County and the non- desert portions of Los Angeles, Riverside, and San Bernardino Counties. The agency’s primary responsibility is ensuring that the
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SCAB region meets attainment for the federal and state standards. The SCAQMD is responsible for preparing an air quality management plan in order to meet federal attainment status. The SCAQMD is also responsible for adopting and enforcing rules and regulations concerning air pollutant sources, issuing permits for stationary sources of air pollutants, inspecting stationary sources of air pollutants, responding to citizen complaints, monitoring ambient air quality and meteorological conditions, awarding grants to reduce motor vehicle emissions, and conduct ing public education campaigns, as well as many other activities. All projects are subject to SCAQMD rules and regulations in effect at the time of construction.
SCAQMD Rules and Regulations
The following is a list of noteworthy SCAQMD rules that are requi red of construction activities associated with the proposed project:
• Rule 402 (Nuisance) – This rule prohibits the discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoya nce to any considerable number of persons or to the public, or which endanger the comfort, repose, health, or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property. This rule does not apply to odors emanating from agricultural operations necessary for the growing of crops or the raising of fowl or animals. • Rule 403 (Fugitive Dust) – This rule requires fugitive dust sources to implement best available control measures for all sources, and all forms of visible particulate matter are prohibited from crossing any property line. This rule is intended to reduce PM10 emissions from any transportation, handling, construction, or storage activity that has the potential to generate fugit ive dust. PM10 suppression techniques are summarized below.
− Portions of a construction site to remain inactive longer than a period of three months will be seeded and watered until grass cover is grown or otherwise stabilized. − All on-site roads will be paved as soon as feasible or watered periodically or chemically stabilized. − All material transported off -site will be either sufficiently watered or securely covered to prevent excessive amounts of dust.
− The area disturbed by clearing, grading, earthmoving, or excavation operations will be minimized at all times.
− Where vehicles leave a construction site and enter adjacent public streets, the streets will be swept daily or washed down at the end of the work day to remove soil tracked onto the paved surface.
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• Rule 1113 (Architectural Coatings) – This rule requires manufacturers, distributors, and end- uses of architectural and industrial maintenance coatings to reduce ROG emissions from the use of these coatings, primarily by placing limits on the ROG content of various coating categories.
South Coast Air Quality Management Plan
Under State law, the SCAQMD is required to prepare a plan for air quality improvement for pollutants for which the SCAB is in non-attainment under the NAAQS. The SCAQMD updates the plan every three years.
Each iteration of the SCAQMD’s Air Quality Management Plan (AQMP) is an update of the previous plan and has a 20-year horizon. The latest AQMP was adopted on March 3, 2017. It incorporates new scientific data and notable regulatory actions t hat have occurred since adoption of the 2012 AQMP, including the approval of the new federal 8-hour ozone standard of 0.070 ppm that was finalized in 2015.
The AQMP addresses several State and federal planning requirements and incorporates new scientific information, primarily in the form of updated emissions inventories, ambient measurements, and meteorological air quality models. The Southern California Association of Governments’ (SCAG) projections for socio- economic data (e.g., population, housing, empl oyment by industry) and transportation activities from the 2016 Regional Transportation Plan/Sustainable Communities Strategy (2016 RTP/SCS) are integrated into the AQMP. While SCAG adopted the updated 2020 -2045 RTP/SCS in September 2020, it has not been incorporated into an adopted air quality plan. The AQMP builds upon the approaches taken in the 2012 AQMP for the attainment of federal PM and ozone standards and highlights the significant amount of reductions to be achieved. It emphasizes the need for int eragency planning to identify additional strategies to achieve reductions within the timeframes allowed under the federal Clean Air Act, especially in mobile sources. The AQMP also includes a discussion of emerging issues and opportunities, such as fugitive toxic particulate emissions, zero emission mobile source control strategies, and the interacting dynamics among climate, energy, and air pollution. The AQMP also demonstrates strategies for attainment of the new federal 8 -hour ozone standard and vehicle miles travelled (VMT) emissions offsets, pursuant to recent U.S. EPA requirements.
Southern California Association of Governments
The Southern California Association of Governments ( SCAG) is a council of governments for the six Counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. As a regional planning agency, SCAG serves as a forum for regional issues relating to transportation, the economy, community development, and the environment. SCAG also serves as the regional clearingh ouse for projects requiring environmental documentation under federal and state law. In this role, SCAG reviews projects to analyze their impacts on SCAG’s regional planning efforts.
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Although SCAG is not an air quality management agency, it is responsible for several air quality planning issues. Specifically, as the designated Metropolitan Planning Organization (MPO) for the Southern California region, it is responsible for providing current population, employment, travel, and congestion projections for regional air quality planning efforts and for determining conformity with the applicable air quality management plan, pursuant to Section 176(c) of the 1990 CAA Amendments. It is required to quantify and document the demographic and employment factors influencing expected transportation demand, including land use forecasts. Pursuant to California Health and Safety Code Section 40460 (b), SCAG is also responsible for preparing and approving portions of the basin’s air quality management plans relating to demogr aphic projections, and integrated regional land use, housing, employment, and transportation programs, measures, and strategies. Though the most recent population, housing, and transportation measures and strategies are contained in the Connect SoCal Plan the current air quality management plan was based on the SCAG growth forecasting.
City of Compton General Plan
The following goals and policies of the City of Compton General Plan are applicable to the Specific Plan.
Air Quality Element Goal 1. Reduce automobile use.
Policy 1.1. The City of Compton will implement programs that reduce automobile use by City employees.
Policy 1.2. The City of Compton will implement programs that reduce automobile use by City residents.
Policy 1.3. The City of Co mpton will ensure that new large -scale developments incorporate features that facilitate alternative forms of transportation.
Policy 1.4. The City of Compton will increase ridership on the local transit system making it more user -friendly by providing saf e, attractive place to wait that include route maps.
Air Quality Element Goal 2. Reduce peak-hour roadway congestion.
Policy 2.1. The City of Compton will encourage truck operations to divert peak hour travel, whenever feasible, to off -peak periods to reduce roadway congestion and associated emissions.
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Policy 2.2. The City of Compton will encourage local facilities to receive truck deliveries in off-peak hours.
Air Quality Element Goal 3. Reduce emissions associated with vehicle miles traveled by provid ing balance of jobs and housing.
Policy 3.1. The City of Compton will support economic development policies which promote opportunities for business attraction within the City.
Policy 3.2. The City of Compton will support economic development policies which promote a balance of shopping and services necessary for the City’s residential sector.
Air Quality Element Goal 4. Reduce emissions associated with energy consumption.
Policy 4.1. The City of Compton will support the use of energy -efficient equipment and design in City facilities and infrastructure.
Policy 4.2. The City of Compton will encourage incorporation of energy features, including passive solar, in the construction and rehabilitation of new and existing structures.
Policy 4.3. The City of C ompton will support recycling program which reduce emissions associated with manufacturing and waste disposal.
Policy 4.4. The City of Compton will encourage the use of lower -emission alternate fuels in city-owned vehicles.
Air Quality Element Goal 5. Reduce air pollution emissions and impacts through site planning and building design.
Policy 5.1. The City of Compton will support the use of low polluting construction materials and coatings.
Policy 5.2. The City of Compton will provide, to the maximum extent feasible, for the separation of sensitive receptors, such as schools and hospitals, from sources of toxic emissions.
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Policy 5.3. The City of Compton will encourage the design of new commercial developments to emphasize access to walking, bicycling, and public transportation.
Policy 5.4. The City of Compton will standardize air quality review procedures for all new developments.
Policy 5.5. The City of Compton will reduce the exposure of sensitive receptors to dust and odors to the extent feasible.
Air Quality Element Goal 6. Maximize the effectiveness of air quality control programs through coordination with other governmental units.
Policy 6.1. The City of Compton will participate in the SCAQMD development process on regulations that impact the City of Compton to ensure that city concerns are resolved early in the process.
Policy 6.2. The City of Compton will participate in regional air quality plan development to ensure that issues affecting Compton are considered when developing local government measures and that legislation improving regional air quality that does not adversely impact Compton, is supported.
Policy 6.3. The City of Compton wil l participate with neighboring cities in efforts to improve regional and sub-regional transit.
Policy 6.4. The City of Compton will require new local commercials and industrial establishments to demonstrate that SCAQMD permits have been obtained.
Health Goal 12. Provide for a reduction in localized air pollution and Greenhouse Gas emissions in the City of Compton to promote healthier lifestyles.
Health Policy 12.1. The City will partner with the SCAQMD to identify programs that will improve air quality, including reducing vehicle trips from automobiles and trucks to and through the city.
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Health Policy 12.2. The City will develop a policy to utilize alternative fueled vehicles and zero emission vehicles in the City’s vehicle fleet where practical to reduce vehicle emissions and reduce the City’s carbon footprint.
Health Policy 12.3. The City will examine ways to reduce pollution from existing industrial businesses while maintaining economic development, including studying city-sponsored incentives that pr omote encourage “green” industrial development and the installation of manufacturing or other industrial equipment that reduces pollution.
Health Policy 12.4. The City will consider implementing a Clean Truck program similar to the Ports of Los Angeles and Long Beach that would encourage the use of low- emission and zero-emission trucks for goods movements through and into the City of Compton. This analysis should consider incentives that the City and other agencies can implement under the City’s authority as a charter city.
Health Policy 12.5. The City will revise zoning regulations to avoid siting new sensitive land uses (such as residences, schools, daycare centers, playgrounds, or medical facilities) within 500 feet of a freeway, or urban roads with more than 100,000 vehicles/day.
Health Policy 12.6. The City will revise zoning regulations to avoid siting new sensitive land uses within 1,000 feet of distribution centers, rail yards, and chrome platers.
Health Policy 12.7. The City will consult with the California Air Resource Board or other air district prior to siting sensitive uses within 1,000 feet of distribution centers, rail yards, and chrome platers.
Health Policy 12.8. The City will create zoning regulations that buffer residential us es from air pollution from major travel corridors, including requirements to modify site designs to buffer residents from local air pollution hot spots and changes to building codes to reduce indoor air pollution.
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3.2.3 THRESHOLDS OF SIGNIFICANCE
The following thresholds for determining the significance of impacts related to air quality are based on the environmental checklist form contained in Appendix G of the most recent update of the CEQA Guidelines.
Adoption and/or implementation of the Compton TOD Specific Plan could result in significant impacts to air quality, if any of the following would occur:
• Conflict with or obstruct implementation of the applicable air quality plan, • Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard • Expose sensitive receptors to substantial pollutant concentrations, or • Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.
The State CEQA Guidelines (Section 15064.7) provide that, when available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make determinations of significance. The potential air quality impacts of the proposed project are, therefore, evaluated according to thresholds developed by the SCAQMD, which are discussed below.
3.2.3.1 SCAQMD Thresholds
AQMP Consistency
Criteria for determining consistency with the AQMP are defined in Chapter 12, Section 12.2 and Section
12.3 of the SCAQMD’s 1993 CEQA Air Quality Handbook, and include the following:
• Consistency Criterion No. 1 : The proposed project will not result in an increase in the frequency or severity of an existing air quality violation, or cause or contribute to new violations, or delay the timely attainment of air quality standards or the interim emissions reductions specified in the AQMP. • Consistency Criterion No. 2: The proposed project will not exceed the assumptions in the A QMP or increments based on the years of the project build-out phase.
The SCAQMD recommends quantitative regional significance thresholds for temporary construction activities and long- term project operation in the SCAB, shown in Table 3.2- 6, SCAQMD Regiona l Significance Thresholds.
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Table 3.2-6
SCAQMD Regional Significance Thresholds
Pollutant Construction Thresholds
(Pounds per day)
Operational Thresholds
(Pounds per day)
Volatile Organic Compounds (VOC) 75 55
Nitrogen Oxides (NOX) 100 55
Carbon Monoxide (CO) 550 550
Sulfur Oxides (SOX) 150 150
Respirable Particulates (PM10) 150 150
Fine Particulates (PM2.5) 55 55
Source: SCAQMD. 2019. South Coast AQMD Air Quality Significance Thresholds. Available at: http://www.aqmd.gov/docs/default- source/ceqa/handbook/scaqmd-air-quality-significance-thresholds.pdf
Localized Significance Thresholds
In addition to the above regional thresholds, the SCAQMD has developed Localized Significance Thresholds (LSTs) in response to the Governing Board’s Environmental Justice Enhancement Initiative (1 - 4), which was prepared to update the CEQA Air Quality Handbook (1993). LSTs were devised in response to concern regarding exposure of individuals to criteria pollutants in local communities and have been developed for NO
x, CO, PM10, and PM2.5. LSTs represent the maximum emissions from a project that will not cause or contribute to an air quality exceedance of the most stringent applicable federal or state ambient air quality standard at the nearest sensitive receptor, taking into c onsideration ambient concentrations in each source receptor area (SRA), distance to the sensitive receptor, and project size. LSTs have been developed for emissions generated in construction areas up to five acres in size. However, LSTs only apply to emiss ions in a fixed stationary location and are not applicable to mobile sources, such as cars on a roadway. As such, LSTs are typically applied only to construction emissions because most operational emissions are associated with project- generated vehicle tri ps. Table 3.2-7 , SCAQMD LSTs for Construction Emissions in SRA 12, shows the LST’s for each pollutant for SRA 12 - South Central LA County.
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Table 3.2-7
SCAQMD LSTs for Construction Emissions in SRA 12
Pollutant Localized Significance Thresholds
1 acre at 25 meters 2 acres at 25 meters 5 acres at 25 meters Nitrogen Oxides (NOx) 46 lbs/day 65 lbs/day 98 lbs/day
Carbon Monoxide (CO) 231 lbs/day 346 lbs/day 630 lbs/day Respirable Particulates (PM10) 4 lbs/day 7 lbs/day 13 lbs/day Fine Particulates (PM2.5) 3 lbs/day 4 lbs/day 7 lbs/day
Source: South Coast Air Quality Management District. 2009. Final Localized Significance Threshold Methodology, Appendix C – Mass Rate LST Looks-Up Tables. Available at: http://www.aqmd.gov/docs/default-source/ceqa/handbook/localized-significance-thresholds/appendix-c-mass-rate- lst-look-up-tables.pdf?sfvrsn=2
Carbon Monoxide Hotspots
A CO hotspot is a localized concentration of CO that is above a CO ambient air quality standard. Localized CO hotspots can occur at intersections with heavy peak hour traffic. Specifically, hotspots can be created at intersections where traffic levels are sufficiently high such that the local CO concentration exceeds the federal 1-hour standard of 35.0 parts per million (ppm) or the federal and State 8-hour standard of 9.0 ppm.
Toxic Air Contaminants
CARB’s Air Quality and Land Use Handbook (2005) provides recommendations regarding the siting of new sensitive land uses near potential sources of air toxic emissions (e.g., freeways, distribution centers, rail yards, ports, refineries, chrome plating facilities, dry cleaners, and gasoline dispensing facilities). SCAQMD published similar recommendations in its Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning (2005). Together, the CARB and SCAQMD guidelines recommend siting distances both for the development of sensitive land uses in proximity to TAC sources and for the addition of new TAC sources in proximity to existing sensitive land uses.
Odors
According to the SCAQMD CEQA Air Quality Handbook (1993) land uses associated with odor complaints to be agricultural uses, wastewater treatment plants, chemical and food processing plants, composting, refineries, landfills, dairies, and fiberglass molding.
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3.2.4 METHODOLOGY
Construction and operational criteria air pollutant emissions were calculated in the California Emissions Estimator Model (CalEEMod) Version 2020.4.0 and were compared to the SCAQMD’s significance thresholds. Air quality impacts resulting from imp lementation of the Specific Plan are analyzed at a programmatic level because information on specific development projects is not known for the Specific Plan as a whole. The SCAQMD CEQA Air Quality Handbook states that the air quality assessment should be as comprehensive as possible at a programmatic level. In the absence of SCAQMD programmatic thresholds, the EIR evaluates broad air quality impacts and examines the Specific Plan’s consistency with the 2016 AQMP. Consistency with the AQMP would ensure compliance with regional and local air quality goals.
The analysis also broadly examines temporary construction emissions, long- term operational emissions, localized pollutant concentrations, TACs, and odors. Common sources of construction emissions include heavy-duty off-road construction equipment exhaust, fugitive dust, and architectural coatings. Sources of operational emissions include the use of consumer products, motor vehicle trips attracted to or generated by a land use, and on -site combustion of natural gas. Consistent with the requirements of CEQA, this analysis reflects a best-effort approach to disclose all reasonably foreseeable impacts based on currently available information. To this end, the analysis of construction impacts is based on estimated generalized construction scenarios, as described in further detail in Impact AQ-2 and AQ-3 below.
3.2.5 ENVIRONMENTAL IMPACTS
Impact AQ-1 Conflict with or obstruct implementation of the applicable air quality plan.
Less Than Significant Impact.
As part of its enforcement responsibilities, the EPA requires each state with nonattainment areas to prepare and submit a SIP that demonstrates the means to attain the federal standards. The SIP must integrate federal, state, and local plan components and regulations to identify spe cific measures to reduce pollution in nonattainment areas, using a combination of performance standards and market -based programs.
Similarly, under state law, the CCAA requires an air quality attainment plan to be prepared for areas designated as nonattainment with regard to the federal and state ambient air quality standards. Air quality attainment plans outline emissions limits and control measures to achieve and maintain these standards by the earliest practical date.
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Drafted by the SCAQMD, the 2016 AQMP 4 was developed in coordination with CARB, SCAG, and the U.S. EPA to establish a program of rules and regulations to reduce air pollutant emissions to achieves CAAQS and NAAQS. The plan’s pollutant control strategies are based on SCAG’s 2016 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). While SCAG adopted the updated 2020-2045 RTP/SCS in September 2020, it has not been incorporated into an applicable air quality plan.
Criteria for determining consistency with the AQMP are defined in Chapter 12, Section 12.2 and Section
12.3 of the SCAQMD’s 1993 CEQA Air Quality Handbook, and include the following:
• Consistency Criterion No. 1 : The proposed Project will not result in an increase in the frequency or severity of an existing air quality violation, or cause or contribute to new violations, or delay the timely attainment of air quality standards or the interim emissions reductions specified in the AQMP. • Consistency Criterion No. 2 : The proposed Project will not exceed the assumptions in t he AQMP or increments based on the years of the Project build-out phase.
With respect to the first criterion, area air quality planning, including the AQMP, assumes that there will be emissions from new growth, but that such emissions may not impede the at tainment and may actually contribute to the attainment of applicable air quality standards within the SCAB . As discussed herein (see Impacts AQ -2 and AQ -3), the Specific Plan would not result in construction air quality emissions that exceed the SCAQMD thresholds of significance. Construction -related emissions would be temporary in nature, lasting only for the duration of the construction period, and would not have a long-term impact on the region’s ability to meet state and federal air quality standards. F urthermore, the Specific Plan will be required to comply with applicable SCAQMD rules and regulations for new or modified sources. For example, the Specific Plan must comply with SCAQMD Rule 403 for the control of fugitive dust during construction. By meet ing SCAQMD rules and regulations, Specific Plan construction activities will be consistent with the goals and objectives of the AQMP to improve air quality in the SCAB . With respect to operations, (see Impact AQ -2), the Specific Plan would result in operational air quality emissions that exceed the SCAQMD thresholds of significance. However, it should be noted the thresholds of significance developed by the SCAQMD are not sensitive to property or project size, or the type of project. As this programmatic analysis projects future emissions under the 2040 horizon year buildout for the Specific Plan Area as whole, exceedance of the SCAQMD’s project-level thresholds is anticipated. As discussed in more detail under consistency with the second criterion, projects, land uses, and activities that are consistent with
4 South Coast Air Quality Management District. 2016. Air Quality Management Plan. Available online at:
http://www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-management-plans/2016-air-quality- management-plan/final-2016-aqmp/final2016aqmp.pdf. The 2022 AQMP is currently in draft form and has yet to be adopted by the SCAQMD.
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the applicable assumptions used in the development of the AQMP (i.e., the RTP/SCS) would not necessarily jeopardize attainment of the air quality levels identified in the AQMP even if they exceed the SCAQMD’s recommended project-level thresholds. As such, although the Specific Plan would increase emissions, air quality emissions associated with horizon year buildout of the Specific Plan would not directly delay the attainment of cri teria pollutants for which the SCAB region is in nonattainment . Thus, the Specific Plan would be consistent with first criterion.
With respect to the second criterion, the AQMP was prepared to achieve national and state air pollution standards within the r egion. A project that is considered to be consistent with the AQMP would not interfere with attainment of AQMP goals because the growth from the p roject is included in the regional projections used to formulate the AQMP. The Specific Plan would add approxi mately 2,178 housing units to the Plan Area. This growth, along with increases in commercial and office development, would be concentrated in the Downtown Core (DC) and Downtown Transition (DT) zones of the Specific Plan. As discussed in Section 3.10, Population and Housing, the Specific Plan would potentially add 9,236 residents to the City. This would account for an increase in approximately 9.4 percent of the total City population and would account for approximately 0.09 percent of the existing Los Angeles County population. Thus, in this regional context, the Specific Plan’s growth projections would not be considered substantial and the objectives of the Specific Plan would help the State, SCAG region and City achieve its goals of increasing housing, and in particular, locating growth within transit-oriented districts. Please refer to Sections 3.10, Population and Housing, 3.8, Land Use Planning, and 3.12 Transportation, for a full discussion of the less- than-significant impacts associated with growth and regional planning under Specific Plan buildout. As detailed therein, the Specific Plan would not have the potential to conflict with regional growth projections identified in SCAG’s RTP/SCS used in the formulation of the AQMP. Thus, the Specific Plan is also consistent with the second criterion. As the Specific Plan is consistent with Criterion Nos. 1 and 2, it would not conflict with or obstruct implementation of any applicable air quality plan, and this impact is less than significant.
Impact AQ-2 Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard.
Significant and Unavoidable Impact.
Regional Construction Emissions
Criteria pollutants include O
3, CO, NO2, PM10, PM2.5, SO2, and lead. As shown in Tables 3.2-3 and Table
3.2-4, the SCAB is a non-attainment area for the federal standards for O3 and PM2.5 and state standards for
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O3, PM10, and PM2.5. The Los Angeles County portion of the SCAB is also designated non -attainment for lead. Because the Specific Plan does not include any measurable sources of lead emissions, this pollutant is not discussed further in this analysis. Therefore, this analysis focuses on air quality impacts related to those criteria pollutants for which the region is nonattainment, which are O3, PM10, and PM2.5.
Construction activities associated with Specific Plan buildout include the following: demolition, grading, construction worker travel to and from the Plan Area, delivery and hauling of construction supplies and debris to and from the Plan Area, and fuel combustion by on- site construction equipment. These activities would generate emissions of ozone precursors (ROG and NO x), CO, a nd dust (PM 10, and PM 2.5).
Construction activity associated with reasonably anticipated development from the Specific Plan has the potential to create air quality impacts through emissions produced by the use of heavy -duty construction equipment and by veh icle trips generated by construction worker commuting, construction vendor material deliveries, and haul truck trips to and from individual development sites within the Plan Area.
Fugitive dust ( PM10 and PM2.5) emissions would primarily result from demolit ion and site preparation (e.g., grading) activities. NO X emissions, a precursor emission to ozone for which the SCAB is also designated nonattainment, would primarily result from the use of construction equipment. During the finishing phase, paving operations and the application of architectural coatings (e.g., paints) and other building materials would release VOCs, the other precursor emission to O
3. Construction emissions can
vary substantially from day to day, depending on the level of activity, the specific type of operation and, for dust, the prevailing weather conditions.
For purposes of this analysis, it is estimated that the Specific Plan buildout could be constructed in approximately 30 months.
5 While it is understood that implementation of the Specific Plan will occur with numerous individual projects being built through the horizon year of 2040 and that smaller individual construction projects may begin at a later date and/or take place over a longer period, these assumptions represent the earliest and fastest build -out potential of the Specific Plan , resulting in a worst -case daily impact scenario. Please refer to Appendix 3.2 for more information related to the construction assumptions associated with Specific Plan buildout.
The analysis of regional daily construction emissions has been prepared utilizing the CalEEMod computer model recommended by the SCAQMD. Predicted maximum daily construction -generated emissions for the Specific Plan are summarized in Table 3.2-8, Construction-Related Criteria Pollutant and Precursor Emissions – Maximum Pounds per Day. These calculations assume that appropriate dust control measures would be implemented as part of the Specific Plan during each phase of development, as specified by
5 Buildout of the Specific Plan does not assume full buildout to zoning capacity, but rather to the anticipated development identified in the Project Description.
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SCAQMD Rule 403 (Fugitive Dust). Rule 403 control requirements include, but are not limited to, applying water in sufficient quantities to prevent the generation of visible dust plumes; applying soil binders to uncovered areas; reestablishing ground cover as quickly as possible; utilizing a wheel washing system to remove bulk material from tires and vehicle undercarriages before vehicles exit p roject sites; and maintaining effective cover over exposed areas. In addition, these calculations assume construction activities would be consistent with SCAQMD Rule 1113 (Architectural Coatings), which regulat es the amount of VOC per liter of coating. As shown in Table 3.2-8, the peak daily emissions generated during the construction of the Specific Plan would not exceed any of the regional emission thresholds recommended by the SCAQMD. Therefore, Specific Plan construction would not result in a cumulatively considerable net increase of any criteria air pollutant for which the region is in nonattainment.
Table 3.2-8
Construction-Related Criteria Pollutant and Precursor Emissions – Maximum Pounds per Day
Construction
Emissions ROG NOx CO SO2 PM10 PM2.5
Maximum (Any Year) 64.61 47.17 97.96 0.28 25.13 7.59
Regional Threshold 75 100 550 150 150 55
Exceed Threshold? No No No No No No
Source: Impact Sciences, Inc. See Appendix 3.2 for CalEEMod data.
Note: Project emissions account for the reductions from SCAQMD Rule 403 (Fugitive Dust).
Regional Operational Emissions
Emissions for the proposed Specific Plan would be comprised of mobile source emissions, emissions associated with energy consumption, and area source emissions. The operational emissions associated with buildout of the Specific Plan by 2040 are shown in Table 3.2 -9, Estimated Operational Emissions . As shown, Specific Plan operations would exceed SCAQMD regional thresholds of significance for ROG, NOx, and CO. These emissions are primarily associated with mobile sources from motor vehicle trips and area sources from residential consumer products. As this programmatic analysis projects future emissions under the 2040 horizon year buildout for the Specific Plan Area as whole, exceedance of these SCAQMD project-level thresholds is anticipated. No s pecific development projects are proposed at this time and the actual level of future development in the Plan Area and associated emissions may be lower than shown herein. It should also be noted that each individual project considered under Specific Plan buildout would be substantially smaller in size compared to the assumptions under full Specific Plan buildout, and individual projects would likely not exceed regional operational project -level thresholds. For example, many of the potential future development projects described in the Project Description would be small
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residential or mixed-use projects with less than 80 units, and these projects would not have the potential to exceed regional operational thresholds of significance. Additionally, as individual project applications are processed, project-specific design features and mitigation measures would be considered on a case-by-case basis to reduce operational emissions to the maximum extent feasible (see Mitigation Measure AQ -1).
Nevertheless, as Speci fic Plan operational emissions would exceed SCAQMD regional operational thresholds, this is impact is considered significant and unavoidable.
Table 3.2-9
Estimated Operational Emissions
Emissions Source
Emissions in Pounds per Day
ROG NOX CO SOx PM10 PM2.5
Area Source 59.96 34.58 192.76 0.22 3.63 3.63
Energy Source 0.67 5.80 2.82 0.04 0.46 0.46
Mobile Source 40.99 34.50 426.35 0.97 134.06 36.04
Emissions Totals 101.62 74.88 621.93 1.23 138.15 40.13
SCAQMD Threshold 55 55 550 150 150 55
Exceeds Threshold? Yes Yes Yes No No No
Source: Impact Sciences, Inc. See Appendix 3.2 for CalEEMod data.
Notes: Totals in table may not add exactly due to CalEEMod rounding. Emissions presented are the highest of the winter and summer modeled emissions.
Public Health
On December 24, 2018, the California Supreme Court published its opinion on the Sierra Club et al. v. County of Fresno et. Al. (Case No. S219783) which determined that an environmental review must adequately analyze a project’s p otential impacts and inform the public how its bare numbers translate to a potential adverse health impact or explain how existing scientific constraints cannot translate the emissions numbers to the potential health impacts.
Criteria air pollutants are de fined as those pollutants for which the federal and state governments have established air quality standards for outdoor or ambient concentrations to protect public health. The national and state ambient air quality standards have been set at levels to pro tect human health with a determined margin of safety.
6 As discussed previously, the SCAB is in state non -attainment for PM2.5, PM10, and Ozone (O3) and federal non-attainment for PM2.5 and O3. Therefore, an increase in emissions of
6 SCAQMD, Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning, May 6, 2005.
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particulate matter or ozone precursors (ROG and NOx) has the potential to push the region further from reaching attainment status and, as a result, are the pollutants of greatest concern in the region.
As discussed herein, Specific Plan operations would exceed SCAQMD regional thresholds of significance for ROG, NOx, and CO. However, it should be noted the thresholds of significance developed by the SCAQMD are not sensitive to property or project size, or the type of project. As this programmatic analysis projects future emissions under the 2040 horizon year buildout for the Specific Plan Area as whole, exceedance of the SCAQMD’s project -level thresholds is anticipated and is not indicative of future health risks. No specific development projects are proposed at this time and the actual level of future development in the Plan Area and associated emissions may be lower than shown herein. It should also be noted that each individual project considered under Specific Plan buildout would be substantially smaller in size compared to the assumptions under full Specific Plan buildout, and individual projects would likely not exceed regional operational project -level thresholds. Also discussed previously, the Specific Plan woul d not conflict with or obstruct implementation of the AQMP, which has been prepared to achieve the national and state air pollution standards set at levels to protect human health . Therefore, public health impacts associated with air quality would be less than significant.
Mitigation Measures
AQ-1 During case-by-case review of individual projects, the City shall consider the application of the following strategies to reduce mobile source emissions to the maximum extent feasible:
• Provide preferential carpool/vanpool parking spaces for office uses. • Provide for shuttle/mini bus services for hotel uses
• Provide bicycle storage/parking facilities and shower/locker facilities. • Provide onsite child-care centers.
• Provide transit design features within development.
• Develop park-and-ride lots.
• Employ a transportation/rideshare coordinator at commercial uses. • Implement a rideshare program.
• Provide incentives for employees to rideshare or take public transportation. • Provide bicycle paths that link to an external network.
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• Provide pedestrian facilities.
• Integrate affordable and below market rate housing.
• Provide electric vehicle charging
• Reduce parking supply.
• Implement subsidized or discounted transit program.
• Implement bike-sharing program.
Impact AQ-3 Expose sensitive receptors to substantial pollutant concentrations.
Less Than Significant Impact.
Localized Construction Emissions
The SCAQMD has developed localized significance thresholds (LST) that represent the maximum emissions from a project that are not expected to cause or contribute to an exceedance of the applicable federal or State ambient air quality standard. LSTs are provided for each source receptor area (SRA) and various distances from the source of emissions. In the case of this analysis, the Specific Plan Area is located within SRA 12 – South Central LA County with receptors located within 25 meters. 7 The closest receptor
distance in the SCAQMD’s mass rate look- up tables is 25 meters. Projects that are located closer than 25 meters to the nearest receptor are directed to use the LSTs for receptors located within 25 meters.
For a conservative analysis , the 5.0 -acre LST in SRA 12 with sensitive receptors located within 25 meters has been used to address the potential localized NOx, CO, PM10, and PM2.5 impacts. The application of a
5.0-acre threshold for construction activities would be conservative as construction emissions would be spread across the whole Specific Plan Area . As shown in Table 3.2-10, Localized Significance of Construction Emissions – Maximum Pounds per Day , the Specific Plan would not exceed any of the identified localized thresholds of significance during constru ction. Therefore, Specific Plan construction would not expose sensitive receptors to substantial air pollutant concentrations and these impacts would be less than significant.
7 LSTs based on shorter averaging periods, such as the NO2 and CO LSTs, are applied to receptors such as industrial or commercial facilities since it is reasonable to assume that workers at these sites could be present for periods of one to eight hours. Therefore, this analysis evaluates localized air quality impacts from construction activities associated with the Project on sensitive receptors for NO2, CO, PM10, and PM2.5, and on “non- sensitive” receptors (e.g., industrial or commercial facilities) for NO2 and CO.
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Table 3.2-10
Localized Significance of Construction Emissions – Maximum Pounds per Day
Construction Phase NOx CO PM10 PM2.5
Demolition 25.72 20.59 1.58 1.21
SCAQMD Localized Thresholds 98.00 630.00 13.00 7.00
Site Prep/Grading/Foundations 38.84 29.04 5.56 3.13
SCAQMD Localized Thresholds 98.00 630.00 13.00 7.00
Building Construction 25.20 32.68 1.24 1.16
SCAQMD Localized Thresholds 98.00 630.00 13.00 7.00
Exceed Thresholds? No No No No
Source: Impact Sciences, Inc. See Appendix 3.2 for CalEEMod data.
Notes: Calculations assume compliance with SCAQMD Rule 403 – Fugitive Dust. Analysis applies a 5-acre LST with a receptor distance of 25 meters (82 feet) in SCAQMD’s SRA 12. The building construction emission total includes architectural coating and paving emissions.
Localized Operational Emissions
The operational LST methodology is applicable to projects where emission sources occupy a fixed location on specific project sites. LST methodology would typically not apply to the operational phase of a specific plan area buildout because emissions for these programmatic sources are primarily generated by mobile sources traveling on local roadways over generally large distances or areas. LSTs would apply to the operational phase of a project if the project includes stationary sources or attracts mobile sources that may spend long periods queuing and idling at the site. For example, the LST methodology applies to operational projects such as warehouse/transfer facilities.
8 As the operational component of Specific Plan buildout would occur across the Plan Area and primarily consist of mobile sources, an operational analysis against the LST methodology is not appropriate and this impact would be less than significant.
Carbon Monoxide (CO) Hotspots
The Specific Plan would not result in potentially significant CO “hot spots” and a Project -specific CO hotspots analysis is not required to reach this conclusion. It has long been recognized that CO exceedances (“hot spots”) are caused by vehicular emissions, primarily when idling at intersections. Vehicle emissions standards have become increasingly more stringent in the last twenty years. With the turnover of older vehicles, introduction of cleaner fuels and implementation of control technology on industrial facilities, CO concentrations for the SCAB are substantially below the California one -hour or eight-hour CO standards, and even very busy intersections do not have the potential to exceed the standard . Therefore, the Specific Plan would not have the potential to cause or contribute to an exceedance of the California one -hour or
8 SCAQMD, Sample Construction Scenarios for Projects Less than Five Acres in Size, February 2005, page 1-3.
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eight-hour CO standards. Impacts with respect to localized CO concentrations would be less than significant.
Toxic Air Contaminants
The primary sources of potential TACs associated with construction would result in the generation of DPM emissions from the use of off -road diesel equipment required for demolition, grading and excavation, paving, and other construction activities. The amount to which the receptors are exposed (a function of concentration and duration of exposure) is the primary factor used to determine health risk (i.e., potential exposure to TAC emission levels that exceed applicable standards). Health -related risks associated with diesel-exhaust emissions are primarily linked to long-term exposure and the associated risk of contracting cancer. The use of diesel -powered construction equipment would be temporary and episodic (i.e., intermittent during the construction period) . The duration of exposure would be short and exhaust from construction equipment dissipates rapidly. Current methodology for conducting health risk assessments is associated with long term exposure periods (9, 30, and 70 years). Therefore, short -term construction activities would not generate a significant health risk. Additionally, SCAQMD CEQA guidance does not require preparation of a health risk assessment for short -term construction emissions. Furthermore, construction would be subject to and would comply with Californi a regulations limiting the idling of heavy-duty construction equipment to no more than 5 -minutes, which would further reduce nearby sensitive receptors’ exposure to temporary and variable DPM emissions. 9 For these reasons, the Specific
Plan would not expose sensitive receptors to substantial concentrations of air toxics and this impact is less than significant.
The greatest potential during long- term operations for exposure to TACs is from the use of heavy -duty diesel trucks and stationary generators that use diesel fuel. However, these activities, and the land uses associated with the Specific Plan, are not considered uses that generate substantial TAC emissions based on review of the air toxic sources listed in SCAQMD’s and CARB’s guidelines. It is expected that quantities of hazardous TACs generated on-site (e.g., cleaning solvents, paints, landscape pesticides, etc.) for the types of proposed land uses would be below thresholds warranting further study under the California Accidental Release Program. For these reasons, the Specific Plan would not expose nearby sensitive receptors to substantial amounts of air toxics and this impact would be less than significant .
9 California Air Resources Board. 2015. Frequently Asked Questions Regulation for In -Use Off-Road Diesel-Fueled (Off- Road Regulation). Available online at: https://ww3.arb.ca.gov/msprog/ordiesel/faq/idlepolicyfaq.pdf.
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Impact AQ-4 Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.
The SCAQMD CEQA Air Quality Handbook (1993) identifies certain land uses as sources of odors. These land uses include agriculture (farming and livestock), wastewater treatment plants, food processing plants, chemical plants, composting facilities, refineries, landfills, dairies, and fiberglass molding. The Specific Plan would not include any of the land uses that have been identified by the SCAQMD as odor sources.
Construction activities associated with the Specific Plan may generate detectable odors from heavy -duty equipment exhaust and architectural coatings. However, construction -related odors would be short -term in nature and cease upon Specific Plan buildout. In addition, the Specific Plan would be required to comply with the California Code of Regulations, Title 13, sections 2449(d)(3) and 2485, which minimizes the idling time of construction equipment either by shutting it off when not in use or by reducing the time of idling to no more than five minutes. This would reduce the detectable odors from heavy-duty equipment exhaust.
The Specific Plan would also be required to comply with the SCAQMD Rule 1113 – Architectural Coating, which would minimize odor impacts from ROG emissions during architectural coating. Any odor impacts to existing adjacent land uses would be short -term and not substantial. As such, the Specific Plan would not result in other emissions (such as those leading to odors) adversely affecting a substantial number of people and this impact would be less than significant.
3.2.6 CUMULATIVE IMPACTS
As discussed in Section 3.2.1 , Environmental Setting, the SCAB includes all of Orange County and the non-desert portions of Los Angeles, San Bernardino, and Riverside Counties. Cumulative projects would include any reasonably anticipated development in the SCAB for regional air quality impacts.
AQMP Consistency. AQMP consistency is discussed under Impact AQ -1. As discussed therein, the Specific Plan would not conflict with the 2016 AQMP. The AQMP was prepared to accommodate growth, to reduce the high levels of pollutants within areas under the SCAQMD jurisdiction, and to minimize the impact on the economy. Consistency with the AQMP is assessed by determining how a project accommodates increases in population or employment consistent with the applicable assumptions in the AQMP. The population and employment assumptions used by the SCAQMD to estimate regional emissions in the AQMP are obtained from SCAG projections for cities and unincorporated areas in the SCAQMD's jurisdiction. The Specific Plan would not facilitate population or employment growth exceeding the SCAG pop ulation or employment forecasts for the City as a whole. Therefore, implementation of the Specific Plan would not conflict with the AQMP. Impacts related to AQMP consistency would be less than significant and would not be cumulatively considerable .
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Criteria Pollutant Emissions for which the Region is Non -Attainment (Ozone, PM10 and PM2.5). In order to assess cumulative impacts of emissions, the SCAQMD recommends that projects be evaluated to determine whether they would be consistent with AQMP performance s tandards and project -specific emissions thresholds. In the case of the Specific Plan, air pollutant emissions would be considered to be cumulatively considerable if the new sources of emissions exceed SCAQMD project -specific emissions thresholds. As discussed under Impact AQ -2, operational activities could result in significant impacts related to regional emissions (ROG, NOx, and CO). The nature of a Specific Plan analysis is cumulative in itself since it evaluates the potential for numerous individual proj ects to occur over the horizon year .
SCAQMD indicates that projects that have significant impacts at a project level must also be determined to be significant at a cumulative level. ROG and NOx emissions would exceed SCAQMD thresholds and therefore substantially contribute to cumulative long- term air quality impacts related to emission of O 3 precursors and attainment of the O 3 ambient air quality standards. Thus, the incremental effect of the Specific Plan related to nonattainment pollutants would be signif icant and unavoidable and would be cumulatively considerable.
Sensitive Receptors and Substantial Pollutant Concentrations. As indicated under Impact AQ -3, land uses associated with the Specific Plan typically do not generate TAC emissions that would expose people to substantial pollutant concentrations. The use of toxic compounds would be strictly regulated through the SCAQMD permitting process, which requires detailed HRAs, when applicable. New pote ntial sources of substantial TAC emissions (i.e., gasoline dispensing facilities) are subject to SCAQMD Rule 1401, New Source Review of Toxic Air Contaminants. Compliance with the SCAQMD permitting process and Regulation XIV would ensure that new land uses would not generate TAC emissions exceeding the SCAQMD standards or adversely affect sensitive land uses. Operational impacts would be less than significant with respect to exposing sensitive receptors to substantial pollutant concentrations and would not be cumulatively considerable.
Odor. As indicated under Impact AQ-4, the Specific Plan is not anticipated to facilitate the development of uses typically associated with odor complaints. While construction activity can emit odors, construction activity has not been identified as a source of odor complaints. Accordingly, future development occurring under the Specific Plan would not cause a construction -related odor nuisance. Impacts related to odors would be less than significant and would not be cumulatively considerable.
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3.2.7 REFERENCES
California Air Resources Board. 2015. Frequently Asked Questions Regulation for In-Use Off-Road Diesel-Fueled (Off-Road Regulation). Available online at:
https://ww3.arb.ca.gov/msprog/ordiesel/faq/idlepolicyfaq.pdf .
California Air Resources Board. Sensitive Receptor Assessment. Available online at:
https://ww2.arb.ca.gov/capp-resource-center/community-assessment/sensitive-receptor- assessment.
Office of Environmental Health Hazard Assessment and The American Lung Association of California.
Air Pollution and Children’s Health. Available online at:
https://oehha.ca.gov/media/downloads/faqs/kidsair4-02.pdf.
SCAQMD, Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning, May 6, 2005.
SCAQMD, Sample Construction Scenarios for Projects Less than Five Acres in Size, February 2005, page 1-3.
South Coast Air Quality Management District. 2016. Air Quality Management Plan. Available online at:
http://www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-management-plans/2016- air-quality-management-plan/final-2016-aqmp/final2016aqmp.pdf. The 2022 AQMP is currently in draft form and has yet to be adopted by the SCAQMD.
U.S. EPA. 2019. Trump Administration Announces One National Program Rule on Federal Preemption of State Fuel Economy Standards. Available online at: https://www.epa.gov/newsreleases/trump- administration-announces-one-national-program-rule-federal-preemption-state-fuel, accessed November 12, 2019.
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3.3 CULTURAL, TRIBAL CULTURAL &
PALEONTOLOGICAL RESOURCES
INTRODUCTION
This section presents an overview of the existing cultural resource conditions within the boundaries of the proposed Compton TOD Specific Plan area . It also discusses the potential impacts to C ultural Resources (i.e. , historical resources and archeological resources), Tribal Cultural Resources, and paleontological resources as a result of construction and operation activities associated with the implementation of the proposed Specific Plan.
3.3.1 ENVIRONMENTAL SETTING
3.3.1.1 Ethnographic and Prehistoric Background
Early Man Horizon (ca. 10,000 – 6,000 B.C.)
Numerous pre- 8000 B.C. sites have been identified along the mainland coast and Channel Islands of southern California (Erlandson 1991, Johnson et al. 2002, Jones and Klar 2007, Moratto 1984, Rick et al. 2001:609). The Arlington Springs site on Santa Rosa Island produced human femurs dated to approximately 13,000 years ago (Arnold et al. 2004, Johnson et al. 2002). On nearby San Miguel Island, human occupation at Daisy Cave (SMI -261) has been dated to nearly 13,000 years ago and included basketry greater than 12,000 years old, the earliest on the Pacific Coast (Arnold et al. 2004).
Although few Clovis or Folsom -style, fluted points have been found in southern California (Dillon 2002 Erlandson et al. 1987), Early Man Horizon sites are generally associated with a greater emphasis on hunting than later horizons. Recent data indicate that the Early Man economy was a diverse mixture of hunting and gathering, including a significant focus on aquatic resources in coastal areas (Jones et al. 2002) and on inland Pleistocene lakeshores (Moratto 1984). A warm and dry 3,000 -year period called the Altithermal began around 6000 B.C. The conditions of the Altithermal are likely responsible for the change in hu man subsistence patterns at this time, including a greater emphasis on plant foods and small game.
Milling Stone Horizon (6000–3000 B.C.)
Wallace defined the Milling Stone Horizon as “marked by extensive use of milling stones and mullers, a general lack of well-made projectile points, and burials with rock cairns” (1955:219). The dominance of such artifact types indicates a subsistence strategy oriented around collecting plant foods and small animals. A broad spectrum of food resources were consumed by the inhabitants of the area, including small and large terrestrial mammals, sea mammals, birds, shellfish, fishes, and other littoral and estuarine species, yucca,
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agave, and seeds and other plant products (Kowta 1969; Reinman 1964). Variability in artifact co llections over time and from the coast to inland sites indicates that Milling Stone Horizon subsistence strategies adapted to environmental conditions (Byrd and Raab 2007:220). The Topanga Canyon site in the Santa Monica Mountains is considered one of the definitive Milling Stone Horizon sites in Los Angeles County.
Lithic artifacts associated with Milling Stone Horizon sites are dominated by locally available tool stone and in addition to ground stone tools such as manos and metates, chopping, scraping, and cutting tools are very common. Kowta (1969) attributes the presence of numerous scraper- plane tools in Milling Stone Horizon collections to the processing of agave or yucca for food or fiber. The mortar and pestle, associated with acorns or other foods processed through pounding, were first used during the Milling Stone Horizon and increased dramatically in later periods (Wallace 1955, 1978; Warren 1968).
Mortuary practices observed at Milling Stone Horizon sites include extended and loosely flexed burials.
Flexed burials oriented north were common in Orange and San Diego counties, with reburials common in Los Angeles County (Wallace 1955, 1978; Warren 1968).
Intermediate Horizon (3000 B.C. – A.D. 500)
Wallace’s Intermediate Horizon dates from approximately 3000 B.C. - A.D. 500 and is characterized by a shift toward a hunting and maritime subsistence strategy and a greater use of plant foods.
During the Intermediate Horizon, a noticeable trend occurred toward greater adaptation to local resources including a broad variety of fish, land mammal, and sea mammal remains along the coast. Tool kits for hunting, fishing, and processing food and materials reflect this increased diversity, with flake scrapers, drills, various projectile points, and shell fishhooks being manufactured.
Mortars and pestles became more common during this transitional period, gradually replacing manos and metates as the dominant milling equ ipment. Many archaeologists believe this change in milling stones signals a change from the processing and consuming of hard seed resources to the increasing reliance on acorn (Glassow et al. 1988, True 1993). Mortuary practices during the Intermediate typically included fully flexed burials oriented toward the north or west (Warren 1968:2-3).
Late Prehistoric Horizon (A.D. 500 – Historical Contact) During the Late Prehistoric Horizon, according to Wallace (1955, 1978), the diversity of plant food resources and land and sea mammal hunting increased even more than during the Intermediate Horizon. More classes of artifacts were observed during this period and high quality exotic lithic materials were used for small, finely worked projectile points associated w ith the bow and arrow. Steatite containers were made
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for cooking and storage and an increased use of asphalt for waterproofing is noted. More artistic artifacts were recovered from Late Prehistoric sites and cremation became a common mortuary custom. Larger, more permanent villages supported an increased population size and social structure (Wallace 1955:223).
Warren (1968) attributes the dramatic change in material culture, burial practices, and subsistence focus to the westward migration of desert people he called the Takic, or Numic, Tradition into Los Angeles, Orange, and western Riverside counties. This Takic Tradition was formerly referred to as the “Shoshonean wedge” (Warren 1968), but this nomenclature is no longer used to avoid confusion with ethnohistoric and modern Shoshonean groups (Heizer 1978:5; Shipley 1978:88, 90). Modern Gabrielino/Tongva in Los Angeles County are generally considered by archaeologists to be descendants of these prehistoric Uto -Aztecan, Takic - speaking populations that settled along the California coast during the Late Prehistoric Horizon.
Ethnographic History
The Specific Plan area and the City of Compton are located in the traditional territory of the Gabrieliño tribal group. The name Gabrieliño was applied by the Spanish to those Native Americans who were associated with or living near the Mission San Gabriel Arcángel (Bean and Smith 1978:538). Today, most contemporary Gabrieliño identify themselves as Tongva and this term will be used in this section to refer the Gabrieliño tribal group (King 1994:12).
Tongva territory included the eastern reaches of the Los Angeles basin, to the southern Channel Islands in the west, and extended from Aliso Creek in the south to Topanga Creek in the north.
Tongva territory encompassed several biotic zones including Coastal Marsh, Coastal Strand, Prairie, Chaparral, Oak Woodland, and Pine Forest (Bean and Smith 1978).
The Tongva language belongs to the Takic branch of the Uto-Aztecan language family and can be traced to the Great Basin region (Mithun 2004). This language family includes dialects spoken by the nearby Juaneño and Luiseño but is considerably different from those of the Chumash people living to the north and the Diegueño (including Ipai, Tipai, and Kumeyaay) people living to the sou th.
Tongva society was organized in patrilineal, non-localized clans, a common Takic pattern. Each clan had a ceremonial leader and comprised several lineages. The Tongva established large permanent villages and smaller satellite camps throughout their territory. Recent ethnohistoric work (O’Neil 2002) suggests a total tribal population of nearly 10,000, considerably more than earlier estimates of around 5,000 people (Bean and Smith 1978:540).
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Tongva subsistence was oriented around acorns supplemented by the roots, leaves, seeds, and fruits of a wide variety of plants. Meat sources included large and small mammals, freshwater and saltwater fish, shellfish, birds, reptiles, and insects. (Bean and Smith 1978, Langenwalter et al. 2001, Kroeber 1925, McCawley 1996). The Tongva employed a wide variety of tools and implements to gather and hunt food.
The digging stick, used to extract roots and tubers, was frequently noted by early European explorers (Rawls 1984). Other tools included the bow and arrow, traps, nets , blinds, throwing sticks and slings, spears, harpoons, and hooks. Like the Chumash, the Tongva made ocean- going plank canoes (known as a ti’at) capable of holding six to 14 people and used for fishing, travel, and trade between the mainland and the Channel Islands. Tule reed canoes were employed for near- shore fishing (Blackburn 1963, McCawley 1996:117-127).
Chinigchinich, the last in a series of heroic mythological figures, was central to Tongva religious life at the time of Spanish contact (Kroeber 1925 :637–638). The belief in Chinigchinich was spreading south among other Takic-speaking groups at the same time the Spanish were establishing Christian missions. Elements of Chinigchinich beliefs suggest it was a syncretic mixture of Christianity and native religious practices (McCawley 1996:143-144).
Prior to European contact, deceased Tongva were either buried or cremated, with burial more common on the Channel Islands and the adjacent mainland coast and cremation on the remainder of the coast and in the interior (Harrington 1942, McCawley 1996:157). After pressure from Spanish missionaries, cremation essentially ceased during the post-contact period (McCawley 1996:157).
Compton is located at the site of former Tongva village known as Amupngna. Major Tongva villages located near Compton include Chokishgna, Tajauta, and Ahuagna (Tongva People n.d.).
3.3.1.2 Historical Background
Historic Period
Compton was first settled in 1867 by a group of pioneering Methodist families. The City’s name stems from the head of this expedition, Griffith Dickenson Compton. These families traveled from Stockton, California looking for new resources and sustenance. The land that would become Compton was originally part of the Rancho San Pedro land grant and was subdivided into the Temple and Gibson tract in 1867. The pioneers from Stockton ultimately purchased 4,600 acres of land in this tract from F. P. F. Temple and F. W.
Gibson. Originally the town was known as Gibsonville, though the name shortly changed thereafter to Comptonville after the pioneering leader. The name was ultimately shortened to Compton in 1869 to reduce confusion since another town in Yuba County went by the name of Comptonville. D uring its first 20 years in existence , the town was part of the City of Los Angele s. In 1887 the citizens petitioned for the
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incorporation of Compton into an autonomous city. On May 11, 1888, the City of Compton (City) received this status, becoming the eighth city in Los Angeles County to incorporate.
Griffith D. Compton donated his land as part of the incorporation process and stipulated that a certain amount acreage within the City was to be zoned for agricultural purposes, creating Richland Farms. The City continued to grow despite a severe earthquake in 1933 that demolished most of the buildings and schools in the City, and frequent flooding from the Los Angeles River, which also made the land fertile.
The 1920s also saw the establishment of Compton Junior College, Compton Airport, and a new City Hall, with Main Street being renamed Compton Boulevard. These developments, being located within a day’s walk of Los Angeles and Wilmington, and the establishment of the Pacific Electric Long Beach Line along with Southern Pacific and Union Pacific freight rail lines in the early 1900s led to Compton being nicknamed the “hub city.”
The City of Compton experienced a population boom in the years following World War II. While Compton had a decently sized Japanese population from the 1920s to 1940s, many did not return after being forcibly relocated during the war. In the 1950s, middle class blacks moved in due to an established black population existing in Watts, and Richland Farms attracted many black residents from the southern United States.
The City began to have economic problems as white flight occurred in the 1950s and 1960s and accelerated with the 1965 Watts riots. White families moved to suburbs such as Artesia, Paramount, and Norwalk.
Concurrently, middle class blacks moved to nearby unincorporated areas of Los Angeles County such as Ladera Heights and View Park, or cities such as Inglewood and Carson. The decline of strip commercial areas on Rosecrans Avenue and Compton Boulevards, a lack of larger commercial properties and the closure of the Pacific Electric Long Beach Line in 1961 contributed to the further erosion of the City’s tax base.
The City’s Civic Center complex is generally bounded by Myrrh Avenue to the south, Compton Boulevard to the north, Acacia Avenue to the west, and Willowbrook Avenue to the east. The Civic Center is anchored by the two-story modernist Compton City Hall building, completed in 197 6, and the 12-story Los Angeles County Superior Court Compton Courthouse, completed in 1977; both buildings are credited to Harold L.
Williams, a prolific local African American architect who was a protegee’ of Paul R. Williams, FAIA (no relation), a ground-breaking African American architect , known for becoming the first African American member (and later, Fellow) of the American Institute of Architects (AIA), as well as a recognized civic leader. The site also contains the US Post Office Compton station . Built in 1935 under the auspices of the federal government through the Works Progress Administration (WPA), it is similar to a few other Los Angeles area post offices, designed in Spanish Revival style to match the southern California architectural tradition. Heritage House, located that the no rthwest corner of Willowbrook Avenue and Myrrh Street ,
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built in 1869, is the oldest house in Compton. The home was designated a California Historical Landmark (No. 664) on Nov. 5, 1958. The City of Compton moved the home to the Civic Center site in 1959 an d restored the building as a tribute to early settlers. The Compton branch of the County of Los Angeles Library (dedicated in 1974), and the County of Los Angeles Sheriff’s Department Compton Station are also on the Civic Center site. The Civic Center’s focal point is the Dr. Martin Luther King Jr. Memorial, a large sculpture of angled white planes arranged in a circle and converging at the top. It was designed by artist Gerald Gladstone in collaboration Harold L. Williams. Publicly accessible open space s surround the Memorial and flow between the buildings.
Compton Boulevard is a major thoroughfare for the City of Compton and has a number of commercial and retail establishments inclusive of restaurants, clothing retailers, and discount stores. There are als o some public-quasi public uses such as a Social Security Administration office located at 171 Compton Boulevard, west of Alameda Street.
Located east of Alameda Street, the recognized Historic Core of the City is located along a stretch of Compton Boulevard which retains more of its historic , low-rise character as the original main street of the City. The Historic Core is the only portion of Compton Boulevard within Downtown Compton which retains more of its early- and mid-20
th century character as the ‘main street’ of the community. It should be noted that due to historic and recent economic downturns in the City, large portions of the building stock in this area are seriously deteriorated and/or are vacant.
Recent years have introduced new economic and cultural opportunities to Compton. The opening of the Metro A Line (formerly Blue Line) in 1990, using most of the former Pacific Electric Long Beach Line right- of-way, connect s Compton to Long Beach, Los Angeles and beyond. The opening of the Compton Renaissance Plaza (1979) and Compton Gateway Center (2007) have added more retail options and jobs to the City. The completion of the Martin Luther King Jr. Transit Center (2011), located between Willowbrook Avenue and Alameda Street, at Palmer Street, has increased the safety and connectivity of public transit, new multifamily housing developments have been built in the station area and around the City. The City also opened the Douglas F. Dollarhide Community Center (named for the City’s first African Am erican mayor, elected in the 1960s) in 2007, and the first Major League Baseball Urban Youth Academy in 2006.
The forthcoming Dr. Dre Performing Arts Center is to be located at Compton High School.
3.3.1.3 Paleontological Background
Paleontological resources include fossil remains, fossil localities, and formations that have produced fossil material. Paleontological resources are limited, nonrenewable, sensitive scientific resources, including fossils preserved either as impressions o f soft (fleshy) or hard (skeletal) parts, mineralized remains of
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skeletons, tracks, or burrows, or other trace fossils, coprolites (fossilized excrement), seeds or pollen, and other microfossils from terrestrial, aquatic, or aerial organisms. Paleontologic al resources are not evenly distributed; the potential for fossil occurrence depends on the rock type exposed at the surface in a given area. Sedimentary rocks contain the bulk of fossils, although metamorphic rocks occasionally also contain fossils.
The City of Compton is generally underlain by Quaternary- aged alluvial deposits. These units are differentiated by age, with the oldest dating from the mid- to late-Pleistocene. As shown in Figure 3.3-1, Local Geology Map, the Specific Plan underlain by younger Quaternary (Holocene) alluvial valley and fan deposits. The Quaternary young alluvial valley deposits (Qya 2) were deposited during the Holocene to
latest Pleistocene and is composed of slightly to poorly consolidated and poorly-sorted floodplain deposits with various compositions of clay, silt, and sand. This younger Quaternary Alluvium has a low potential for yielding significant fossils.
1 1 Natural History Museum of Los Angeles County: Contributions in Science, Number 511, Squires, Groves, and Smith: Pico Formation Paleontology, November 30, 2006, website:
https://www.biodiversitylibrary.org/item/215032#page/2/mode/1up, accessed February 18, 2022.
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SOURCE: Esri 2022, USGS, The State Geologic Map Compilation (SGMC) Geodatabase of the Conterminous United States
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3.3.2 REGULATORY FRAMEWORK
Cultural Resources, Tribal Cultural Resources, and Paleontological Resources are regulated at the federal, state, and local levels as discussed below.
3.3.2.1 Federal
National Historic Preservation Act, Section 106
The National Historic Preservation Act (NHPA) establishes the National Register of Historic Places (NRHP) and defines federal criteria for determining the historical significance of archaeological sites, historic buildings and other resources. To be determined eligible for the NRHP, a potential historic property must meet one of four historical significance criteria (listed below), and also must possess sufficient deposition, architectural, or historic integrity to retain the ability to convey the resource’s historic significance.
Resources determined to meet these criteria are elig ible for listing in the NRHP and are termed historic properties. A resource may be eligible at the local, state, or national level of significance.
Properties are eligible for the NRHP if they possess integrity of location, design, setting, materials, workmanship, feeling, and association, and they:
A. are associated with events that have made a significant contribution to the broad patterns of our history;
B. are associated with the lives of a person or persons of significance in our past; C. embody the distinctive characteristics of a type, period or method of construction, or represent the work of a master, or possess high artistic value, or represent a significant and distinguishable entity whose components may lack individual distinction; or
D. have yielded or may be likely to yield information important in prehistory or history.
These factors are known as “Criteria A, B, C, and D.”
A resource that lacks integrity or does not meet one of the NRHP criteria of eligibility is not considered a historic property under federal law, and effects to such a resource are not considered significant under the NHPA. Archaeological sites are generally evaluated under Criterion D, which concerns the potential to yield information important in prehistory or history.
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3.3.2.2 State Laws and Regulations
California Environmental Quality Act
Under CEQA, public agencies must consider the effects of their actions on both “historical resources” and “unique archaeological resources.” Pursuant to California Public Resources Code (PRC) Section 2 1084.1, a “project that may cause a substantial adverse change in the significance of an historical resource is a project that may have a significant effect on the environment.” PRC 21083.2 requires agencies to determine whether a proposed project would have an effect on “unique archaeological resources.” “Historical resource” is a term of art with a defined statutory meaning (see PRC 21084.1 and State CEQA Guidelines Sections 15064.5(a) and 15064.5(b)). The term embraces any resource listed in or determined to be eligible for listing in the California Register of Historic Resources (CRHR). The CRHR includes resources listed in or formally determined eligible for listing in the NRHP, as well as some California State Landmarks and Points of Historical Interest.
Properties of local significance that have been designated under a local preservation ordinance (local landmarks or landmark districts) or that have been identified in a local historical resources inventory may be eligible for listing in the CRHR and are presumed to be “historical resources” for purposes of CEQA unless a preponderance of evidence indicates otherwise (PRC 5024.1 and 14 CCR 4850). Unless a resource listed in a survey has been demolished or has lost substantial integrity, or there is a preponderance of evidence indicating that it is otherwise not eligible for listing, a lead agency should consider the resource potentially eligible for the CRHR.
In addition to assessing whether historical resources potentially impacted by a proposed project are listed or have been identified in a survey process, lead agencies have a responsibility to evaluate them against the CRHR criteria prior to making a finding as to a proposed project’s impacts to historical resources (PRC 21084.1 and State CEQA Guidelines Section 15064.5(a)(3)). In general, a historical resource, under this approach, is defined as any object, building, structure, site, area, place, record, or manusc ript that:
A. Is historically or archaeologically significant, or is significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, or cultural annals of California; and B. Meets any of the following criteria:
1. Is associated with events that have made a significant contribution to the broad patterns of California’s history and cultural heritage;
2. Is associated with the lives of persons important in our past;
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3. Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or
4. Has yielded, or may be likely to yield, information important in prehistory or history ( State CEQA Guidelines Section 15064.5(a)(3)).
These factors are known as “Criteria 1, 2, 3, and 4” and parallel Criteria A, B, C, and D under the NHPA (discussed earlier). The fact that a resource is not listed or determined to be eligible for listing does not preclude a lead agency from determining that it may be a historical resource (PRC 21084.1 and State CEQA Guidelines Section 15064.5(a)(4)).
CEQA also distinguishes between two classes of archaeological resources: archaeological sites that meet the definition of a historical resourc e, as described above, and “unique archaeological resources.” Under CEQA, an archaeological resource is considered “unique” if it:
• Contains information needed to answer important scientific research questions and there is a demonstrable public interest in that information;
• Has a special and particular quality such as being the oldest of its type or the best available example of its type; or
• Is directly associated with a scientifically recognized important prehistoric or historic event or person (PRC 21083.2(g)).
CEQA states that if a proposed project would result in an impact that might cause a substantial adverse change in the significance of a historical resource, then an EIR must be prepared, and mitigation measures should be considered. A “substantial ad verse change” in the significance of a historical resource means physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of a historical resource would be materially impaired ( State CEQA Guidelines Section 15064.5(b)(1)).
The State CEQA Guidelines (Section 15064.5(c)) also provide specific guidance on the treatment of archaeological resources, depending on whether they meet the definition of a historical resource or a unique archaeological resource. If the site meets the definition of a unique archaeological resource, it must be treated in accordance with the provisions of PRC 21083.2.
State CEQA Guidelines Section 15126.4(b) sets forth principles relevant to means of mitigating imp acts on historical resources. It provides as follows:
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• Where maintenance, repair, stabilization, rehabilitation, restoration, preservation, conservation or reconstruction of the historical resource will be conducted in a manner consistent with the Secretary of the Interior's Standards for the Treatment of Historic Properties with Guidelines for Preserving, Rehabilitating, Restoring, and Reconstructing Historic Buildings (1995), Weeks and Grimmer, the project’s impact on the historical resource shall generally be considered mitigated below a level of significance and thus is not significant.
• In some circumstances, documentation of an historical resource, by way of historic narrative, photographs or architectural drawings, as mitigation for the effects of demolition of the resource will not mitigate the effects to a point where clearly no significant effect on the environment would occur. • Public agencies should, whenever feasible, seek to avoid damaging effects on any historical resource of an archaeological nat ure. The following factors shall be considered and discussed in an EIR for a project involving such an archaeological site:
− Preservation in place is the preferred manner of mitigating impacts to archaeological sites.
Preservation in place maintains the relationship between artifacts and the archaeological context.
Preservation may also avoid conflict with religious or cultural values of groups associated with the site.
− Preservation in place may be accomplished by, but is not limited to, the following:
• Planning construction to avoid archaeological sites;
• Incorporation of sites within parks, greenspace, or other open space; • Covering the archaeological sites with a layer of chemically stable soil before building tennis courts, parking lots, or similar facilities on the site. • Deeding the site into a permanent conservation easement. − When data recovery through excavation is the only feasible mitigation, a data recovery plan, which makes provision for adequately recovering the scientifically consequential infor mation from and about the historical resource, shall be prepared and adopted prior to any excavation being undertaken. Such studies shall be deposited with the California Historical Resources Regional Information Center. Archaeological sites known to conta in human remains shall be treated in accordance with the provisions of Section 7050.5 Health and Safety Code. If an artifact must be removed during project excavation or testing, curation may be an appropriate mitigation.
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− Data recovery shall not be required for an historical resource if the lead agency determines that testing or studies already completed have adequately recovered the scientifically consequential information from and about the archaeological or historical resource, provided that the determination is documented in the EIR and that the studies are deposited with the California Historical Resources Regional Information Center.
Section 15064.5(f) deals with potential discoveries of cultural resources during project construction. That provision states that, “[a]s part of the objectives, criteria, and procedures required by Section 21082 of the Public Resources Code, a lead agency should make provisions for historical or unique archaeological resources accidentally discovered during construction. Th ese provisions should include an immediate evaluation of the find by a qualified archaeologist. If the find is determined to be an historical or unique archaeological resource, contingency funding and a time allotment sufficient to allow for implementation of avoidance measures or appropriate mitigation should be available. Work could continue on other parts of the building site while historical or unique archaeological resource mitigation takes place.
State CEQA Guidelines Section 15064.5(e), requires that excavation activities be stopped whenever human remains are uncovered and that the county coroner be called in to assess the remains. If the county coroner determines that the remains are those of Native Americans, the Native American Heritage Commission (NAHC) must be contacted within 24 hours. At that time, the lead agency must consult with the appropriate Native Americans, if any, as identified in a timely manner by the NAHC. Section 15064.5 of the State CEQA Guidelines directs the lead agency (or applicant), under certain circumstances, to develop an agreement with the Native Americans for the treatment and disposition of the remains.
Senate Bill 18
Senate Bill (SB) 18 requires cities and counties to contact and consult with California Native American tribes prior to making land use decisions. The bill requires local governments to provide notice to tribes at certain key points in the planning process. These consultation and notice requirements apply to adoption and amendment of general plans (defined in Government Code §65300 et seq.). For projects proposed on or after March 1, 2005, the city or county shall conduct consultations with California Native American tribes that are on the contact list maintained by the NAHC for the purpose of preserving or mitigating impacts to places, features, and objects described in Sections 5097.9 and 5097.995 of the Public Resources Code that are located within the city or county’s jurisdiction.
The intent of SB 18 is to provide California Native American tribes an oppor tunity to participate in local land use decisions at an early planning stage, for the purpose of protecting, or mitigating impacts to, cultural places. The purpose of involving tribes at these early planning stages is to allow consideration of
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cultural places in the context of broad local land use policy, before individual site -specific, project-level land use decisions are made by a local government.
Assembly Bill 52
AB 52, which was approved in September 2014 and became effective on July 1, 2015, requires that CEQA lead agencies consult with a California Native American tribe that is traditionally and culturally affiliated with the geographic area of a proposed project, if so requested by the tribe. A provision of the bill, chaptered in CEQA Section 21084. 2, also specifies that a project with an effect that may cause a substantial adverse change in the significance of a Tribal Cultural Resource (TCR) is a project that may have a significant effect on the environment.
Defined in Section 21074(a) of the Public Resources Code, TCRs are:
1. Sites, features, places, cultural landscapes, sacred places and objects with cultural value to a California Native American tribe that are either of the following:
a. Included or determined to be eligible for inclusion in the CRHR; or b. Included in a local register of historical resources as defined in subdivision (k) of Section 5020.1.
2. A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set for th in subdivision (c) of Section 5024.1. In applying the criteria set forth in subdivision (c) of Section 5024.1 for the purposes of this paragraph, the lead agency shall consider the significance of the resource to a California Native American tribe.
TCRs are further defined under Section 21074 as follows:
a. A cultural landscape that meets the criteria of subdivision (a) is a TCR to the extent that the landscape is geographically defined in terms of the size and scope of the landscape; and b. A historical resou rce described in Section 21084.1, a unique archaeological resource as defined in subdivision (g) of Section 21083.2, or a “nonunique archaeological resource” as defined in subdivision (h) of Section 21083.2 may also be a TCR if it conforms with the criteria of subdivision (a).
Mitigation measures for TCRs must be developed in consultation with the affected California Native American tribe(s) pursuant to newly chaptered Section 21080.3.2, or according to Section 21084.3. Section 21084.3 identifies mitigation measures that include avoidance and preservation of TCRs and treating TRCs
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with culturally appropriate dignity, taking into account the tribal cultural values and meaning of the resource.
3.3.2.3 Local Plans and Policies
The following goals and policies of the City of Compton General Plan are applicable to the proposed Compton Specific Plan project.
Conservation, Open Space, and Recreation Goal 4. Promote cultural awareness in the community.
Policy 4.1. The City of Compton will initiate a cultural arts and facilities program to enhance the City image.
Policy 4.2. The City of Compton will continue with the development of the community art program.
Policy 4.3. The City of Compton will identify and preserve those sites/buildings that are important to the community for the benefit of the future generations that will reside or work in the City.
Land Use Goal 6. Preservation and enhancement of the City’s historic buildings, streets and districts.
Policy 6.1. Identify, document and evaluate the significance of individual historic and cultural resources of the City.
Policy 6.2. Encourage and promote the adaptive reuse of Compton’s historical resources.
Policy 6.3. Where restrictions on permitted uses make it unlikely that worthy structures can be preserved such zoning restrictions may be relaxed particularly if the proposed use would not adversely affect surrounding properties.
Public Safety Goal 1. Provide vital services and functions following a major earthquake.
Policy 1.3. The City of Compton will consider the cultural and historic significance of buildings to be upgraded for seismic safety and avoid demolition or alteration of a building’s historic character in retrofitting buildings for seismic safety.
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Economic Development Goal 1. The City of Compton shall create and maintain a desirable and competitive business climate that serves the needs of the community for jobs and services.
Policy 1.4. The City of Compton will aggressively attract, facilitate, and capitalize on future business opportunities that, once realized, will provide City of Compton residents with significant, economic, cultural, and social benefits.
3.3.3 IMPACTS AND MITIGATION MEASURES
3.3.3.1 Thresholds of Significance
The following thresholds for determining the significance of impacts related to Cultural Resources , including Historical Resources, Tribal Cultural Resources and Paleontological Resources are contained in the environmental checklist form contained in Appen dix G of the most recent update of the CEQA Guidelines. Adoption and/or implementation of the Compton TOD Specific Plan could result in significant impacts if any of the following would occur:
Impacts related to Cultural Resources are considered significant if the project would:
• Cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5.
• Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5.
• Disturb any human remains, including those interred outside of dedicated cemeteries.
Impacts related to Tribal Cultural Resources are considered significant if the project would:
• Cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
− Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k), or − A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Pub lic Resources Code Section
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5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.
Impacts related to Paleontological Resources are considered significant if the project would:
• Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature .
3.3.4 ENVIRONMENTAL IMPACTS
Impact CUL-1 Cause a substantial adverse change in the significance of a historical resource pursuant to Section 15064.5.
Less Than Significant with Mitigation.
Future development activities facilitated by adoption of the Specific Plan may have a significant impact on historical resources if such activities w ould cause a substantial adverse change in the significance of a historical resource. Historical resources include properties designated in or eligible for listing in the National Register of Historic Places or CRHR. As explained in Section 15064.5, “[s]ub stantial adverse change in the significance of an historical resource means physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of an historical resource would be materially impaired.”
Although there are no specific development projects associated with the proposed Specific Plan, implementation of the plan would guide development in the Plan Area through the year 2040. As areas proposed for future development under the Specific Plan age, they may potentially contain historical resources. Although a review of the NRHP and the California Historic Resources Inventory for Los Angeles County did not identify any known qualifying historical resources, historic maps and aerial photogra phs indicate there are numerous properties that are of historic age and have the potential to be qualifying historical resources as defined by CEQA should they be determined to possess significant architectural and/or historical associations. Further, the Specific Plan area contains properties that will pass the age threshold (45 years of age) generally signaling the need for evaluation over the life of the Specific Plan.
Development under the proposed Specific Plan would likely involve demolition and construction activities associated with buildout. Thus, significant historical resources could be adversely impacted by future development plans that c ould require demolition or significant alteration of historic -age buildings and structures, especially in the TOD Core Area where the most extensive changes to land use would occur; impacts to historical resources under the Specific Plan therefore have the potential to be significant.
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To ensure that development within the Specific Plan area does not have a detrimental effect on historical resources, each project would be assessed as it is proposed, to determine the age of the properties proposed to be impacted by project implementation. Mitigation Measure CUL-1 would reduce impacts on historical resources to the extent feasible, b ecause historical resources would be evaluated under each project application.
Mitigation Measure
The following mitigation measure is required to mitigate potential future impacts to hi storic resources.
MM CUL-1 Historical Built Environment Studies
Prior to the issuance of any demolition or development permits submitted by project applicants, the applicant shall prepare an inventory of the buildings located onsite within the identified project site. The inventory shall provide the age of the building s, the status of historic significance, and the dates required for evaluation as applications are submitted.
The City Planning Department will be responsible for determining the age and significance of such effected buildings prior to the issuance of any development permits.
Prior to the issuance of any permits associated with the individual projects within the Specific Pan area that involves the demolition or alteration of buildings or structures greater than 45 years old, the project applicant shall retai n a historian or architectural historian who meets or exceeds the Secretary of Interior’s Professional Qualifications Standards to document and evaluate the historical significance of the affected buildings or structures. If such documentation and evaluati on indicate that the building or structure qualifies as a significant historical resource, the resource shall be avoided and preserved in place if feasible. If avoidance or preservation is not feasible, a Historical Resources Treatment Plan shall be prepar ed and implemented requiring further documentation or action to reduce impacts on historical resources. These actions may include but are not limited to archival quality photographs, measured drawings, oral histories, interpretive signage, and/or other mea sures including, potentially, alteration of the resource in accordance with Secretary of the Interior’s Standards or relocation of the resource.
As defined in the California Code of Regulations (CCR) Title 4(3) Section 15126.4 (b)(2), in some circumstances, documentation of a historical resource, by way of historic narrative, photographs or architectural drawings, as mitigation for the effects of demolition of the resource will not mitigate the effects to point where clearly no significant effect on the environment would occur. In these cases, the Historical Resources Treatment Plan shall
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also evaluate the feasibility of retaining significant buildings or structures in their original locations and rehabilitating them according to the Secretary of the Interior’s Standards and Guidelines for Rehabilitating Historic Buildings.
Significance After Mitigation
Implementation of MM CUL-1 would reduce impacts to historical resources to a less than significant level by requiring steps to identify resources and prepare a mitigation plan on a project - by-project basis.
Impact CUL-2 Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15064.5.
Less Than Significant with Mitigation.
Effects to archaeological resources are only known once a specific project has been proposed because they are highly dependent on both the individual project site conditions and the characteristics of the proposed ground-disturbing activity. Ground -disturbing activities in those portions of the Specific Plan Area that have not been subject to an archaeological investigation or where excavation depths exceed those previously attained have the potential to damage or destroy previously unknown prehistoric or historic period archaeological resources. Consequently, damage to or destruction of previously unknown archaeological resources could occur as a result of development under the proposed Specific Plan.
The Specific Plan does not include any implementation programs or policies designed to reduce impacts to archaeological resources. In order to ensure that development in the Specific Plan Area does not have a detrimental effect on archaeological resources , each individual development project would need to be assessed as it is proposed. Without mitigation, impacts would be potentially significant. Mitigation Measure CUL-2 requires an archaeological resources study and the identification of project -specific mitigation for future projects facilitated by the Specific Plan and would reduce impacts to archaeological resources on a on a project -by-project basis by requiring identification and treatment of archaeological resources.
Mitigation Measures
MM CUL-2 Archaeological Resource Studies
Prior to any approval by the City for projects that involve any demolition, grading, trenching, or other ground disturbance, a Phase 1 Cultural Resources Study conducted by a qualified archaeologist meeting the Secretary of the Interior standards in archaeology shall be required. A Phase 1 study shall include a pedestrian survey of the project site to
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identify potential surficial archaeological resources and sufficient background archival research and field sampling to determine whether subsurface prehistoric or historic remains may be present. If the project site is completely paved and/or developed, a pedestrian survey may not be required. Archival research should include, at minimum, a records search conducted at the South Cent ral Coast Information Center (SCCIC) and a Sacred Lands File (SLF) search conducted with the NAHC.
Any cultural resources identified shall be avoided and preserved in place if feasible. Where preservation is not feasible, each resource shall be subject to a Phase 2 evaluation for significance and eligibility for listing in the CRHR. Phase 2 evaluation shall include any necessary archival research to identify significant historical associations as well as mapping of surface artifacts, collection of functiona lly or temporally diagnostic tools and debris, and excavation of a sample of the cultural deposit to characterize the nature of the sites, define the artifact and feature contents, determine horizontal boundaries and depth below surface, and retrieve representative samples of artifacts and other remains.
Cultural materials collected from the sites shall be processed and analyzed in the laboratory according to standard archaeological procedures. The age of archaeological resources shall be determined using radiocarbon dating or other appropriate procedures; lithic artifacts, faunal remains, and other cultural materials shall be identified and analyzed according to current professional standards. The significance of the sites shall be evaluated according to the criteria of the CRHR. The results of the investigations shall be presented in a technical report following the standards of the California Office of Historic Preservation publication “Archaeological Resource Management Reports: Recommended Content and Format (1990 or latest edition)”. Upon completion of the work, all artifacts, other cultural remains, records, photographs, and other documentation shall be curated at an appropriate curation facility. All fieldwork, analysis, report production, and curation shall be fully funded by the applicant.
If any of the resources meet CRHR significance standards, the City shall ensure that all feasible recommendations for mitigation of impacts are incorporated into the final design and any permits issued for developme nt. Any necessary archaeological data recovery excavation shall be carried out by a Registered Professional Archaeologist according to a research design reviewed and approved by the City prepared in advance of fieldwork and using appropriate archaeological field and laboratory methods consistent with the California Office of Historic Preservation Planning Bulletin 5 (1991), Guidelines for Archaeological Research Design, or the latest edition thereof.
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As applicable, the final Phase 1 Inventory, Phase 2 Testing and Evaluation, Phase 3 Data Recovery reports shall be submitted to the City prior to final inspection of a construction permit.
Recommendations contained therein shall be implemented throughout all ground disturbance activities including, at minimum, r equirements to follow for unanticipated archaeological discoveries during construction.
Significance After Mitigation
Implementation of MM CUL -2 would reduce impacts to archeological resources to a less than significant level by requiring steps to identify resources and prepare a mitigation plan on a project - by-project basis.
Impact CUL-3 Disturb any human remains, including those interred outside of dedicated cemeteries.
Less Than Significant.
The Specific Plan area does not include any locations identified as a formal cemetery and is not known to have been used for disposal of historic or prehistoric human remains, and human remains are not expected to be encountered during constru ction of the proposed project. In the unlikely event that human remains are uncovered during ground-disturbing activities, there are regulatory provisions to address the handling of human remains in California Health and Safety Code § 7050.5, PRC § 5097.98, and CEQA Guidelines § 15064.5(e). Pursuant to these codes, in the event that human remain are discovered, it requires that disturbance of the site shall be suspended, and the City of Compton and the Los Angeles County Coroner would be immediately notified. The coroner shall conduct an investigation into the circumstances, manner, and cause of any death, and the recommendations concerning the treatment and disposition of the human remains have been made to the person responsible for the excavation or to hi s or her authorized representative, in the manner provided in § 5097.98 of the PRC. The coroner is required to make a determination within two working days of notification of the discovery of the human remains. If the coroner determines that the remains are not subject to his or her authority and if the coroner recognizes or has reason to believe the human remains to be those of a Native American, he or she shall consult with the NAHC by telephone within 24 hours, to designate a Most Likely Descendant (MLD) who shall recommend appropriate measures to the landowner regarding the treatment of the remains. If the owner does not accept the MLD’s recommendations, the owner or the MLD may request mediation by the NAHC.
Compliance with these protocols would reduce impacts to a less than significant level.
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Impact CUL-3 Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landsca pe that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is:
i) Listed or eligible for listing in the California Register of Historical Resources, or in the local register of historical resources as defined in Public Resources Code Section 5020.1(k), or
ii) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.
Less than Significant with Mitigation.
Background
The City sent SB 18 and AB 52 notice letters on September 27, 2021 to the following Native American groups: the Gabrieleño Band of Mission Indians –Kizh Nation, the Gabrieleño/Tongva San Gabriel Band of Mission Indians, the Gabrielino/Tongva Nation, Gabrielino Tongva Indians of California Tribal Council, the Gabrielino-Tongva Tribe, the Santa Rosa Band of Cahuilla Indians, and the Soboba Band of Lusseno Indians, (Refer to Appendix 3.3). Under AB 52, tribes have 30 days to respond, and under SB 18 tribes have 90 days. As of the date of the publication of this Draft EIR, no responses have been received.
Analysis
Development accommodated under the Specific Plan may involve ground d isturbance which has the potential to impact previously unidentified tribal cultural resources (TCRs).
As of the date of this draft, AB 52 consultation has not identified any specific TCRs in the Specific Plan Area. However, new TCRs may be identified or established over the course of the phased implementation of the Specific Plan, which is expected to occur over the course of several years.
If unknown TCRs are encountered during construction activities, there is a potential to result the destruction, damage, or loss of the TCRs. The ground-disturbing construction activities that could result in
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such adverse impacts include demolition, grading, excavation, drilling, or any other activity that disturbs surface or subsurface deposits associated with TCRs . Given the potential to damage these unknown tribal cultural resources, impacts are considered significant without mitigation.
Mitigation Measure
MM CUL-3 Unanticipated Discovery of Tribal Cultural Resources In the event that a cultural resource of Native American origin is identified in the Plan Area during the implementation of MM CUL -2 or during any project -related ground disturbance, the City of Compton, as Lead Agency, shall consult with local Native American tribes who have requested notification of projects under AB 52. If the City, in consultation with the local Native American tribe(s), determines that the resource is a tribal cultural resource and thus significant under CEQA, a mitigation plan shall be prepared and implemented in accordance with state guidelines and in consultation with representatives of the Native American tribe( s). The mitigation plan may include but would not be limited to avoidance, capping in place, excavation and removal of the resource, interpretive displays, sensitive area signage, or other mutually agreed upon measures.
Significance After Mitigation
Implementation of MM CUL-3 would reduce impacts to tribal cultural resources to a less than significant level by requiring steps to identify resources and prepare a mitigation plan on a project- by-project basis.
Impact CUL-4 Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
Less Than Significant with Mitigation Incorporated.
Paleontological resources include fossil remains or traces of past life forms, including both vertebrate and invertebrate species, as well as plants. Paleontological resources are generally found within sedimentary rock formations.
The Specific Plan area is located in a highly urbanized area, which been previously disturbed by past development activities and contains an existing buildings, roadways, associated parking and other infrastructure. Further, the soil type underlying the Specific Plan area is deemed to have a low potential for yielding significant fossils. However, build out of the Specific Plan could involve grading and excavation to greater depths than previously undertaken. These activities could disturb unknown paleontological
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resources buried in site soils. In the event of an unexpected disturbance of such resources, significant impacts to paleontological resources could occur. In the event of an unexpected discovery, significant impacts to paleontological resources could occur. Implementation of MM- CUL-4 would mitigate any potential significant impacts.
MM CUL-4 Unanticipated Discovery of Paleontological Resources In the event that paleontological resources are unearthed during ground- disturbing activities, the City of Compton Department of Building and Saf ety will be notified immediately, and all work will cease in the area of the find until a qualified paleontologist evaluates the find. Construction activity may continue unimpeded on other portions of the Project site. The paleontologist shall determine the location, the time frame, and the extent to which any monitoring of earthmoving activities shall be required. The found deposits would be treated in accordance with federal, State, and local guidelines, including those set forth in California PRC § 21083.2.
Significance After Mitigation
Implementation of MM CUL-4 would reduce impacts to paleontological resources to a less than significant level by requiring steps to identify resources and prepare a mitigation plan on a project - by-project basis.
3.3.5 CUMULATIVE IMPACTS
Impacts upon cultural resources (including historical resources), TCRs, and paleontological resources tend to be site specific and are assessed on a site-by-site basis. Where such resources exist, buildout of the Specific Plan area together with other development in the City and region would result in an incremental adverse impact to cult ural resources , TCRs, and paleontological resources. In this case, the cumulative impact would be to unknown cultural resources, TCRs, and paleontological resources. However, provided that proper mitigation, as defined by State CEQA Guidelines Section 15126.4(b), is implemented in conjunction with cumulative development in the area, no significant cumulative impacts are anticipated .
3.3.6 REFERENCES
Natural History Museum of Los Angeles County: Contributions in Science, Number 511, Squires, Groves, and Smith: Pico Formation Paleontology, November 30, 2006, website:
https://www.biodiversitylibrary.org/item/215032#page/2/mode/1up , accessed February 18, 2022.
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3.4 ENERGY
INTRODUCTION
This section evaluates potential impacts associated with energy consumption and demand that would result from the implementation of the proposed S pecific Plan. The section also provides a description of the regulatory framework governing the management of energy on a federal, state, regional, and local level. Plan impacts on energy consumption and demand as well as related mitigation measures have also been provided.
3.4.1 EXISTING CONDITIONS
3.4.1.1 Electrical Service
Southern C alifornia Edison (SCE) provides electricity service to most of Los Angeles County including the City of Compton. 1 The California Energy Commission (CEC) maintains a statewide database of annual electricity generation and consumption. In 20 20, California produced approximately 68 percent of the e lectricity it used . The remainder was imported from outside the state. In 20 20, total electrical generation was 272,576 gigawatt-hours (GWh) with approximately 190,913 GWh produced in- state with the remaining 81,663 GWh being imported from out -of-state sources.2 Renewable sources accounted for approximately 33.09 percent of 20 20 in-state generation. 3 Statewide electricity consumption in 20 20 was estimated by the CEC to be 279, 510 GWh, with Los Angeles County responsi ble for consuming approximately 65,649.87 GWh (23 percent).4
Table 3.4-1
Electricity Consumption in the Los Angeles County in 2020
Residential Non-Residential Total Usage
22,913.1 42,736.77 65,649.87
Note: All usage expressed in GWh
Source: California Energy Commission, California Energy Consumption Database, 2020
1 Southern California Edison. Our Service Territory. Available online at: https://www.sce.com/about-us/who-we- are/leadership/our-service-territory, accessed March 2, 2022. 2 California Energy Commission. 2016 Total Electric Generation, https://www.energy.ca.gov/data-reports/energy- almanac/california-electricity-data/2020-total-system-electric-generation, accessed December 2, 2021. 3 Ibid.
4 California Energy Commission. 2016. Energy Consumption by County, http://www.ecdms.energy.ca.gov/elecbycounty.aspx, accessed June 11, 2021.
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3.4.1.2 Natural Gas
SoCalGas provides natural gas service to the County of Los Angeles, including the City of Compton. The availability of natura l gas is based upon rec ent condit ions of gas supply and re gulatory policies. A s a public utility, the SoCalGas is under the jurisdiction of the California Public Utilities Commission and can be affected by actions of gas supply or the condit ion under which service is available. Gas service will be provided in accordance with any revised conditions. The regional gas supply is primarily from Texas via the El Paso Gas Company's pipeline to Southern California.
In 2020, Los Angeles County consumed 2936.68 Millions o f Therms of n atural gas cons umption (see Table 3.4-2, Natural Gas Consumption in Los Angeles County [2020]).
Table 3.4-2
Natural Gas Consumption in Los Angeles County (2020)
Residential Non-Residential Total Usage
1,237.99 1,698.69 2,936.68
Note: All usage expressed in MMThm
Source: California Energy Commission, California Energy Consumption Database, 2020
3.4.1.3 Petroleum
California is one of the top producers of petroleum in the nation, with drilling operations primarily concentrated in Kern and Los Ange les Counties. A network of crude oil pipelines con nects production areas to oil refin eries in the Los Angeles area, the San Francisco Bay area, and the Central Valley.
California oil refineries also process large volumes of Alaskan and foreign crude oil re ceived in port s in Los Angeles, Long Beach, and the San Francisco Bay area. Crude oil production in California and A laska is in decline, and California refineries have become increasingly dependent on foreign imports. Led by Saudi Arabia and Ecuador, forei gn suppliers n ow produce more than ha lf of the cru de oil refined in California5,6
According to the United States E nergy Information Administration (EIA), transportation accounted for nearly 40 percent of California’s energ y dem and, amounting to approxima tely 3 ,017 tri llion Brit ish
5 California Energy Commission (CEC). 2017. Foreign Sources of Crude Oil Imports to California 20162017.
Available at: https://www.energy.ca.gov/data-reports/energy-almanac/californias-petroleum-market/foreign- sources-crude-oil-imports/foreign, accessed March 29, 2022. 6 California Energy Commission (CEC). Oil Supply Sources to California Refineries. Available at:
http://www.energy.ca.gov/almanac/petroleum_data/statistics/crude_oil_receipts.html, accessed March 29, 2022.
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thermal units (Btu) in 2015.7 California’s transportation sector, including on- road and rail petroleum - based fuels are used for approximately 98.5 percent of the State’s transportation activity .8 Most gasoline and diesel fuel so il in Californ ia for mot or vehicles is refined in California to meet state -specific formulations required by the California Air Resources Board (CARB).
There are no petroleum refineries located in the City of Los Angeles. As discussed below, the closest petroleum refinery is the World Oil Refining Refiner y located in the City of South Gate , approximately
6.5 miles from the Plan A rea. Neither the EIA nor the CEC maintain a database of estimated transportation fuels consumption at the city level.
3.4.2 REGULATORY FRAMEWORK
3.4.2.1 Federal
Energy Policy and Conservation Act
Enacted in 1975, this legislation established fu el economy standards for new light -duty vehicles sold in the U.S. The law placed responsibility on the Nat ional Highway Traffic and Safety Administration (a part of the U.S. Department of Transportation) for establishing and regula rly updating vehicle stan dards. The U.S. Environmental Protection Agency (U .S. EPA) administers the Corporate Average Fuel Economy (CAFE) program, which determines vehicle manufactu rers’ co mpliance with existing fuel ec onomy standards. Since the incept ion of the CAFE program, the av erage fuel economy for new light -duty vehicles (autos, pickups, vans, and SUVs) steadily increased from 13 .1 miles per gallon (mpg) for the 1975 model year to 27.5 mpg for the 2012 model year and is proposed to increase to 54.5 by 2025.
Energy Star Program
In 1992, the U.S. EPA introduced Energy Star as a voluntary labeling program designed to identify and promote energy-efficient products to reduce greenho use gas emiss ions. The program appli es to major household appliances, lighting, computers, and buildin g components such as windows, doors, roofs, and heating and cooling systems. Under this program, appliance s tha t meet specifications for maximum energy use established under the program are certified to display the Energy Sta r label. In 1996, U.S. EPA joined with the Energy Department to expand the program, which now also includes qualifying commercial and industrial buildings, and homes.
7 United States Energy Information Administration. California Profile Data. Available online at:
https://www.eia.gov/state/data.php?sid=CA#ConsumptionExpenditures, accessed June 2021. 8 Ibid.
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3.4.2.2 State
Title 24
Title 24, Part 6, of the Califo rnia Code of Regulations contains the CEC's Energy Efficiency Standa rds for Residential and Nonresidential Buildings. Title 24 was first established in 1978, in response to a legislative mandate to reduce California's energy consumption. Since that time, Title 24 has been updated periodically to allow for consideration and possible incorporation of new energy efficiency technologies and methods.
On April 23, 2008, the CEC adopt ed the 2008 standards, which applied to projects that submitted an application for a building permit on or after Janu ary 1, 2010. The CEC adopted th e 2008 standards for a number of reasons: (1) to provide California with an adequate, reasonably priced, and environmentally sound supply of energy; (2) to respond to Assembly Bill 32 (AB 32 ; the Global Warming Solutions Act of 2006), which requires Califo rnia to reduce its greenhouse gas emissions to 1990 levels by 2020; (3) to pursue the statewide policy that energy efficiency is the resource of choice for meeting California's energy needs; (4) to act on the findings of Cali fornia's Integrated Energy Policy Report, which indicate that the 2008 Standards are the most cost -effective means to achieve energy ef ficiency, reduce the energy dema nd associated wit h water supply, and reduce greenhou se gas emissions; (5) to meet the Wes t Coas t Governors' Global Warmi ng Initiative commitment to include aggressive energy efficiency measures in the update of all state building codes; and (6) to meet the Executive Order in the Green Building Initiative to improve the energy efficiency of non residential buildings through a ggressive standards. In 2013, updates were made to the 2008 Title 24 standards (effective January 1, 201 4).
The California Green Buildi ng Standards Code, which is Part 11 of the Title 24 B uilding Standards Code, is commonly referred to as the CALGreen Cod e. The 2008 edition, the first edition of the CALGreen Code, contained only voluntary standards. The 201 3 CALGreen Code is a code with m andatory requirements for new r esidential and nonresi dential buildings (including buildin gs for retail, office, public schools, and hospitals) throughout California beginning on January 1, 201 4. The 201 3 CALGreen Code contains req uirements for construction site selection, s tormwater con trol during constructi on, construction solid waste reducti on, indoor water use reduction, building material selection, natural resource conservation, site irrigation conservation, and more. Addi tionally, this code encourages buildings to achie ve exemplary performance in the area of energy efficiency. For the purp oses of energy efficiency standards, the CEC believes a green building should achieve at least a 15 percent reduction in energy usage wh en compared to California’s man datory energy eff iciency standards. The updated 2016 CALGreen Code became effective Janua ry 1, 2017 and includes new req uirements for additions to existing residential and non-residential development.
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Assembly Bill 32 (AB 32): Global Warming Solutions Act
In addition to Ti tle 24, A B 32 is anticipated to resu lt in the future regulation of energ y reso urces in California. (See Section 4.4, Greenhouse Gas Emissions, for additional information on AB 32.) In order to achieve these emission reductions, it is generally accepted tha t California will need to improve it s overall energy efficiency, which i ncludes the use of more renewab le energy resources. Pursuant to AB 32, the California Air Resources Board (CARB) will work with other state agencies (including the CEC), to implement feasible programs and regulations that reduce emissions and improve energy efficiency.
Senate Bill 32
In the 2016 legislative session, the Legislature passed, and the Governor signed, Senate Bill 32 (SB 32).
This bill requires CARB to adopt rules and regula tions to ens ure that statewide GHG emissions are reduced to 40 percent below the 1990 level by 2030.
Renewable Portfolio Standard
Established in 2002 under SB 1078, accelerated in 2006 under SB 107, and expanded in 2011 under SB 2, California's Renewables Portfolio Standard (RPS) is one of t he most ambitious renewable energy standards in the country. The RPS program requires investor- owned utilities, electric service providers, and community choice aggregator s to increase procurement from eligible renewable energy resources to 33 percent of total procurement by 2020.
Senate Bill 350
In the 2015 legislative session, the Legislature passed, and the Governor signed, Senate Bill 350 (SB 350).
The legislation requires t hat, by 2030, 50 percent of all electricity provided by power plants in Californ ia must be from renewable sources. SB 35 0 further requires the Ca lifornia Energy Commission (CEC) to establish annual targets for statewide energy efficiency savings and d emand reduction that would achieve a cumulative d oubling o f s tatewide energy efficien cy savings in electricity and natu ral ga s by retail customers by 2030. The bill requires the Public Utilities Commission (PUC) to establish efficiency targets for investor -owned electrical and gas corp orations consistent with the 2030 goal, and the CEC to establish annual targets for energ y effi ciency savings and demand reductions for local publicly- owned electric utilities consistent with the 2030 goal. Each retailer of electri city must regularly file an integrated resource plan (IRP) for review and approval.
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Part 11 of the California Code of Regulations: Green Building Code The California Green Building Standards Code, which is Part 11 of the California Code of Regulation s, is commonly referred to as th e CALGreen Code. The 2008 edi tion, the first edition of the CALGreen Code, contained only voluntary standards. The 2010 CALGreen Code is a code with mandatory requirements for state-regulated buildings and structures throughout California beginning on January 1, 2011. The code requires building commissioning, which is a process for the verif ication that all building syste ms, such as heating and cooling equipment and lighting systems, are functioning at their maximum efficienc y.9 California’s 2019 Building Energy Efficiency Standards
In December 2018, the Cali fornia Building Standards Commission gav e the final approval to a solar PV requirement mandating all new buildings under three stories tall be equipped with solar systems. The standards officially take effect on January 1, 2020 and include solar installation , battery storage, and improved energy savings through high-performance walls, attics, and windows. 10 Other Energy Related Statutes and Executive Orders
Additional legislation and executive orders foc used on energy effi ciency in California are highlighted briefly below:
• Senate Bill 107: This legislation, which addresses California's Renewables Portfolio Standard (RPS), requires retail sellers of electricity to procure 20 percent of retail sales from renewable energy by 2010. • Assembly Bill 1613: This legislation, also known as the Waste He at and Carbon Emissions Reduction Act, was designed to encourage the development of new combined heat and power systems in California with a generating capacity of up to 20 megawatts (MW). • Senate Bill 1: This legislation enacted the Governor’s Million Sol ar Roofs program and has an ove rall objective of installing 3,000 MW of solar photovoltaic systems. • Senate Bill 1389: This legislation r equires the California Energy Commission to prepa re a bien nial integrated energy policy report that contains an assessment of major energy trends and issues facing the state’s electricity, natural gas, and transportation fuel sectors and provides policy
9 CARB. 2018. Green Building Standards Code. Available online at:
https://ww3.arb.ca.gov/cc/greenbuildings/standards.htm, accessed February 24, 2020. 10 California Energy Commission. 2019. 2019 Building Energy Efficiency Standards. Available online at:
https://www.energy.ca.gov/publications/2008/2019-building-energy-efficiency-standards-residential-and- nonresidential, accessed February 24, 2020.
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recommendations to conserve resources; protect the environment; ensure reliable, secure, and diverse energy supplies; enhance the state’s economy; and protect public health and safety. • Executive Order S -14-08: This order established accelerated RPS targets —specifically 33 percent by 2020.
• Executive Order S-21-09: This order requires CARB to adopt regulations, by July 31, 20 10, increasing California's RPS to 33 percent by 2020.
• Executive Order B -18-12: This order directs state agencies to reduce their grid- based e nergy purchases by at least 20 percent by 2018, as compared to a 2003 baseline. • Executive Order B -48-18: This orde r will boost the use of zero- emission vehicles (ZEVs), electric vehicle charging infrastructure, and hydrogen refueling infrastructure in California in order to implement Governor Brown’ s target of 5 million ZEVs on the road by 2030 and 250,000 vehicle charging stations and 200 hydrogen refueling stations by 2015.
3.4.2.3 Local
City of Compton General Plan
The following goals and policie s of the City of Compton General Plan are applica ble to th e p roposed Compton TOD Specific Plan project.
Conservation Goal 1:
Policy 1.8: Encourage the use of energy conservation devices in project design and construction to increase energy efficiency and decrease pollution emissions from office electrical power plants and on-site natural gas use.
Conservation Goal 3 : Conserve energy resources through t he use of available technology and conservation practices
Policy 3.1: Encourage innovative s ite planning and building design s with minimize energy con sumption by taking advantage of sun/shade patterns, prevailing winds, landscaping, and building materials
Policy 3.2: Maintain local legislation to establish , update, and implement energy performance building code req uirements in accordance with State T itle 24 energy regulations.
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Housing Goal 7: Reduce overall housing costs through programs to reduce energy costs.
Housing Policy 7.1: The City of Compton will require new residential cons truction to comply with State an d local bu ilding code insulation and energy conservat ion standards.
Housing Policy 7.2: The City of Compton will identi fy opportunities to improve energy conservation in older, existing housing units through the residential re- sale inspection program.
Housing Policy 7.3: The City of Compton will i nform City residents of the benefits of energy conservation.
Housing Policy 7.4: The City of Compton will encourage use of alternative energy sources including active and passive solar fea tures, and fuel cells, in new residential construction.
Air Quality Element Goal 4: Reduce emissions associated with energy consumption.
Air Quality Policy 4.1: The City of Compton will support the use of energy -efficient equipment and design in City facilities and infrastructure.
Air Quality Polic y 4.2 : The City of Compton will encourage incorporation of energy featu res, including passive solar, in the construction and rehabilitation of new and existing structures.
3.4.3 IMPACTS AND MITIGATION MEASURES
Thresholds of Significance
Pursuant to Appendix G of the St ate CEQA Guidelines, potentially significant impacts wou ld occur if adoption of the Specific Plan would:
• Result in p otentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation. • Conflict with or obstruct a state or local plan for renewable energy or energy efficiency.
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Methodology
The analysis in this section focuses on the nature and magnitude of the change in ene rgy resources due to construction and operation of the Plan. To address the significance thresholds, the focus of this analysis is related to energy efficiency within the context of existing regulatory environment. The methodology used to estimate the construction phase energy use is described in Impact EN-1 below.
With respect to energy con sumption during occupanc y/operation, the increased elec tricity a nd natural gas demand due to operation/occupancy of the Plan were estimat ed using the CalEEMod emissions model. In addition, as the Plan would result in daily vehicle trips due to typical resid ential commutes, the increase in the consumption of petroleum -based fuel was c alculated based on vehicle miles tra veled (VMT).
3.4.4 ENVIRONMENTAL IMPACTS
Impact EN-1 Result in potentially significant environmental impact due to wasteful, inefficient, or unnece ssary co nsumption of energy resources , during project construction or operation.
Less than Significant.
Construction
Construction Energy Demand
Construction activity would use energy in the form of pe troleum-based fuels to power off -road construction vehicles and eq uipment throughout the Plan area , construction worker travel to and from project si tes, and vehicles used to deliver materials to the Plan Area. Forecast development under the Spec ific Plan would require demolition, site preparation, an d grading, including hauling material off -site; pavement and a sphalt installation; building const ruction; paving; and architectural coating.
Construction equipment would be maintained to appli cable standards, and constructio n activity and associated fuel consumption and energy use would be temporary and typical of construction sites. It is also reasonable to assume contractors would avoid wasteful, inefficient, and unnecessary fuel consumption during construction to reduce co nstruction costs. Therefore, the Specific Plan wo uld not involve the inefficien t, wasteful, an d unnecessary use of energy during construction, and the construction-phase impact related to energy consumption would be less than significant.
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Operation
Forecast growth under the Specific Plan includes approximately 1,517 residential units, a net reduction of 39,000 sf of retail space, 97,000 sf of new office development, and a 150- room hotel. The intensification of land use in the Plan Area would increase area energy demand from greater electricity, natural gas, and gasol ine consumption. N atural gas an d electricity would be used for heating and cooling systems, lighting, appliances, water use, and the overall operation of the buildings.
Gasoline consumption would be attributed to the trips ge nerated from development in the Plan Area.
The estimated number of average daily trips associated with the Specific Plan , based on the Project ’s VMT Analysis, is used to determine the energy consumption associated wit h f uel use from the operation of anticipated development. Th e m ajority of the fu el consumption would be from mot or vehicles tra veling to and from anticipated development in the Plan Area. According to the Project ’s VMT Analysis calculations, the Specific Plan would result in app roximately 46,312,660 annual VMT.
Table 3. 4-3, Estimated Specific Pl an Annual Transpor tation Energy Consumption , shows the estimated total annual fuel consumption for forecas ted net new development under the Specific Plan using the information from th e Project’s VMT analysis (See Section 3.12, Transportation ) with the assumed vehicle fleet mix obtai ned from CalEEMod. One gallon of gasoline is equivalent to approximately 120,286 Btu, while one gallon of diesel is equivalent to approximately 137,381 Btu.11
Table 3.4-3
Estimated Specific Plan Annual Transportation Energy Consumption
Vehicle Type1
Percent of
Vehicle
Trips2
Annual Vehicle
Miles Traveled3
Average Fuel
Economy (miles/
gallon)4
Total Annual Fuel
Consumption
(gallons)
Total Fuel
Consumption
(MMBtu)5
Passenger Cars 52.0 24,082,583 24 1,003,441 155,008
Light/Medium Trucks 40.0 18,525,064 17.4 1,064,659 187,839 Heavy Trucks/Other 5.0 2,315,633 7.4 312,923 55,209
Motorcycles 3.0 1,389,380 44.0 31,577 4,878
Total 100.0 46,312,660 – 402,934
11 U.S. Energy Information Administration. British thermal units (Btu). Available at:
https://www.eia.gov/energyexplained/units-and-calculators/british-thermal-units.php, accessed March 29, 2022.
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Notes: Totals may not add up due to rounding.
Sources:
1 Vehicle classes provided in CalEEMod do not correspond exactly to vehi cle classes in DOT fuel consumption data, except for motorcycles.
Therefore, it was assumed that passenger cars correspond t o the li ght-duty, short-base vehicle class, light/medium truc ks correspond to the light-duty long-base vehicle class, and heavy trucks/other correspond to the single unit, 2-axle 6-tire or more class. 2 Percent of vehicle trips from Table 4.4 “Fleet Mix” in CalEEMod run (Appendix 3.2). 3 Daily VMT found in Table 3.12-4 in Section 3.12, Transportation of this EIR. Multiplied by 365 to get annual VMT. 4 Average Fuel Economy: U.S. Department of Energy 2018. 5 One gallon of gasoline is equivalent to 120, 286 Btu and us ed for Passenger Cars and Motorcyc les. One gallon of d iesel is equivalent to 137,381 Btu and is use d for Light /Medium Trucks and Heavy Tr ucks/Other. Source availab le at:
https://www.eia.gov/energyexplained/units-and-calculators/british-thermal-units.php
As mentioned in Section 3.4.1, the Plan Area would be served by SCE, which provide d more than 65,000 GWh of electr icity in 2020 for Los Angele s County. Future development under the Spe cific Plan would implement more stringe nt energy eff iciency measures required pursuant to updated CA LGreen requirements, reducing energy demand o f buildings constructed in the Pla n Area. Therefore, S CE would have s ufficient supplies for development under the Specific Plan and would not place a sign ificant demand on the electrical supply.
Estimated net increase s for n atural gas consumptio n for the Specific Plan wo uld be approximat ely 62,372,080 Btu (or 624 thm) per year ( Appendix 3.2). The Specific Plan’s natural gas demand wou ld be served by SoCalGas, which provided 2,936.68 MMthm in 2 020 to L.A. County ; therefore, SCG would have sufficient supplies for the project. Developments under the Specific Plan would be required to confirm the availability of electricity and natural gas service in conjunction with individual project review.
Forecast development under the Specifi c Plan would comply with all standards set in California Building Code (CBC) Tit le 24, which would mini mize the waste ful, inefficient, or u nnecessary consumption of energy resources during operation . California’s Green Bui lding Stan dards Code (CALGreen; Ca lifornia Code of Reg ulations, Title 24, Part 11) requires implementation of ener gy efficient light fixtures and building materials into the design of new construction projects.
Furthermore, the 2019 Building Energy Efficie ncy Standards (CBC Title 24, Part 6 ) requires newly constructed buildings to meet energy performance standards set by the Energy Commission. As the name implies, these stand ards are specifically craft ed for new buildings to result in energy efficient performance so that the buildings do no t result i n wasteful , inefficient, or unnecessary consump tion of energy. The standards are updated every three years and each iteration is more energy efficient than the previous standards. For example, according to the CE C, residential buildings meeting 2019 standards will use about 7 percent less energy due to energy efficiency meas ures versus those built under the 201 6
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standards.12 Non-residential building s would use about 30 percent less energy compared to 2016 standards.13 Furthermore, the Specific Plan would further reduce its use of nonrenewable energy resources as the electricity generated by renewable resources p rovided by SCE continues to i ncrease compliance with state requirements through Sena te Bill 100, which requires electricity providers to increase procurement from eligible renewable energy resources to 33 percent of total retail sales by 2020, 60 percent by 2030, and 100 percent by 2045.
In conclusion, energy demand associated with the co nstruction of developme nt under th e Specific Plan would be temporary and typical of construction projects and would not result in wasteful use of energy resources. The operation of anticipated developme nt would increase the use of energy in the Plan Area due to the intensificati on of land use . However, the in crease would be in conf ormance with the latest version of California’s Green Buildi ng Standards Code and B uilding Energy Efficiency Standards. In addition, SCE and SoCalGas have sufficient supplies t o serve the development forecas t under the proposed Sp ecific Plan. Therefore, th e Specific Plan would not result in wasteful, inefficient, or unnecessary energy consumption. This impact would be less than significant.
Mitigation Measures
No mitigation measures required.
Impact EN-2 Conflict with o r obstruct a state or local p lan for renewable energy or energy efficiency.
Less than Significant Impact.
As discussed in Section 3.4.2, Regulatory Setting , SB 100 m andates 100 percent clean electricity for California by 2045. Because deve lopment constructed under the Specific Plan would be powered by the existing electricity grid, the Plan Area would eventually be p owered by renewable energy mandated by SB 100 and wo uld not conflict with this statewide plan . Additionally, as discussed under Impact E N-1 above, future development constructed in the Specific Plan would be subject to more stringent energ y efficiency standards pursuant to updated CALGreen requirements.
The City of Compton has not adopte d any specific renewable energy or energy efficiency plan; however, as demonstrated under Impact GHG-2, the Specific Plan would be consistent with existing local p olicies
12 California Energy Commission (CEC). 2018. 2019 Building Energy Efficiency Standards – Frequently Asked Questions. Available at: https://www.energy.ca.gov/sites/default/files/2020- 03/Title_24_2019_Building_Standards_FAQ_ada.pdf, accessed March 29, 2022. 13 Ibid.
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contained in the City’s General Plan intended to p romote energy efficiency through re newable energy use and energy c onservation measures. Furthermore, the Specific Plan itself conta ins goals and actio ns intended to promote energy efficiency, including Action 4.7, which seeks to promote the creation of green and solar roofs to reduce energy consumption of buildings and minimize GHG emissions. Therefore, the Specific Plan is consistent with and would not conflict with or obstruct a state plan o r policies contained in the City’s G eneral Plan for renewable energ y or energy efficiency; impacts would be less than significant.
Mitigation Measures
No mitigation measures required.
3.4.5 CUMULATIVE IMPACTS
The anticipated growth in the vicinit y of the Plan Area, as described in Section 3 .0, Environmental Setting, would incrementally increase local and regional energy demand. This cumulative increase could result in a strain on locally- available energy supplies or the need for energy infrastructur e upgrades.
However, as demonstrated under Im pact E N-1, abov e, the Specific Pla n would not r esult in wasteful, inefficient, or unnecessary energy consumption. The Specific Plan would involve construction of dense, mixed-use development in proximity to local and reg ional transit routes, a s well as upgr ades to and expansion of activ e t ransportation infrastructure to reduce VMT and, consequently, transpor tation energy demand. Furthermore, the Specific Plan i tself includes policies intended to reduce energy consumption through building design and enhance t he active transportation network. Therefore, w hile the Specific Plan and other planned and pending development would increase energy demand, the Specific Plan’s contribution to potential cumulative energy impacts would not be considerable.
3.4.6 REFERENCES
California Energy Commission. 2016. Energy Consumption by County, http://www.ecdms.energy.ca.gov/elecbycounty.aspx, accessed June 11, 2021.
California Energy Commission. 2016 Total Electric Generation, https://www.energy.ca.gov/data- reports/energy-almanac/california-electricity-data/2020-total-system-electric-generation, accessed December 2, 2021.
California Energy Commission (CEC). 2017. Foreign Sources of Crude Oil Imports to California 20162017.
Available at: https://www.energy.ca.gov/data-reports/energy-almanac/californias-petroleum- market/foreign-sources-crude-oil-imports/foreign, accessed March 29, 2022.
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California Energy Commission (CEC). 2018. 2019 Building Energy Efficiency Standards – Frequently Asked Questions. Available at: https://www.energy.ca.gov/sites/default/files/2020- 03/Title_24_2019_Building_Standards_FAQ_ada.pdf, accessed March 29, 2022.
California Energy Commission (CEC). Oil Supply Sources to California Refineries. Available at:
http://www.energy.ca.gov/almanac/petroleum_data/statistics/crude_oil_receipts.html, accessed March 29, 2022.
Southern California Edison. Our Service Territory. Available online at: https://www.sce.com/about- us/who-we-are/leadership/our-service-territory, accessed March 2, 2022.
United States Energy Information Administration. California Profile Data. Available online at:
https://www.eia.gov/state/data.php?sid=CA#ConsumptionExpenditures, accessed June 2021.
U.S. Energy Information Administration. British thermal units (Btu). Available at:
https://www.eia.gov/energyexplained/units-and-calculators/british-thermal-units.php, accessed March 29, 2022.
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3.5 GREENHOUSE GAS EMISSIONS
INTRODUCTION
This section discusses the globa l, national, and statewide conditions related to greenhouse gases (GHG) and global climate change. This section also p rovides a discussion of the applicable federal, state, regional, and local agencies that regulate, monitor, and control GHG emission, potential GHG impacts from implementation of the Specific Plan, and applicable mitigation measures . Calculations made to estimate GHG emissions associated with the Specific Plan and supporting technical data are found in Appendix 3.5 of this Environmental Impact Report (EIR).
3.5.1 ENVIRONMENTAL SETTING
3.5.1.1 Global Climate Change
Global Climate Change Background
Global climate change refers to any significant change in climate measur ements, suc h as temperature, precipitation, or wind, that lasts for an extended period (i.e., decades or longer). 1 Climate change may result from
• natural factors, such as change s in the sun’s intensity or slow changes in the Earth’s orbit around the sun;
• natural processes within the climate system (e.g., changes in ocean circulation, reduction in sunlight from the addition of GHG and other gases to the atmosphere from volcanic eruptions); and • human activities that change the atmosphere’s composition (e.g., th rough bur ning fossil fuels) and the land surface (e.g., deforestation, reforestation, urbanization, desertification).
The third bullet is the focus of climate change legislation. The natural process through which heat is retained in the troposphere 2 is c alled the “greenhouse effect.” The greenhouse effect traps heat in the troposphere through a three -fold process as follows: (1) short-wave radiation in the form of visible light emitted by the Sun is absorbed by the Earth as heat; (2) long -wave radiation i s re-emitted by the Earth;
1 U.S. Environmental Protection Agency, “Glossary of Climate Change Terms,” http://www.epa.gov /climatechange/glossary.html#Climate_change. 2010.
2 The troposphere is the bottom layer of the atmosphere, which varies in height from the Earth’s surface to 10 to 12 kilometers.
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and (3) greenhouse gases (GHGs) in the atmosphere absorb or trap the long -wave radiation and re-emit it back towards the Earth and into space.
While wate r vapor and CO 2 are the most abundant GHG, other trace GHGs have a greater a bility to absorb and re -radiate long-wave radiation. To gauge the potency of GHGs, scientists have established a Global Warming Potential (GWP) for each GHG based on its ability to absorb and re -emit long- wave radiation over a specific period. The GWP of a gas is determined using CO 2 as the reference gas with a GWP of 1 over 100 years. For example, a gas with a GWP of 10 is 10 times more potent than CO 2 over 100 years. The use of GWP allows GHG emissions to be reported using CO 2 as a baseline. The sum of each GHG mult iplied by its associated GWP is referred to as carbon dioxide equivalents (CO 2e). This essentially means that 1 metric ton of a GHG with a GWP of 10 has the same climate change impacts as 10 metric tons of CO2.
Greenhouse Gases
The compounds de scribed bel ow are GHGs subject to control under state law. 3 Water v apor is also a GHG; however, its concentration in the atmosphere is a function of temperature and vapor pressu re and cannot be controlled by any known means; therefore, water vapor is not s ubject to c ontrol under state law.
• Carbon Dioxide (CO 2). Carbon dioxide is primarily generated primarily by fossil fuel combustion from stationary and mobile sources. Due to the emergence of industrial facilities and mobile sources over the past 250 years, t he concentration of carbon dioxide in the atmosphere has increased 35 percent.4 Carbon dioxide is the most widely emitted GHG and is the reference gas (GWP of 1) for determining the GWP of other GHGs. In 2004, 83.8 percent of California’s GHG emissions were carbon dioxide.5
• Methane (CH 4). Methane is emitted from biogenic sources, incomplete combustion in forest fires, landfills, manure management, and leaks in natural gas pipel ines. In the United States, the top three sources of methane are landfills, na tural gas systems, and enteric fermentation. 6 Methane is the
3 All GWPs are given as 100-year GWP. Unless noted otherwise, all GWPs were obtained from the Intergovernmental Panel on Climate Change. Climate Change 1995: The Science of Climate Change – Contribution of Working Group I to the Second Assessment Report of the IPCC. Cambridge (UK): Cambridge University Press, 1996. 4 U.S. Environmental Protection Agency, Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990-2006 (EPA 430- R-08-005), (2008) 1-3.
5 California Energy Commission, Inventory of California Greenhouse Gas Emissions and Sinks 1990 to 2004, (2006). 6 U.S. Environmental Protection Agency, “Methane: Sources and Emissions,” http://www.epa.gov /methane/sources.html. n.d.
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primary component of natural gas, which is used for space and water heating, steam production, and power generation. The GWP of methane is 21.
• Nitrous Oxide (N 2O). Nitrous oxide is produced by both natural and human- related sources.
Primary human-related sources include agricultural soil management, animal manure management, sewage treatment, mobile and stationary com bustion of fossil fuel, adipic acid production, and nitric acid production. The GWP of nitrous oxide is 310.
• Hydrofluorocarbons (HFCs). HFCs typically are used as refrigerants in both stationary refrigeration and mobile air conditioning. The use of HFCs for c ooling and foam blowing is growing, particularly as the continued phase -out of ch lorofluorocarbons (CFCs) and hydrochlorofluorocarbons (HCFCs) gains momentum. The GWP of HFCs range from 140 for HFC-152a to 6,300 for HFC-236fa. • Perfluorocarbons (PFCs). P erfluorocarbons are compounds consisting of carbon and fluorine. They primarily a re created as a byproduct of aluminum production and semiconductor manufacturing.
Perfluorocarbons are potent GHGs with a GWP several thousand times that of carbon dioxide, depending on the specific PFC. Another area of concern regarding PFCs is their long at mospheric lifetime (up to 50,000 years).
7 The GWPs of PFCs range from 5,700 to 11,900.
• Sulfur Hexafluoride (SF6). Sulfur hexafluoride is a colorless, odorless, nontoxic, no nflammable gas. It is most commonly used as an electrical insulator in high volta ge equipment that transmits and distributes electricity. Sulfur hexafluoride is the most potent GHG that has been evaluated by the IPCC with a GWP of 23,900. However, its glob al warming contribution is not as high as the GWP would indicate due to its low mixing ratio, as compared to carbon dioxide (4 parts per trillion [ppt] in 1990 versus 365 parts per million [ppm]).
8 7 U.S. D epartment of Energy, Energy Information Administration, “Other Gases: Hydrofluorocarbons, Perfluorocarbons, and Sulfur Hexafluoride,” http://www.eia.doe.gov/oiaf/1605/gg00rpt/other_gases.html. n.d. 8 U.S. Environmental Protection Agency, “High GWP Gases and Climate Change,” http://www.epa.gov/ highgwp/scientific.html#sf6. n .d.
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Effects of Global Climate Change
Global climate change refers to any significant change in climate measurements, such as temperatu re, precipitation, or wind, lasting for an extended period (i.e., decades or longer). 9 Climate change may result from:
• natural factors, such as changes in the sun’s i ntensity or slow changes in the Earth’s orbit around the sun;
• natural processes within the climate system (e.g., changes in ocean circulation, reduction in sunlight from the addition of GHGs and other gases to the atmosphere from volcanic eruptions); and • human activities that change the atmosphere’s composition (e.g., through burning fossil fuels) and the land surface (e.g., deforestation, reforestation, urbanization, desertification).
According to scientists, human activities have resulted in a change in glob al climate. The primary manifestation of global climate change has been a rise in the a verage global tropospheric temperature of
0.2 degree Celsius (°C) per decade, determined from meteorological measurements worldwide between 1990 and 2005.
The natural process through which heat is retained in the troposphere 10 is called the greenhouse effect.
The greenhouse effect traps heat in the troposphere through a threefold process: (1) short -wave radiation in the form of visible light emitted by the Sun is absor bed by the Earth as heat; (2) long -wave radiation is re-emitted by the Earth; and (3) GHGs in the u pper atmosphere absorb or trap the long -wave radiation and re-emit it back towards the Earth and into space. This third process is the focus of current clima te change policy because increased quantities of GHGs in the earth’s atmosphere result in more of t he long- wave radiation being trapped in the atmosphere.
While water vapor and carbon dioxide (CO 2) are the most abundant GHGs, other trace GHGs have a greater a bility to absorb and re -radiate long -wave radiation. To gauge the potency of GHGs, scie ntists have established a Global Warming Potential (GWP) for each GHG based on its ability to absorb and re-emit long- wave radiation over a specific period. The GWP o f a gas is determined using CO 2 as the
9 U.S. Environmental Protection Agency, “Glossary of Climate Change Terms,” http://www.epa.gov /climatechange/glossary.html#Climate_change. 2010.
10 The troposphere is the bottom layer of the atmosphere, which varies in height from the Earth’s surface from 6 to 7 miles.
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reference gas, which has a GWP of 1 over 100 years. 11 For example, a gas with a GWP of 10 is 10 times more potent than CO2 over 100 years. The use of GWP allows GHG emissions to be reported using CO 2 as a baseline. The sum of each GHG multiplied by its associated GWP is referred to as “carbon dioxide equivalents” (CO2e). This essentially means that 1 metric ton of a GHG with a GWP of 10 has the same climate change impacts as 10 metric tons of CO2.
The impacts of climate c hange have been documented by the Office of Environmental Health Hazard Assessment (OEHHA), which includes the following changes that are already occurring: 12,13 • A recorded increase in annual average temperatures as well as increases in daily minimum and maximum temperatures.
• An increase in the occurrence of extreme events, including wildfire and heat wav es. • A reduction in spring runoff volumes, as a result of declining snowpack. • A decrease in winter chill hours, necessary for the production of high-value fruit and nut crops. • Changes in the timing and location of species sightings, including migration u pslope of flora and fauna, and earlier appearance of Central Valley butterflies.
In addition to this, California’s recent drought incited land subsidence, pe st invasions that killed over 100 million trees, and water shortages. The total statewide economic cost of the 2014 drought was estimated at $2.2 billion, with a total loss of 17,100 jobs. 14 An analysis of water usage between 1990 and 2012 showed that while California’s energy policies have supported climate mitigation efforts, the performance of these policies have increased vulnerability to climate impacts. 15 According to the U.S. Forest Service National Insect and Disease Forest Risk Assessment, 16 California is at risk of losing 12 percent of the total area of forests and woodlands in the State due to in sects and disease, or over 5.7 million acres. While future climate change is not modeled within the risk assessment,
11 All GWPs are given as 100-year GWP. Unless noted otherwise, all GWPs were obtained from the Intergovernmental Panel on Climate Change. Climate Change 1995: The Science of Climate Change – Contribution of Working Group I to the Second Assessment Report of the IPCC. Cambridge (UK): Cambridge University Press, 1996 12 OEHHA, Indicators of Climate Change in California. https://oehha.ca.gov/climate-change/document/indicators- climate-change-california
13 California Air Resources Board, California’s 2017 Climate Change Scoping Plan. November 2017. 14 Howitt, R., Medellin-Azuara, J., MacEwan, D., Lund, J., and Summer, D. Economic Analysis of 2014 Drought for California Agriculture. 2014.
15 Fulton, J., and Cooley, H., The Water Footprint of California’s Energy System, 1990-2012. 2015. 16 U.S. Forest Service, 2013-2027 National Insect and Disease Forest Risk Assessment. January 2014.
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and current drought conditions are not a ccounted for in these estimates, the projected climate changes over a 15 -year period (2013 -2027) are expected to significantly increase the number of acres at risk and will increase the risk from already highly destructive pests such as the mountain pine beetle. A recent aerial survey by the U.S. Forest Service identified more than 100 million dead trees in California.17 The warming climate also causes sea level rise by warming the oceans which causes water to expand, and by melting land ice which transfers water to the ocean. Sea level rise is expected to magnify the adverse impact of any storm surge an d high waves on the California coast. As temperatures warm and GHG concentrations increase more carbon dioxide dissolves in the ocean, making it more acidic. More acidic ocean water affects a wide variety of marine species, including species that people rel y on for food.18 While more intense dry periods are anticipated under warmer conditions, increased extreme wet conditions are also expected to increase due t o more frequent warm, wet atmospheric river events and a higher proportion of precipitation falling as rain instead of snow. In recent years, atmospheric rivers have also been recognized as the cause of the large majority of major floods in rivers all alon g the U.S. West Coast and as the source of 30 -50 percent of all precipitation in the same region. 19 These extreme precipitation events, together with the rising snowline, often cause devastating floods in major river basins (e.g., California’s Russian River ). Looking ahead, the frequency and severity of atmospheric rivers on the U.S. West Coast will incr ease due to higher atmospheric water vapor that occurs with rising temperature, leading to more frequent flooding. 20,21
As GHG emissions continue to accumulate and climate disruption grows, such destructive events will become more frequent. Several recent st udies project increased precipitations within hurricanes over ocean regions. 22,23 The primary physical mechanism for this increase is higher water vapor in the warmer atmosphere, which enhances moisture convergence in a storm for a given circulation strength.
Since hurricanes are responsible for many of the most extreme precipitation events, such events are likely
17 U.S. Department of Agriculture, New Aerial Survey Identifies More Than 100 Million Dead Trees in California.
November 2016.
18 California Air Resources Board, California’s 2017 Climate Change Scoping Plan. November 2017. 19 American Meteorological Society, Atmospheric Rivers as Drought Busters on the U.S. West Coast, April 2013. 20 Hagos, S., Leung, L.R., Yoon, JH., Lu, J., and Gao, Y., A projection of changes in landfalling atmospheric river frequency and extreme precipitation over western North America from the Large Ensemble CESM simulations. January 2016.
21 Payne, Ashley and Magnusdottir, Gudrun, An Evaluation of Atmospheric Rivers over the North Pacific in CMIP5 and their response to warming under RCP 8.5. November 2015. 22 Easterling, D.R., Kunkel, K.E., Wehner, M.F., and Sun, L., Detection and Attribution of Climate Extremes in the Observed Record. March 2016.
23 National Academies of Sciences, Engineering, and Medicine, Attribution of Extreme Weather Events in the Context of Climate Change. 2016.
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to become more extreme. Anthropogenic warming by the end of the 21st century will likely cause tropical cyclones globally to become more i ntense on ave rage. This change implies an even larger percentage increase in the destructive potential per storm, assuming no changes in storm size. 24,25 Thus, the historical record, which once set our expectations for the traditional range of weather and other natur al events, is becoming an increasingly unreliable predictor of the conditions we will face in the future.
Consequently, the best available science must drive effective climate policy.26 California is committed to further supporting new research on ways to m itigate climate change and how to understand its ongoing and projected impacts. California’s Fourth Climate Change Assessment and Indicators of Change Report will further update our understanding of the many impacts from climate change in a way that directly informs State agencies’ efforts to safeguard the State’s people, economy, and environment.27,28
Together, historical data, current conditions, and future pr ojections provide a picture of California’s changing climate, with two important messages:
• Change is already being experienced and documented across California, and some of these changes have been directly linked to changing climatic conditions. • Even with the uncertainty in future climate conditions, every scenario estimates further change in future conditions.
It is critical that California continue to take steps to reduce GHG emissions in order to avoid the worst of the projected impacts of climate change. At the same time, the State is taking steps to make the State more resilient to ongoing and projected climate impacts as laid out by the Safeguarding California Plan. 29 The Safeguarding California Plan was updated in 2018 to present new policy recommendations and provide a roadmap of all the actions and next steps that state government is tak ing to ad apt to the ongoing and
24 Sobel, A.H., Camargo, S.J., Hall, T.M., Lee, C-Y., Tippett, M.K., and Wing, A.A., Human Influence on Tropical Cyclone Intensity. 2016.
25 Kossin, James P., NOAA/National Centers for Environmental Information, Past and Projected Changes in Western North Pacific Tropical Cyclone Exposure. July 2016.
26 California Air Resources Board, California’s 2017 Climate Change Scoping Plan. November 2017. 27 California’s Fourth Climate Change Assessment. http://resources.ca.gov/climate/safeguarding/research/ 28 OEHHA, Indicators of Climate Change in California. https://oehha.ca.gov/climate-change/document/indicators- climate-change-california
29 California Natural Resources Agency, Safeguarding California and Climate Change Adaption Policy, http://resources.ca.gov/climate/safeguarding/
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inevitable effects of climate change. 30 California’s continuing efforts are vital steps toward minimizing the impact of GHG emissions and a three-pronged approach of reducing emissions, preparing for impacts, and conducting cutting-edge research can serve as a model for action. 31 Global Greenhouse Gas Emissions Inventory
Worldwide anthropogenic GHG emissions for industrialized nations (referred to as Annex I) and developing nations (referred to as Non -Annex I) are tracked through the ye ar 2014. The sum of the top five GHG producing nations (plus the European Union) totaled approximately 28, 870 million metric tons of CO2 equivalents (MMTCO2e).32,33 It should be noted that global emissio ns inventory data are not all from the same year and ma y vary depending on the source of the emissions inventory data. 34 The top five countries and the European Union accounted for approximately 63 percent of the total global GHG emissions according to the most recently available data (see Table 3.5-1, Top Five GHG Producer Countries and the European Union [Annual]). The GHG emissions in more recent years may differ fro m the inventories presented in Table 3.5-1; however, the data is representative of current ly available global inventory data.
30 California Natural Resources Agency. Safeguarding California Plan: 2018 Update. Available online at:
http://resources.ca.gov/docs/climate/safeguarding/update2018/safeguarding-california-plan-2018-update.pdf.
January 2018.
31 California Air Resources Board, California’s 2017 Climate Change Scoping Plan. November 2017. 32 Wo rld Resources Institute, “Climate Analysis Indicators Tool (CAIT),” cait.wri.org/historical/Country%20GHG%20Emissions?indicator[]=Total%20GHG%20Emissions%20Excluding% 20Land-Use%20Change%20and%20Forestry&year[]=2014&sortIdx=NaN&sortDir=asc&chartType=geo. 33 The CO2 equivalent emissions commonly are expressed as “million metric tons of carbon dioxide equivalent (MMTCO2E).” The carbon dioxide equivalent for a gas is derived by multiplying the tons of the gas by the associated GWP, such that MMTCO2E = (million metric tons of a GHG) x (GWP of the GHG). For example, the GWP for methane is 21. This means that the emission of one million metric tons of methane is equivalent to the emission of 21 million metric tons of CO2.
34 The global emissions are the sum of Annex I and non-Annex I countries, without counting Land-Use, Land-Use Change and Forestry (LULUCF). For countries without 2005 data, the United Nations Framework Convention on Climate Change (UNFCCC) data for the most recent year were used. United Nations Framework Convention on Climate Change, “Annex I Parties – GHG total without LULUCF,” http://unfccc.int/ghg_emissions_data/ghg_data_from_unfccc/time_series_annex_i/ items/3841.php and “Flexible GHG Data Queries” with selections for total GHG emissions excluding LULUCF/LUCF, all years, and non- Annex I countries, http://unfccc.int/di/FlexibleQueries/Event.do?event= showProjection. n .d.
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Table 3.5-1
Top Five GHG Producer Countries and the European Union (Annual)
Top Emitting Countries 2014 GHG Emissions
(MMTCO2e)
China 11,912
United States 6,371
European Union (EU), 28 Member States 4,054
India 3,080
Russia 2,138
Japan 1,315
Source: World Resou rces Institute, “Climate Analysis Indicators Tool (CAIT),” http://cait.wri.org/. 2017 Excludes emissions and removals from land use, land-use change, and forestry (LULUCF).
Note: Emissions are based on 2014 data.
As noted in Table 3.5-1, the US was the numbe r two producer of global GHG emissions in 2014. The primary GHG emitted by human activities i n the US was CO 2, representing approximately 82 percent of total GHG emissions.35 Carbon dioxide from fossil fuel combustion, the largest source of GHG emission s, accounted for approximately 76 percent of US GHG emissions.36 Global Ambient CO2 Concentrations
To determine the global atmospheric variation of CO 2, CH 4, and N 2O from before the start of industrialization, air trapped by ice has been extracted from core sa mples taken from polar ice sheets. For the perio d from around 1750 to the present, global CO 2 concentrations increased from a pre- industrialization period concentration to 391 ppm in 2011, which represents an exceedan ce of 1750 levels by approximately 40 p ercent.37 Global CH4 and N2O concentrations show similar increases for the same period (see Table 3.5-2, Comparison of Global Pre-Industrial and 2011 GHG Concentrations).
35 Ibid.
36 Ibid.
37 IPCC, Climate Change 2013 The Physical Science Basis. 2013.
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Table 3.5-2
Comparison of Global Pre-Industrial and 2011 GHG Concentrations
Greenhouse Gas Early Industrial Period
Concentrations1
Natural Range for
Last 650,000 Years1
2011
Concentrations2
Carbon Dioxide (CO2) 280 ppm 180 to 300 ppm 391 ppm
Methane (CH4) 715 ppb 320 to 790 ppb 1,803 ppb
Nitrous Oxide (N2O) 270 ppb NA 324 ppb
Source:
1 Intergovernmental Panel on Climate Change (IPCC), Climate Change 2007: The Physical Science Basis, Summary for Policymakers 2007. 2 IPCC. Summary for Policy Makers. Inc., Climate Change 2013 The Physical Science Basis. 2013. ppm=parts per million; ppb=parts per billion.
State of California Greenhouse Gas Emissions Inventory
The California Air Resources Board (CARB) compiles GHG inventories for the State of California. Based on the 2017 GHG inventory data (i.e., the latest year for which data are ava ilable), California emitted 424.1 MMTCO2e including emissions resulting from imported elec trical power in 2017.38 Based on the GHG inventories compiled by the World Resources Institute ,39 California’s total statewide GHG emissions rank second in the US ( Texas is number one with 874 MMTCO 2e) with emissions of 455 MMTCO2e in 2014.40
The primary cont ributors to GHG emissions in California are transportation, electric power production from both in-state and out -of-state sources, industry, agriculture and fores try, and other sources, which include commercial and residential activities. Table 3.5-3, GHG Emi ssions in California , provides a summary of GHG emissions reported in California in 200 0 and 2017 separated by categories defined by the United Nations Intergovernmental Panel on Climate Change (IPCC).
Between 2000 and 2018 , the population of California grew by approximately 5.6 million, from 33.9 to
39.5 million.41 This represents an increase of approximately 14 percent from 2000 population levels.
In addition, the California economy, measured as gross state product, grew from $1.4 trillion in 2000 to
38 California Air Resources Board, “California Greenhouse Gas 2000-2017 Inventory - by IPCC Category,” https://ww3.arb.ca.gov/cc/inventory/data/tables/ghg_inventory_ipcc_sum_2000-17.pdf, 2019. 39 Wo rld Resources Institute, U.S. State Emissions Explorer Tool, 2017. http://cait.wri.org/ 40 I bid.
41 U.S. Census Bureau, “Explore Census Data,” https://data.census.gov/cedsci/.
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$2.97 trillion in 201 8, doubling the 2000 gross state product. 42 Despite the population and e conomic growth, California’s net GHG emissions decreased by approximately 10 percent. The California Energy Commission (CEC) attributes decrease in GHG emissions to the success of California’s renewable energy programs and its commitment to clean air and clean energy.
Table 3.5-3
GHG Emissions in California
Source Category 2000
(MMTCO2e)
Percent
of Total
2017
(MMTCO2e)
Percent
of Total
Energy 413.8 87.84% 348.9 82.27%
Energy Industries 159.12 -- 109.66 --
Manufacturing Industries & Construction 22.75 -- 19.88 -- Transport 179.13 -- 168.93 --
Other Sectors (Residential/Commercial/Institutional) 44.67 -- 41.24 -- Fugitive Emissions from Solid Fuels 0.04 -- 0.02 --
Fugitive Emissions from Oil & Natural Gas 6.89 -- 8.20 -- Fugitive Emissions from Geothermal Energy Production 1.13 -- 0.93 -- Pollution Control Devices 0.11 -- 0.05 --
Industrial Processes & Product Use 19.60 4.16% 33.6 7.92% Mineral Industry 5.60 -- 4.93 --
Chemical Industry 0.06 -- 0.00 --
Non-Energy Products from Fuels & Solvent Use 3.30 -- 1.88 -- Electronics Industry 0.20 -- 0.17 --
Substitutes for Ozone Depleting Substances 5.57 -- 19.64 -- Other Product Manufacture and Use 1.52 -- 1.18 --
Other 3.31 -- 5.81 --
Agriculture, Forestry, & Other Land Use 28.40 6.03% 30.70 7.24% Livestock 19.12 -- 22.68 --
Aggregate Sources & Non-CO2 Sources on Land 9.27 -- 8.07 -- Waste 9.30 1.97% 10.80 2.55%
Solid Waste Disposal and Biological Treatment 7.22 -- 8.54 -- Biological Treatment of Solid Waste 0.13 -- 0.35 --
Wastewater Treatment & Discharge 1.93 -- 1.94 --
Emissions Summary
Gross California Emissions 471.1 424.1
Sources: 1 California Air Resources Board, “California Greenhouse Gas 2000-2017 Inventory - by IPCC Category,” https://ww3.arb.ca.gov/cc/inventory/data/tables/ghg_inventory_ipcc_sum_2000-17.pdf, 2019.
42 California Department of Finance, “Financial & Economic Data: Gross Domestic Product, California,” http://www.dof.ca.gov/Forecasting/Economics/Indicators/Gross_State_Product/, accessed 2017. Amounts are based on current dollars as of the data of the report (April 2018).
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Specific Plan Area Greenhouse Inventory (Existing Conditions) The Specific Plan Area encompasses approximately 575.5 acres within a radius of approximately one -half mile a round the Metro A Line Compton Station. The Plan Area, located in the center of the City, encompasses the historic and current heart of Compton. The Plan Area includes a wide range of land uses including commercial, hotel, office, residential, industr ial, institutional, and open space. GHG emissions generated by the existing land uses in the Plan Area are primarily generated by mobile sources ( motor vehicles), energ y use ( electricity and natural gas ), area sources, water demand, and generation of soli d waste and wastewater. Existing Plan Area GHG emissions were calculated using CalEEMod and are presented below in Table 3.5-4, Existing Specific Plan Area GHG Emissions.
Table 3.5-4
Existing Specific Plan Area GHG Emissions
Emissions Source Metric Tons of Carbon Dioxide
Equivalent (per year)
Area Sources 61.60
Energy Sources 17,289.78
Mobile Sources 95,857.84
Waste Sources 6,275.21
Water Sources 3,126.12
Total Existing GHG Emissions 122,610.54
Source: Impact Sciences, Inc. See Appendix 3.5 for CalEEMod data. Column total does not add exactly due to model rounding.
3.5.2 REGULATORY FRAMEWORK
3.5.2.1 Federal Regulations
Global Change Research Act (1990)
In 1990, Congress passed, and the President signed Public Law 101 -606, the Global Change Research Act.
The purpose of the legislation was: “…to require the establishment of a Unite d States Global Change Research Program aimed at understanding and responding to global change, including the cumulative effects of human activities and natural proces ses on t he environment, to promote discussions towards international protocols in global change research, and for other purposes.” To that end, the Glo bal Change Research Information Office was established in 1991 to serve as a clea ringhouse of informatio n.
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The Act requires a report to Congress every four years on the environmental, economic, health and safety consequences of climate change; however, the first and only one of these reports to date, the National Assessment on Climate Change, was not publishe d until 2000. In February 2004, operational responsibility for GCRIO shifted to the U.S. Climate Change Science Program.
Supreme Court Ruling
The US Supreme Court ruled in Massachusetts v. Environmental Protection Agency, 127 S.Ct. 143 8 (2007) , that carbon dioxide and other greenhouse gases are pollutants under the Federal Clean Air Act (CCA), which the US Environmental Protection Agency (U .S. EPA) must regulate if it determines they pose an endangerment to public health or welfare.
U.S. EPA Endangerment Finding
On December 7, 2009, the U .S. EPA Administrator signed two distinct findings regarding GHGs under section 202(a) of the Clean Air Act (42 USC Section 7521):
• Endangerment Finding: The Administrator finds that the current and projected concentrations of the six key well- mixed GHGs (carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride) in the atmosphere threaten the public health and welfare of current and future generations.
Cause or Cont ribute Finding: The Administrator finds that the combined emissions of these well -mixed GHGs from new motor vehicles and new motor vehicle engines contribute to the GHG pollution that threatens public health and welfare.
Energy Policy Act of 1992 (EPAct)
The Energy Policy Ac t of 1992 (EPAct) was passed to reduce the country’s dependence on foreign petroleum and improve air quality. EPAct includes several parts intended to build an invento ry of alternative fuel vehicles (AFVs) in large, centrally fueled flee ts in metropolitan a reas. EPAct requires certain federal, state, and local government and private fleets to purchase a percentage of light duty AFVs capable of running on alternative fuels each year. In addition, financial incentives are also included in EPAct. Federal tax de ductions will be allowed for businesses and individuals to cover the incremental cost of AFVs. States are also required by the act to consider a variety of incentive programs to help promote AFVs.
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Energy Policy Act of 2005
The Energy Po licy Act of 2005 pr ovides renewed and expanded tax credits for electricity generated by qualified energy sources, such as landfill gas; provides bond financing, tax incentives, grants, and loan guarantees for clean renewable energy and rural community elec trification; and es tablishes a federal purchase requirement for renewable energy.
Energy Independence and Security Act
The Energy Independence and Security Act of 2007 includes several key provisions that will increase energy efficiency and the availabilit y of renewable energ y, which will reduce greenhouse gas emissions as a result. First, the Act sets a Renewable Fuel Standard that requires fuel producers to use at least 36 billion gallons of biofuel by 2022. Second, it increased Corporate Average Fuel Eco nomy (café) Standards to require a minimum average fuel economy of 35 miles per gallon for the combined fleet of cars and light trucks by 2020. Third, the adopted bill includes a variety of new standards for lighting and for residential and commercial appl iance equipment . The equ ipment includes residential refrigerators, freezers, refrigerator-freezers, metal halide lamps, and commercial walk-in coolers and freezers.
EPA Reporting Rule
The US Environmental Protection Agency (U .S. EPA) adopted a mandatory GHG reporting r ule in September 2009. The rule would require suppliers of fossil fuels or entities that emit industrial greenhouse gases, manufacturers of vehicles and engines, and facilities that emit 25,000 metric tons or more per year of GHG emissions to s ubmit annual reports to the U.S. EPA beginning in 2011 (covering the 2010 calendar year emission). Vehicle and engine manufacturers were required to begin reporting GHG emissions for model year 2011.
Fuel Economy Standards
On September 15, 2009, the National Highway T raffic Safety A dministration (NHTSA) and U.S. EPA announced a proposed joint rule that would explicitly tie fuel economy to GHG emissions reductions requirements. The proposed new CAFE Standards would cover automobiles for model years 2012 through 2016 and would require passe nger cars and light trucks to meet a combined, per mile, carbon dioxide emissions level. It was estimated that by 2016, this GHG emissions limit could equate to an overall light-duty vehicle fleet average fuel economy of as much as 35. 5 miles per gallon. The proposed standards would require model year 2016 vehicles to meet an estimated combined average emission level of 250 grams of carbon dioxide per mile under U.S. EPA’s GHG program.
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On November 16, 2011, U. S. EPA and NHTSA issued a j oint proposal to extend the na tional program of harmonized GHG and fuel economy standards to model year (MY) 2017 through 2025 passenger vehicles.
In August 2012, President Obama finalized standards that will increase fuel economy to the equivalent of
54.5 mpg for cars and light-duty trucks by MY 2025.
On January 12, 2017, U.S. EPA Administrator Gina McCarthy signed her determination to maintain the GHG emissions standards for model year (MY) 2022-2025 vehicles. Her final determination found that automakers are well positioned to meet the standards at lower costs than previously estimated.
On March 15, 2017, the new U.S . EPA Administrator Scott Pruitt and Department of Transportation Secretary Elaine Chao announced that U.S. EPA intended to reconsider the fi nal determination, issued on January 12, 2017, that recommended no change to the greenhouse gas standards for light duty vehicles for model years 2022- 2025.
On April 2, 2018, the Administrator signed the Mid-term Evaluation Final Determination which finds that the model year 2022-2025 greenhouse gas standards are not appropriate in light of the record before the U.S. EPA and, therefore, should be revised.
On September 19, 2019 , President Trump announced the “One Nation Program Rule,” which will enable the federal g overnment to provide nationwide uniform fu el economy and greenhouse gas emission standards for automobiles and light duty trucks. The rule determines that only the federal government may set fuel economy standards, and state and local government s may not e stablish their own sepa rate fuel economy standard, repealing California’s 2013 Clean Air Act waiver.
Heavy-Duty Vehicle Program
In May 2010, President Barack Obama issued a Presidential Memorandum Regarding Fuel Efficiency Standards requesting that U .S. EPA and National Highway Traffic Safety Administ ration (NHTSA) take additional coordinated steps to produce a new generation of clean vehicles. In response, U .S. EPA and NHTSA adopted regulations governing Medium - and Heavy-Duty Greenhouse Gas Emissions and Fuel Efficiency (title 40 , C ode of Federal Regu lations, Chapter I) on September 15, 2011 (most recently amended on August 16, 2013) to establish the first fuel efficiency requirements for medium - and heavy- duty vehicles beginning with the model year 2014 through model year 2018. O n February 18, 2014, t he President directed the U.S. EPA and NHTSA to set the next round of fuel efficiency standards for Medium- and heavy-duty vehicles (beyond model year 2018) that will build on the existing standard s to further reduce fuel consumption through t he application of adva nced cost-effective technologies and continue to improve the efficiency of moving goods across the United States. In October 2016, U .S. EPA
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and NHTSA adopted Phase 2 GHG and fuel efficienc y standards for medium- and heavy-duty engines and vehicles.43
Clean Power Plan
In 2015, U .S. EPA published the Clean Power Plan (80 Fed. Reg. 64661, October 23, 2015). The Clean Power Plan sets achievable standards to reduce CO 2 emissions by 32 percent fro m 2005 levels by 2030.
This Plan establishes fina l emissions guidelines fo r states to follow in developing plans to reduce GHG emissions from existing fossil fuel- fired electric generating units (EGUs). Specifically, U .S. EPA is establishing: (1) CO 2 emission performance rates representing the best syste m o f e mission reduction (BSER) for two subcategories of existing fossil- fuel-fired EGUs, fossil- fuel-fired electric utility steam generating units and stationary combustion turbines; (2) state-specific CO 2 g oals reflec ting the CO 2 emission performance rates; and (3) guidelines for t he development, submittal and implementation of state plans that establish emission standards or other measures to implement the CO 2 emission performance rates, which may be accomplished by meeting the state goals. This final rule w ould continue progress already under way in the United States to reduce CO 2 emissions from the utility power sector.
On February 9, 2016, the Supreme Court (Order No. 15A773) stayed implementation of the Clean Power Plan pending judicial review. In addition, U.S. EPA is currently proposing to repeal the Clean Power Plan after completing a thorough review as directed by the Executive Order on Energy Independence (as discussed below). In sum, the Clean Power Plan continues to face multiple legal challenges and its future is uncertain.
Executive Order on Energy Independence
On March 28, 2017, President Donald Trump signed Executive Order 13783, “Promoting Energy Independence and Economic Growth,” which calls for:
• Review of the Clean Power Plan
• Review of the 2016 Oil and Gas New Sourc e Performance Standards for New, Reconstructed, and Modified Sources
• Review of the Standards of Performance for GHG Emissions from New, Modified, and Reconstructed Stationary Sources: Electric Generating Units
43 U.S. Environmental Protection Agency. Final Rule for Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles - Phase 2. Available online at: https://www.epa.gov/regulations- emissions-vehicles-and-engines/final-rule-greenhouse-gas-emissions-and-fuel-efficiency#rule-history, accessed May 13, 2019.
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• Withdrawal of Propo sed Rules: Federal Plan Req uirements for GHG Emissions From Electric Utility Generating Units Constructed on or Before January 8, 2014; Model Trading Rules; Amendments to Framework Regulations; and Clean Energy Incentive Program Design Details Affordable Clean Energy Rule
The U.S. EPA issued the Affordable Clean Energy (ACE) rule on June 19, 2019 in order to replace the Clean Power Plan. The ACE rule establishes emissions guidelines for states to use when developing plans to limit carbon dioxide at coal -fired power plants. Specifica lly, the ACE rule aims at improving the heat rate as the best system of emissions reductions for carbon dioxide at coal- fired power plants and these improvements can be made at ind ividual facilities. States will have three years to su bmit plans. The EPA estimates that the ACE rules will result in a reduction of CO 2 emissions from the electricity sector by as
much as 35% below 2005 levels by 2030.44
3.5.2.2 State Regulations
Title 24 Building Standards Code
The California Energy Com mission first adopted Energ y Efficiency Standards for Residential and Nonresidential Buildings (California Code of Regulations, Title 24, Part 6) in 1978 in response to a legislative mandate to reduce energy consumption in the state. Although not originall y int ended to reduce GHG emissions, increased energy efficiency, and reduced consumption of electricity, natural gas, and other fuels would result in fewer GHG emissions from residential and nonresidential b uildings subject to the standard. The standards are up dated periodically to al low for the consideration and inclusion of new energy efficiency technologies and methods.
The California Green Building Standards Code, which is Part 11 of the California Code of Regulati ons (the “CCR”), is commonly re ferred to as the CALGreen Code. CALGreen was added to Title 24 to represent base standards for reducing water use, recycling construction waste, and reducing polluting materials in new buildings. In contrast, Title 24 focuses on promoting more energy-efficient buildings and considers the b uilding envelope, heating and cooling, water heati ng, and lighting restrictions. The first edition of the CALGreen Code in 2008 contained only voluntary stand ards. The 2010 edition included mandatory requirements for state- regulated b uildings and structure s throughout California, including requirements for construction site selection, storm water control during construction, construction waste
44 U.S. Environmental Protection Agency. Final Rule for Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles - Phase 2. Available online at: https://www.epa.gov/regulations- emissions-vehicles-and-engines/final-rule-greenhouse-gas-emissions-and-fuel-efficiency#rule-history, accessed May 13, 2019.
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reduction, indoor water use reduction, material se lection, natural resource conservation , sit e i rrigation conservation and more. The CALGreen Code provides for design options allowing the designer to determine how best to achieve compliance for a given site or building c ondition. The CALGreen C ode also requires building commissioning which is a process for the verification that all building systems, like heating and cooling equipment and lighting systems are functioni ng at their maximum efficiency. The most recent 2019 CALGreen Code bec ame effective Januar y 1, 2020 and includes new requirement s for residential and non-residential development.
Assembly Bill 1493
In response to the transportation sector's contribution of more than half of California’s CO 2 emissions, Assembly Bill 1493 (AB 1493, Pa vley) was e nacted on July 22, 2002. AB 1493 requi res CARB to set GHG emission standards for passenger vehicles, light -duty trucks, and other vehicles whose primary use is noncommercial personal transportation. However, before these regulations go into effect, the U.S. EPA must grant California a waiver under the federal CAA, which ordinarily preempts state regulation of motor vehicle emission standards. On June 30, 2009, the U.S. EPA formally approved California’s waiver request. However, in light of the S eptember 15, 2009 announcement by the U.S. EPA an d NHTS A regarding the national program to reduce vehicle GHG emissions, California —and states adopting California emissions standards—have agreed to generally defer to the proposed national standard through model year 2016 if granted a waiver by the U.S. EPA. The 2016 endpoint of the two standards is similar, although the national standard ramps up slightly more slowly than required under the California standard. The Pavley standards require additional reduct ions in CO 2 emissions beyond 2016 (referred to
as Phase II standards). The Ph ase II standards are currently in development for the 2017 -2025 model years.
Executive Order S-3-05
On June 1, 2005, Governor Schwarzenegger issued Executive Order S -3-05, which set the following GHG emission reduction targets : by 2 010, reduce GHG emissi ons to 2000 levels; by 2020, reduce GHG emissions to 1990 levels; and by 2050, reduce GHG emissions to 80 percent below 1990 levels. The California Environmental Protection Agency (Cal EPA) f ormed a Climate Action Team (“CAT”) t hat recommended strategies t hat can be implemented by state agencies to meet GHG emissions targets. The Team reported several recommendations and strategies for reducing GHG emissions and reaching the targets establishe d in the Executive Order. 45 Furthermore, the report provided to then Governor Schwarzenegger, indicated that smart land use and increased transit availability should be a priority in
45 California Climate Action Team, Climate Action Team Report to Governor Schwarzenegger and the Legislature, March 2006.
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the State of California. 46 According to the California Climate Action Team, smart land use is an umbrella term f or str ategies that integrate transportation and land -use decisions. Such strategies generally encourage jobs/housing proximity, promote transit -oriented development (TOD), and encourage high - density resident ial/commercial development along transit corridor s. The se strategies develop more efficient land -use patterns within each jurisdiction or region to match population increases, workforce, and socioeconomic needs for the full spectrum of the population.
Assembly Bill 32
In furtherance of the goals established in Executive Order S-3-05, the Legislature enacted Assembly Bill 32 (AB 32, Nuñez and Pavley), the California Global Warming Solutions Act of 2006, which Governor Schwarzenegger signed on September 27, 2006. AB 32 represents the first enforceable sta tewide program to limit GHG em issions from all major industries with penalties for noncompliance. AB 32 requires the State to undertake several actions—the major requirements are discussed below.
CARB Early Action Measures
CARB is responsible for carrying out and d eveloping the progr ams and requirements necessary to achieve the goals of AB 32 —the reduction of California's GHG emissions to 1990 levels by 2020. The first action under AB 32 resulted in CARB's ad option of three early action greenhouse gas emission re duction measures on Ju ne 21, 2007. On October 25, 2007, CARB approved an additional six early action GHG reduction measures under AB 32. CARB has adopted regulations for all early action measures. The early action measures are divided into three categories:
• Group 1 - GHG rules for immediate adoption and implementation; • Group 2 - Several additional GHG measures under development; and • Group 3 - Air pollution controls with potential climate co-benefits.
The original three adopted early action regulat ions meeting the narrow lega l definition of “discrete early action GHG reduction measures” include:
• A low-carbon fuel standard to reduce the “carbon intensity” of California fuels; • The reduction of refrigerant losses from motor vehicle air conditioning system maintenance to restrict the sale of ”do-it-yourself” automotive refrigerants; and
46 California Climate Action Team, Climate Action Team Report to Governor Schwarzenegger and the Legislature, March 2006, p. 57.
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• Increased methane capture from landfills to require broader use of state- of-the-art methane capture technologies.
• The ad ditional six early action regulations adopted on Octobe r 2 5, 2007, also meeti ng the narrow legal definition of “discrete early action GHG reduction measures,” include:
• The reduction of aerodynamic drag, and thereby fuel consumption, from existing trucks a nd trailers through retrofit technology;
• The reduction of auxiliary engine emissions of docked ships by requiring port electrification; • The reduction of perfluorocarbons from the semiconductor industry; • The reduction of propellants in consumer products (e .g., aerosols , tire inflators, and dust removal products);
• The requirement th at all tune-up, smog check and oil change mechanics ensure proper tire inflation as part of overall service in order to maintain fuel efficiency; and • The restriction on the use of sulfur hexafluoride from non-electricity sectors if viable alternatives are available.
AB 32 Climate Change Scoping Plan
As indicated above, AB 32 requires CARB to adopt a scoping plan indicating how reductions in significant GHG sources will be achieved through regul ations, market mechanisms, and other actions.
After receiving public input on their discussion draft of the Proposed Scoping Plan released in June 2008, CARB released the Climate Change Proposed Scoping Plan in October 2008 that contains an outline of the proposed state strategies to achieve the 2020 greenhouse gas emission limits. The CARB Governing Board approved the Scoping Plan on December 11, 2008. Key elements of the Scoping Plan include the following recommendations:
• Expanding and streng thening existing energy efficiency programs as we ll as bui lding and appliance standards.
• Achieving a statewide renewable energy mix of 33 percent. • Developing a California cap -and-trade program that links with other Western C limate Initiative partner programs to create a regional market system.
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• Establishing target s for transportation- related greenhouse gas emissions for regions throughout California and pursuing policies and incentives to achieve those targets. • Adopting and im plementing measures pursuant to existing state laws and policies, including California’s clean car standards, goods movement measures, and the Low Carbon Fuel Standard. • Creating targeted fees, including a public goods charge on water use, fees on high glob al warming potential gases, and a fee to fund the administrative costs of the sta te’s long- term commitment to AB 32 implementation.
Under the Scoping Plan, approximately 85 percent of the state’s emissions are subject to a cap- and-trade program where cover ed sectors are placed under a declining emissions cap. The emissions cap incorporates a margin of safety wher eas the 2020 emissions limit will still be achieved even in the event that uncapped sectors do not fully meet their anticipated emission reductions. Emissions reductions will be a chieved throu gh regulatory requirements and the o ption to reduce emissions furt her or purchase allowances to cover compliance obligations. It is expected that emission reduction from this cap-and-trade program will account for a large portion of the reductions required by AB 32.
In 2017, CARB released an updated Scoping Plan in or der to establish a framework of reduction policies and plans in order to meet the state’s 2030 GHG reductions set in Senate Bill 32 (see discussion below).
This Scoping Plan build s on and inte grates efforts already underway to reduce the State’s GHG, crite ria air pollutant, and toxic air contaminant emissions. The existing plan has put California on track to achieve the 2020 target. Programs such as the Low Carbon Fuel Standard and Renewable Po rtfolio Standard are delivering cleaner fuels and energy, the Advanced Clean Cars Program has put more than a quarter million clean vehicles on the road, and the Sustainable Freight Action Plan will result in ef ficient and cleaner systems to m ove goods throughout the State. Enhancing and imp lementing these ongoing efforts puts California on the path to achieving the 2030 target. This Scoping Plan relies on these, and other, foundational programs pairs with an ext ended, more stringent Cap -and-Trade Program, to deliver climate, air quality, and other benefits.
47 Senate Bill 375
The California Legislature passed Senate Bill 375 (SB 375) on September 1, 2008, and SB 375 was signed by former Governor Schwarzenegger and cha ptered into law on September 30, 2008. SB 375 requires CARB, working in consul tation with the metropolitan p lanning organizations (MPOs), to set regional
47 California Air Resources Board. 2017. California’s 2017 Climate Change Scoping Plan. Available online at:
https://ww3.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf, accessed March 9, 2020.
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greenhouse gas reduction targets for the automobile and light truck sector for 2020 and 2035. CARB mus t provide each MPO with its r eduction target by September 30, 2010. The target must then be incorporated within that region’s Regional Transportation Plan (RTP), which is used for long- term transportation planning, in a Sustainable Communities Strategy (SC S). Certain transportation pl anning and programming activities would then need to be consistent with the S CS; however, SB 375 expressly provides that the SCS does not regulate the use of land, and further provides that local land use plans and policies (e.g., general plan) are not required to be consistent with either the RTP or SCS.
In accordance with SB 375, on January 23, 2009, CARB appointed a Regional Targets Advisory Committee (RTAC) to provide recommendations and methodologies to be used in the t arget setting process. The RTAC provided its recommendations in a report to CARB on Septem ber 29, 2009. On Au gust 9, 2010, CARB staff issued the Proposed Regional Greenhouse Gas Emission Reduction Targets For Automobiles And Light Trucks Pursuant To Senate Bill 375.
48 CARB staff proposed draft reducti on targets for the four largest MPOs (Bay Are a, Sacramento, Sout hern California, and San Diego) of 7 to 8 percent for 2020 and reduction targets between 13 to 16 percent for 2035. For the Southern California Ass ociation of Governments (SCAG), which is the MPO for the region the proposed proj ect is located; CARB established a draft target of 8 percent for 2020 and 13 percent for 2035, subject to SCAG Board approval. CARB staff proposed a draft reduction target for the combined San Joaquin Valley MPOs of 5 pe rcent for 2020 and 10 percent for 20 35, ackno wledging that the g rowth rate in the San Joaquin Valley is projected to be double that of most other areas of California. The remaining six MPOs represent about 5 per cent of both the State’s greenhouse gas emissions and vehicle miles traveled from passenger vehicles. For these MPOs, CARB staff is proposing to use the most current greenhouse gas per capita projections from each MPO, adjusted for the impacts of the reces sion, as the basis for individua l MPO targets for this first target-setting cycle . This ap proach allows the f ocus of this first target -setting cycle to appropriately remain on the largest and fastest growing regions of the state. Of note, the proposed redu ction targets explicitly exclude emission reductions expected from the AB 1493 an d low car bon fuel standard regulations. As indicated above, CARB was required to adopt the final targets by September 30, 2010.
However, further discussion on the draft target s w as requested by SCAG, with an additional m eeting occurring and SCAG approving the draft targets in Februar y 2011. The draft targets were finalized by Executive Order on February 15, 2011.
48 California Air Resources Board, Staff Report: Proposed Regional Greenhouse Gas Emission Red uction Targets For Automobiles And Light Trucks Pursuant To Senate Bill 375, (2010).
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California Climate Action Registry
The California Climate Action Reg istry (CCAR) is a private non- profit organization formed by the State of California that serves as a voluntary GHG registry to protect and promote early actions to reduce GHG emissions by organizations. Senate Bill 1771 (SB 1771, Sher) formally establis hed the CCAR with technical changes made to the statute in SB 527, which finalize d the structure of the CCAR. The CCAR began with 23 charter members and currently has over 300 corporations, universities, cities and counties, government agencies and environment organizations voluntarily measuring, monitoring, and publicly reporting their GHG emi ssions using the CC AR p rotocols. The CCAR ha s published a General Reporting Protocol, as well as project - and industry -specific protocols for landfill activities, liv estock activities, the cement sector, the power/utility sector, and the forest sector. T he protocols provide the principles, approach, methodology, and procedures required for participation in the CCAR.
Due to the growth of the CCAR, it now operates under the Climate Action Reserve, 49 which is a national offsets program for the United S tates car bon market. As part o f this transition, the California Climate Action Registry was instrumental in establishing The Climate Registry, with the mission of expanding th e California Registry’s emissions reporting w ork to include all of North America. 50 Emissions inventory reporting is being transitioned to The Climate Registry, and reports for the 2009 reporting year will be the last the California Registry will accept. Howev er, even after that year, the California R egistry will continue to represent its members’ emissions reports to the state of California.
Senate Bill 32 (SB 32) and AB 197
On September 8, 2016, California signed into law Senate Bill 32 (SB 32), which adds Section 38566 to the Health and Safety Code and requires a commitment to reducin g statewide GHG emissions by 2 020 to 1990 levels and by 2030 to 40 percent less than 1990 levels. SB 32 was passed with companion legislation AB 197 Chapter 250, Statutes of 2016 ), which provides greater leg islative oversight of CARB’s GHG regulatory programs, requires CARB to accoun t for the social costs of GHG emissions, and establishes a legislative preference for direct reductions of GHG emissions.
In November 2017, CARB a dopted California’s 2017 Climate Change Scoping Plan (2017 Update), which outlines the proposed framework of ac tion for achieving California’s SB 32 2030 GHG target: a 40 percent reduction in GHG emissions by 2030 relative to 1990 levels. 51 The 2030 target is intended to ensure that
49 Additional information about the Climate Action Reserve may be obtained at the following website:
http://www.climateactionreserve.org/.
50 Additional information about The Climate Registry may be obtained at the following website:
http://www.theclimateregistry.org/.
51 CARB, California’s 2017 Climate Change Scoping Plan, November 2017.
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California remains on track to achieve the goal set forth by E. O. B -30-15 to reduc e statewide GHG emissions by 2050 to 80 percent below 1990 levels.
The 2017 Update identifies key sectors of the implementation strategy, which inc ludes improvements in low carbon energy, indu stry, transportation sustainability, natural and working lands, wa ste management, and water. Through a combination of data synthesis and modeling, CARB determined that the target statewide 2030 emissions limit is 2 60 MMTCO2e, and that further commitments w ill need to be made to achieve an ad ditional reduction of 50 MMT CO2e beyond current policies and programs. Key elements of the 2017 Update include a proposed 20 percent reduction in GHG emissions from refineries and an expansion of the Cap -and-Trade program to meet the aggressive 2030 GHG em issions goal and ensure achi evement of the 2050 limit set forth by E.O. B -30-15. For the transportations sector, the 2017 Update indicates that while most of the GHG reduction s w ill come from technologies an d low carbon fuels, a reduction in the growth of vehicle miles traveled (VMT) is also needed. The 2017 Update indicates that stronger SB 375 GHG reduction targets will enable the State to make significant progress toward this goal, but alone will not provi de all of the VMT growth reductions that will be needed. I t notes that t here is a gap between what SB 375 can provide and what is needed to meet the State’s 2030 and 2050 goals.
The 2017 Update recommends that local governme nts consider policies to reduce VMT, includin g: land use and community design tha t reduces VMT; transit -oriented development; street design policies that prioritize transit, biking, and walking; and increasing low carbon mobility choices, including improve d access to viable and affordable public transportation and active transportation opportunities.
Senate Bill 1383 (SB 1383)-Short Lived Climate Pollutants Short-lived climate pollutants (SLCP) SLCPs include black carbon (soot), methane, and fluorinated gases (F-gases). SB 1383 of 2016 (C hapter 395, S tatutes of 2016) sets forth legislat ive direc tion for control of SLCPs. It requires CARB, no later than January 1, 2018, to approve and begin implementing its SLCP strategy to achieve the following reductions in emissions by 2030 compared to 2 013 levels: methane by 40 percent, hydrofluorocarbons by 4 0 percent, and blac k carbon (non- forest) by 50 percent. The bill also specifies targets for reducing organic waste in landfills. SB 1383 also requires CARB to adopt r egulations to be implemented on or after Janu ary 1, 2024 specific to the dairy an d livestock industry, requir ing a 40 percent reduction in methane emissions below 2013 levels by 2030, if certain conditions are met. Lastly, the bill requires CalRecycle to a dopt regulations to take effect on or after J anuary 1, 2022 to achieve specified targets for reducing organic waste in landfills.
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3.5.2.3 Regional Regulations
South Coast Air Quality Management District (SCAQMD)
The SCAQMD convened a GHG CEQA Significance Thr eshold Working Group to provi de guidance t o local lead agencies on determining significance for GHG emissi ons in their CEQA documents. Members included government agencies implementing CEQA and representatives from stakeholder groups that provides input on developing GHG CEQA signific ance thresholds. On December 5, 2008, the SCAQMD Governing Board adopted interi m GHG significance threshold for projects where the SCAQMD is lead agency. This threshold uses a tiered approach to determine a project’s significan ce, with 10,000 metric tons of CO2 equivalent (MTCO2e) as a screening numerical threshold for stationary sources.52 The SCAQMD has not adopted guidance for CEQA projec ts under other lead agencies. In September 2010, the Working Group released additional revisions that recommended a scr eening threshold of 3,500 MTCO2e for residential projects, 1,400 MTCO2e for commercial projects, and 3,000 MTCO 2e for mixed use projects. Additionally, the Working Group identified project -level efficiency target of 4.8 MTCO 2e per service population as a 2 020 target and 3.0 MTCO 2e per service population as a 2035 target. The recommended area-wide or plan -level target for 2020 was 6.6 MTCO 2e and the plan- level target for 2035 was 4.1 MTCO 2e. The SCAQMD has not established a ti meline for formal consideration of these thresholds.53 In the meantime, the project level thresholds can be used as a non-binding guide.54 The SCAQMD has also adopted Rules 2700, 2701, and 2702 that address GHG emissions reductions.
However, these rules address boilers and process heaters, forestry, an d manure management projects, none of which are proposed or required by the project.
Southern California Association of Governments (SCAG)
The Southern California Association of Governments (SCAG) is an association of local governments and age ncies that serves as a Metropolitan Planning Organization, a Regional Transport ation Planning Agency, and a Council of Governments. The SCAG region encompasses six counties (Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura) and 191 citi es. SCAG is responsible for developing long- range regional transportation pla ns, including the regional
52 SCAQMD. 2008. Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plan. Available online at: SCAQMD convened a GHG CEQA Significance Threshold Working Group, accessed November 21, 2019. 53 SCAG, 2016 RTP/SCS Draft Program Environmental Impact Report. December 2015. 54 SCAQMD. 2010. Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #15. Available online at: www.aqmd.gov/docs/default-source/ceqa/handbook/greenhouse-gases-(ghg)-ceqa-significance- thresholds/year-2008-2009/ghg-meeting-15/ghg-meeting-15-minutes.pdf?sfvrsn=2, accessed November 21, 2019.
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Sustainable Communities Strategy and associated growth forecasts, regional transportation improvement programs, regional housing needs allocations and a portion of t he South Coast Air Quality management plans (SCAG 2018).
SCAG’s 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), Connect SoCal, is a long-range regional trans portation and land use network plan that looks ahea d 20+ years and provides a vision of the region’s future mobility and housing needs with economic, environmental and public health goals. Connect SoCal builds upon and expands land use and transportation s trategies established over several planning cycles to increase m obility options and achieve a more s ustainable growth pattern. I t charts a path toward a more mobile, sustainable and prosperous region by making connections between transportation networks, b etween planning strategies and between the people w hose collabor ation can improve the quality of lif e for Southern Californians. SCAG adopted its current RTP/SCS in September 2020.
City of Compton General Plan
Air Quality Element
Air Quality Element Goal 1. Reduce automobile use.
Policy 1.2: The City o f Compton will im plement programs that reduce auto mobile use by City residents.
Policy 1.3: The City of Compton will ensure that new large-scale developments incorporate features that facilitate alternative forms of transportation.
Policy 1.4: The City of Compton will incr ease ridership on the local t ransit system making it more user- friendly by providing safe, attractive place to wait that include route maps.
Air Quality Element Goal 3. Reduce emissions associated with vehicle miles traveled by provid ing balance of jobs and housing.
Policy 3.1: The City of Compton will support economic development policies which promote opportunities for business attraction within the City.
Policy 3.2: The City of Compton will support economic development policies which promote a balance of shopping and services n ecessary for the City’s residential sector.
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Air Quality Element Goal 4. Reduce emissions associated with energy consumption.
Policy 4.1. The City of Compton will support the use of ene rgy-efficient equipment and design in City facilities and infrastructure.
Policy 4.2: The City of Compton will encourage incorporation of energy features, including passive solar, in the construction and rehabilitation of new and existing structures.
Circulation Element
Circulation Element Goal 1. Participate in regional transportation planning efforts to support consistency with the goals of the City’s General Plan.
Policy 1.1: The City of Compton will participa te in regional transportation planning efforts coordinated by the Southern California Asso ciation of Governments to ensure that the needs of the City are considered.
Circulation Element Goal 3. Improve infrastructure for public transportation, bicycle, an d pedestrian transportation modes.
Policy 3.4.: The City of Compton will encour age integrated, mixed use developments which locate retail and service commercial uses within easy walking distance of the residential neighborhoods they are intended to serve.
Housing Element
Housing Element Goal 7. Reduce overall housing costs through programs to reduce energy costs.
Policy 7.1. The City of Compton will require new residential construction to comply with State and local bu ilding code insulation and energy conservation standards.
Policy 7.4. The C ity of Comp ton will encourag e use of alternative energy sources including active and passive solar features, and fuel cells, in new residential construction.
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Health Element
Health Goal 12. Provide for a reduction in localized air pollution and Greenhouse Gas emission s in the City of Compton to promote healthier lifestyles.
Health Policy 12.3: The City will examine ways to reduce pollution from existing industrial businesses while maintaining economic development, including studying city- sponsored incentives that promote encourage “green” industrial development and the installation of manufacturing or other industrial equipment that reduces pollution.
3.5.3 THRESHOLDS OF SIGNIFICANCE
In accordance with State CEQA G uidelines (Appendix G), the following significance thres hold criteria should be used to evaluate the potential GHG impacts of proposed projects. The project would have a significant GHG emissions impact if it would:
• Generate greenhouse gas emissions, either directly or indirectly, that may have a significant im pact on the environment; or
• Conflict with a n applicable plan, policy or r egulation adopted for the purpose of reducing the emissions of greenhouse gases.
Neither the City nor the SCAQMD have adopted GHG significance thresholds applicable to the Specific Plan. While the SCAQMD has adopted significanc e thresholds for industrial- type projects for which it is the lead agency under CEQA ,55 those industrial thresholds are not applicable to the Specific Plan . In the absence of adopted thresholds and pursuant to CEQA Guidelines Section 15064.4 , the City has t he discretion to use a significance threshold relevant to the Specific Plan . CEQA Guidelines Sectio n 15064.4 is stated below:
Section 15064.4. Determining the Significance of Impacts from Greenhouse Gas Emissions. (a) The determination of the significance of greenhouse gas emissions calls for a careful judgment by the lead agency consistent with the provisions in section 15064. A lead agency shall make a good- faith effort, based to the extent po ssible on sc ientific and factual data, to describe,
55SCAQMD, SCAQMD Air Quality Significance Thresholds, 2019.
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calculate or estimate the amount of greenhouse gas emissions resulting from a project . A lead agency shall have discretion to determine, in the context of a particular project, whether to:
(1) Quantify greenhouse gas emissions resulting from a project; and/or (2) Rely on a qualitative analysis or performance based standards. (b) In determining the sign ificance of a project’s greenhouse gas emissions, t he lead agency should focus its analysis on the reason ably f oreseeable incremental contribution of the project’s emissions to the effects of cl imate change. A project’s incremental contribution may be cumu latively considerable even if it appears relatively small compared to statewide, national or global emi ssions. The agency’s analysis should consider a timeframe tha t is appropriate for the proje ct. The agency’s analysis also must reasonably reflect evolvin g scientific knowledge and state regulatory schemes. A lead agency should consider the following factor s, among others, when determining the significance of impacts from greenhouse gas emissions on the environment:
(1) The extent to which the project may inc rease or reduce greenhouse gas emissions as compared to the existing environmental setting;
(2) Whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project.
(3) The extent to which the projec t c omplies with regulations or requirements adopted to implement a statewide, regional, or local plan f or the reduc tion or mitigation of greenhouse gas emissions (s ee, e.g., section 151 83.5(b)). Such requirements must be adopted by the relevant public agen cy through a public review process and must reduce or mitigate the project's incremental contribution o f greenhouse gas emissions. If there is substantial evidence that the possible eff ects of a particular project are still cumulatively considerable notwithstanding compliance with the adopted regulations or requirements, an EIR must be prepared for the proj ect. In deter mining the significance of impacts, the lead agency may consider a pr oject’s consistency with the State’s long -term climate goals or strateg ies, provided that substantial evidence supports the agency’s analysis of how those goals or strategies address the project’s incremental contribution to climate ch ange and its conclusi on that the project’s incremental contribution is not cumulatively considerable.
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(c) A lead agency may use a model or met hodology to estimate greenhouse gas emissions resulting from a project. The lead agency has discretion to select the model or methodol ogy it considers most appropriate to enable decision makers to intellig ently take into account the project’s incremental c ontribution to climate change. The lead agency must su pport its selection of a model or methodology with substant ial evidence. The lead agency should explain the limitations of the particular model or methodology selected for use.
Based on these considerat ions, the Specific Pl an would have a significant GHG emissions i mpact if it would conflict with the state’s laws and programs to address climate change ( i.e., AB 32, SB 32, and SB 375); regional plans to add ress climate change consistent with state laws a nd plans ( i.e., 2020-2045 SCS/RTP); and local plans and policies to address climate change (i.e., City of Compton General Plan).
3.5.4 METHODOLOGY
GHG emissi ons were calculated with the California Emission s Estimator Model (CalEEMod) Version 2020.4.0. Operational GHG emissions result from both direct and indire ct sources. Direct emissions include emissions from fuel c ombustion in vehicles and natural gas comb ustion from stationary sources.
Indirect sources include off-site emissions occurring as a result o f electricity and water consumption and solid waste. In addition, construction activities would result in direct an d indirect emissions. Consistent with SCAQMD recommendations, construction emissions were amortized over a thirty -year period and added to the annual operational emissions to determine the Specific Plan’s annual GHG emissions.
3.5.5 ENVIRONMENTAL IMPACTS
Impact GHG-1 Generate greenhouse gas emissions, either directly or indirectly, that may ha ve a significant impact on the environment.
Less Than Significant Impact.
Construction Emissions
For purposes of this analysis, it is estimated that the Spec ific Pla n buildout could be con structed in approximately 30 months.56 While it is underst ood that implementation of the Specific Plan will occur with numerous individua l projects being built through the horizon year of 204 0 and th at smaller individual construction projects may begin at a later date an d/or take place over a longer period, these assumptions represent the earliest and fastest build -out potential of the S pecific Plan. Please refer to
56 Buildout of the Specific Plan does not assume full buildout to zoning capacity, but rather to the anticipated development identified in the Project Description.
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Appendix 3.5 for more information related to the construction assumptions associated with Specific Plan buildout.
With the use of CalEEMod, GHG emissions as sociated with Specific Plan construction activities were calculated from off-road equipment usage, hauling vehicles, delivery, and worker trips to and from sites within the Plan area . The total GH G construction emissions would be 3,013.66 metric t ons of car bon dioxide equivalent (MT CO 2e). As GHG emissions impacts from construction activities would occur over a relatively short time span, it would contribu te a rela tively small portion of the life time GHG emission impact of the Specific Plan. The total construction GHG emissions were divided by 30 years to determine an annual construction emission rate to be amortized over the Specific Plan’s first 30 years of operations, consistent with SCAQMD rec ommendations. Amortized over a 30 -year period, the Specific Plan is anticipated to emit approximately 100.46 metric tons of carbon dioxide per year (MT CO2e/year). These emissions have been included in Table 3.5-5, Specific Plan Greenhouse Gas Emissions.
Operational Emissions
Development associated with t he implementation of the Specific Plan would incorporate several des ign features to reduce GHG emissions in a manner consistent with local and regional regu lations.57 The Specific Plan’s primary GHG reduction measures and design features i nclude, but are not limited to, the following:
• Low-Flow Water Fixtures: Individual projects associated with the implementation of the Specific Plan will include low -flow and/or high efficiency wa ter fixtures such a s low -flow toilets, urinals, faucets, and high-efficiency dishwashers;
• Vegetation & Landscape Irrigation Systems: Individual projects associated with the implementation of the Specific Plan will include drought-tolerant landscaping and will implement effic ient landscape irrigation techniques, suc h as “smart” irrigation technology, to reduce wa ter use and its associated GHG emissions. “Smart” irrigation systems rely on weather, climate and soil moisture information to adjust watering frequency, hence maintai ning the vegetation is adequately moist w hile conserving water;
57 The estimation of GHG emissions included in Table 3.7-5 are considered to be worst-case as the analysis discloses CalEEMod 2020.40 results without the incorporation of any special GHG reduction measures beyond those assumed in CalEEMod 2020.40.
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• Energy Reduction: Individual projects associated with the implementation of the Specific Plan will include energy efficient appliances, high -efficiency lighting, and solar panels. All individu al projects will be built to meet and exceed the State’s Green Building Standards (CALGreen Code); • Alternative Fuel Vehicles: Individual projects associated with the implementation of the Specific Plan would provide on-site electric vehicle (EV) parking spaces, supporting and promoting the use of electric vehicles.
The operations of the Speci fic Plan would generate GHG emissions from the usage of on- road motor vehicles, electricity, natural gas, w ater, and generation of solid waste and wastewater. Emissions of operational GHGs are shown in Table 3.5-5, Specific Plan Greenhouse Gas Emissions . As shown, the GHG emissions generated by the Specific P lan would be approximately 21,537.05 CO2e MTY. T his quantified estimate of the Specific Plan ’s GHG emissions satisfies Section 15064.4(a) of the CEQA Guidelines, which states a lead agency shall make a g ood-faith effort, based to the extent possible on scientific and factual data, to describe, calculate or estimate the amount of greenhouse gas emissions resulting from a projec t. As described in Impact GHG -2the significance determination is based on the Specific Plan’s consistency with the state’s laws and programs to address climate change ( i.e., AB 32, SB 32, and SB 375), regional plans to address climate change consistent with state laws and plans ( i.e., 2020- 2045 S CS/RTP), and local p lans and policies to address climate change ( i.e., City of Compton General Plan). Based on the discussion under Impact GHG-2, the Specific Plan would not generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment , and this impact is less than significant.
Table 3.5-5
Specific Plan Greenhouse Gas Emissions
Emissions Source Metric Tons of Carbon Dioxide
Equivalent (per year)
Amortized Construction 100.46
Area Sources 511.08
Energy Sources 3,042.74
Mobile Sources 16,493.28
Waste Sources 590.52
Water Sources 798.97
Total Net GHG Emissions 21,537.05
Source: Impact Sciences, Inc. See Appendix 3.5 for CalEEMod data.
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Impact GHG-2 Conflict with an applicable p lan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gas emissions.
Less Than Significant.
As stated previously, the Specific Pl an would have a significant GHG emissions impact if it would conflict with: the state’s laws and programs to address climate change ( i.e., AB 32, SB 32, and SB 375) ; regional plans to address climate change consistent with state laws and plans ( i.e., 2020-2045 SCS/RTP); and local plans and policies to addre ss climate change (i.e., City of Compton General Plan). As discussed in more detail bel ow, the Specific Plan would be consistent with AB 32, SB 32, SB 375, the SCS/RTP, and the City’s General Plan. As such, the Specific Plan would not c onflict with an ap plicable plan, policy, or regulation adopted for the purpose of reducin g the emissions of greenhouse gas emissions and this impact would be less than significant.
Consistency with AB 32, SB 32 & SB 375
The Specific Plan would be consistent with applicable statewide regulatory programs design ed to reduce GHG emissions consistent with the goals established in AB 32, SB 32, and SB 375.
As discussed previously, AB 32 required CARB to adopt a scoping plan indi cating how reductions in significant GHG sources will be achieved through regulations, m arket mechanisms, and other actions. In 2008, CARB r eleased the Climate Change Proposed Scoping Plan in Oct ober 2008 that contain ed an outline of the proposed state str ategies to achieve the 2020 greenhouse gas emiss ion limits as outlined in AB 32 . In re sponse to SB 32, CARB a dopted California’s 2017 Climat e Change Scoping Plan (2017 Update), which outlines the pro posed framework of ac tion for achieving California’s SB 32 2030 GHG target: a 40 percent reduction in GHG emissions by 2030 relative to 1990 le vels.58 The 2030 target is intended to ensure that Cali fornia remains on track to achieve the goal set forth by E. O. B-30-15 to reduce statewide GHG emissions by 2050 to 80 percent below 1990 levels.
The Specific Plan would be consistent with CARB's Scoping Plan, which is intended to reduce GHG emissions in ac cordance with AB 32 and SB 32. The Scoping Plan provides a framework for actions to reduce California's GHG emissio ns and requires CARB a nd other state agencies to ad opt regulations and other strategies to reduce GHGs. While the Scoping Plan is not directly applicable to specific projects, nor is it intended to be used for project -level CEQA evaluations, there are sev eral noteworthy regulatory measures as it relates to the future operational footprint of statewide development projects. Most of these measures focus on area source emissions (e.g., energy product ion, distribution and usage, and high- GWP
58 CARB, California’s 2017 Climate Change Scoping Plan, November 2017.
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GHGs in consumer products) and changes to the vehicle fleet (i.e., hybrid, electric, and more fuel -efficient vehicles) and associate d fuels (e.g., Low Carbon Fu el Standard), among others. The Specific Plan would comply with all regulations adopted in furtherance of the Scoping Plan to the extent required by law and to the extent that they are applicable to the Specific Plan . For examp le, during construct ion, the future development under the Specific Plan will utilize equipment in compliance with regulations set fo rth by CARB. Mobile sources during construction and operation would be subject to the requirements of California Assembly Bill 1493 (Pavley Standards), t he Advanced Clean Car s Program, and the Low Carbon Fuel Standard Regulation. Additionally, t he future development within the Specific Plan would be designed, constructed, and operated consistent with C alifornia Title 24 and CAL Green (2019). These regulations require projects t o comply with specific standar ds related to building energy efficiency and green building.
For the transportation sector, the Scoping Plan indicates that while most of the GHG reductions will come from technologies and low carbon fuel s, a reduction in the growth of vehicle m iles traveled (VMT) is also needed. The Scoping plan indicates that stronger SB 375 GHG reduction targets will enable the State to make significant progress to ward thi s g oal. The Scoping Plan recommends that local g overnments consider policies to reduce VMT, including: land use and community design that reduces VMT; transit- oriented development; street design policies that prioritize transit, biking, and walking; and increasing low carbon mobility choices, including improve d a ccess to viable and affordable public transportation and active transportation opportunities. As the primary objective of the Specific P lan is to guide f uture projects through transit-oriented-development in the vic inity of the Metro A Line Compt on Station, it would be consistent with the Scoping Plan ’s re commendations to reduce VMTs in accordance with SB 375. The Specific Plan ’s consistency with SB 375, as demons trated through compliance w ith SCAG’s RTP/SCS, is discussed in further detail below.
Consistency with SCAG RTP/SCS
The State of California has adopted plans and policies designed to reduce regional and local GHG emissions. SB 375 requires that each MPO prepare an SCS in the RTP that demonstrates how the regi on will meet greenhouse gas emissions targets. SB 375 establishes a collaborative relationship between MPOs and CARB to establish GHG emissions targets for each region in the state . Under the guidance of the goals and objectives a dopted by SCAG’s Regional Council, the RTP/SCS was develop ed to provide a blueprint to integrate land use and transportation strategies to help achieve a coordinated and balanced regional transportation syst em. The RTP/SCS represents the culmination of sev eral year s of work involving dozens of public agencies, 19 1 cities, hundreds of local, county, regional and state officials, the business community, environmental groups, as well as various nonprof it organizations. Adoption of the
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2020 RTP/SCS substantiated that the growth forecasts for the SCA G region, taking into account efforts to reduce climate change impacts from GHG emissions, were consistent with the goals of SB 375.
The primary goal of the SCS is to provide a vision for future growth in southern Cal ifornia t hat will decrease per capita G HG emissions from p assenger vehicles. However, the strategies contained in the SCS will produce benefits for the region far beyond simply reducing GHG emissions. The SCS integrates the transportation network and relat ed strategies with an overall land use pattern that respon ds to projected growth, housing needs, changing demographics , and transportation demands . The regional vision of the SCS maximizes current voluntary local efforts that support the goals of SB 375 . The SCS focuses the majorit y of new housing and job growth in high -quality transit areas and other opportunity areas on existing main streets, in downtowns, and on commercial corridors, resulting in an improved jobs-housing balance and more opportunity for transit-oriented development.
As the primary objective of the Specific P lan is to guide f uture projects through transit-oriented- development in the vicinity of the Metro A Line Compton Station, it would be consistent with the growth strategies of the City as provided in the City’s General Plan , as well as the policies of S B 375 and the SCS .
The Specific Plan would allow for concentrated, mixed -use development adjacent to transit corridors within a TPA in order to conserve resources, protect existing resi dential neighborhoods, and improve air quality by reducing t he reliance on cars. The RTP/SCS identifies growth within TPAs as a top priority strategy for implementing the Strategic Growth Vision. Focusing increased density in communities surrounding multim odal transit hubs is a fun damental component of SCAG’s initi atives to improve transportation efficiency and shorten and displace on- road vehicle trips. As demonstrated in Table 3.5-6, Consistency Analysis of the Specific Plan with the SCAG 2020 RTP/SCS, the Specific Plan would be consistent with the RTP/SCS, thereby furthering the goals established in A 32, SB 32, and SB 375.
Table 3.5-6
Consistency Analysis of the Specific Plan with the SCAG 2020 RTP/SCS
Actions and Strategies Consistency Analysis
Focus Growth Near Destinations & Mobility Options
Emphasize land use patterns that facilitate multimodal access to work, educational and other destinations
Consistent: The Specific Plan would increase the
density/intensity of development within the Plan area. The Specific Plan would allow intensified development or a more transit-oriented mix of land uses. It would also provide for a more walkable neighborhood of integrated land uses near regional transit.
Focus on job/housing balance to reduce commute times and distances and expand job opportunities near transit and along center-focused main streets
Consistent: The Specific Plan would include three primary districts in the Downtown Compton area. The Civic Center, Commercial Core, and Historic Core/Compton Boulevard East would include new residential units, institutional uses, and commercial uses near regional transit. Furthermore,
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Actions and Strategies Consistency Analysis
development would be focused on corridors such as
Willowbrook Avenue, Alameda East and Compton Boulevard
to create a more walkable, bikeable, and transit-oriented station area.
Plan for growth near transit investments and support
implementation of first/last mile strategies
Consistent: The Specific Plan would focus development within the station area and include improvements to nearby corridors to create a more walkable, bikeable, and transit-oriented station area. The Specific Plan proposes to enhance the existing bicycle network and develop a new comprehensive network to
improve safety and convenience. The Specific Plan implements feasible facilities throughout the plan area to provide a bikeway system that serves to link people with schools, parks, employment and shopping areas, and transit.
Promote the redevelopment of underperforming retail
developments and other outmoded nonresidential uses
Consistent: The Specific Plan would improve the Commercial Core district, allowing for residential uses and increasing densities and building heights. This area would continue to be the key commercial center in the City.
Prioritize infill and redevelopment of underutilized land to accommodate new growth, increase amenities and connectivity in existing neighborhoods
Consistent: Development under the Specific Plan would occur over a 20-year period and would involve infill development. The Specific Plan would focus on increasing development and creating a more transit-oriented development in the Plan Area.
The Specific Plan would also increase connectivity throughout the Plan Area through mixed-uses and improvements to
pedestrian, bicycle, and automobile infrastructure.
Encourage design and transportation options that reduce the reliance on and number of solo car trips (this could include mixed uses or locating and orienting close to existing
destinations)
Consistent: The Specific Plan would improve connectivity within the Plan Area and improve access to regional transit options.
Furthermore, the Specific Plan would include improvements to pedestrian and bicycle infrastructure. Growth would be focused in districts that are near regional transit options and would include mixed-use development.
Promote Diverse Housing
Preserve and rehabilitate affordable housing and prevent displacement
Consistent: The Proposed Specific Plan would encourage the development of multi-family residential buildings in Downtown Compton, while preserving existing low-density residential areas
Identify opportunities for new workforce and affordable housing development
Consistent: The Specific Plan would allow for new housing within districts such as the Commercial Core which would potentially include workforce and affordable housing. The Specific Plan development summary identifies a total of 2,178 units to be developed in the Plan Area, including 661 affordable units.
Leverage Technology Innovations
Promote low emission technologies such as neighborhood
electric vehicles, shared rides hailing, car sharing, bike sharing and scooters by providing supportive and safe infrastructure such as dedications lanes, charging and parking/drop-off space Consistent: The Specific Plan includes the creation of a parking district within Downtown Compton to encourage the efficient use of existing and new parking resources. Aspects of the parking district include unbundling of parking, vehicle charging, designated stalls for scooters, mopeds and
motorcycles, and bicycle parking requirements for new
development.
Identify ways to incorporate "micro-power grids" in
communities, for example solar energy, hydrogen fuel cell power storage and power generation
Consistent: Specific Plan Action 4.7 calls for the creation of green and solar roofs.
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Actions and Strategies Consistency Analysis
Support Implementation of Sustainability Policies
Pursue funding opportunities to support local sustainable development implementation projects that reduce GHG
emissions
Not Applicable: While this strategy calls on local governments to adopt policies for sustainable infrastructure and development projects, the Specific Plan would not conflict with such policymaking.
Support statewide legislation that reduces barriers to new construction and that incentivizes development near transit corridors and stations
Consistent: Implementation of the Specific Plan would
encourage development near transit. Specific Plan Action 5.2 calls for the City to provide by-right incentives for development of adorable housing within the Plan Area.
Support cities in the establishment of Enhanced Infrastructure Financing Districts (EIFDs), Community Revitalization and Investment Authorities (CRIAs), or other tax increment or value capture tools to finance sustainable infrastructure and development projects
Consistent: The Specific Plan identifies EIFDs, CRIAs, and other funding tools as promising sources for implementation of the Specific Plan .
Work with local jurisdictions/communities to identify
opportunities and assess barriers to implement sustainability strategies
Consistent: The Specific Plan would implement SCAG’s regional sustainability strategies.
Enhance partnerships with other planning organizations to promote resources and best practices in the SCAG region Not Applicable: While this strategy calls on planning
organizations to promote resources and best practices in SCAG, the proposed project would not conflict with such policymaking.
Continue to support long range planning efforts by local jurisdictions
Not Applicable: While this strategy calls on SCAG to support long range planning by local jurisdictions, the proposed project would not conflict with such policymaking.
Provide educational opportunities to local decisions makers and staff on new tools, best practices and policies related to implementing the Sustainable Communities Strategy
Not Applicable: While this strategy calls on SCAG to provide educational opportunities on new tools and practices to promote the Sustainable Communities Strategy, the proposed project would not conflict with such policymaking.
Promote a Green Region
Support development of local climate adaptation and hazard mitigation plans, as well as Project implementation that improves community resiliency to climate change and natural hazards.
Consistent: The Specific Plan would not interfere with any applicable climate adaptation plans or hazard mitigation plans.
Support local policies for renewable energy production, reduction of urban heat islands and carbon sequestration.
Consistent: The Specific Plan includes policies aimed at promoting green roofs, which would include photovoltaic panels to generate renewable energy and urban heat island reduction.
Integrate local food production into the regional landscape Not Applicable: While this strategy calls on local governments to integrate local food into the regional landscape, the proposed project would not conflict with such policymaking.
Promote more resource efficient development focused on
conservation, recycling and reclamation
Consistent. Development under the Specific Plan will be required to adhere to the latest CALGreen Building Codes and Title 24.
Preserve, enhance and restore regional wildlife connectivity Consistent: The Specific Plan would not interfere with any known wildlife corridors.
Reduce consumption of resource areas, including agricultural land
Consistent. The Specific Plan will not consume any resource areas or agricultural land.
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Actions and Strategies Consistency Analysis
Identify ways to improve access to public park space Consistent. The Specific Plan would include pedestrian improvements, such as along Alameda East, to increase
connectivity to public park space.
Source: Impact Sciences, 2022.
SCAG. 2019. Connect SoCal – The 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy, Chapter 3: A Path to Greater Access, Mo bility, & Sustainability. Available o nline at: https://www.connectsocal.org/Documents/Draft/dConnectSoCal-03_Draft-Plan.pdf, accessed March 28, 2022.
Consistency with City of Compton General Plan
Because many of the goals, objectives and policies identified in the City’s General Pla n would serve to reduce GHG emissions, projects that are able to demonstrate consistency with the Genera l Plan would be consistent with statewide GHG reduction goals identified in AB 32, SB 32 and SB 375. As demonstrated in Table 3.5-7, Consistency Analysis of the Specific Plan with the City ’s General Plan , the Specific Plan would be consistent with appli cable goals, objectives and policies that would serve to reduce GHG emissions in the City.
Table 3.5-7
Consistency Analysis of the Specific Plan with the City’s General Plan
General Plan Policy Discussion
Air Quality Element
Goal 1.0: Reduce automobile use
Policy 1.2. The City of Compton will implement programs that reduce automobile use by City residents.
The Specific Plan would focus development within the station area and include improvements to nearby corridors to create a more walkable, bikeable, and transit-oriented station area. The Commercial Core district promotes mixed-use commercial
and residential development. Additionally, this district would include a pedestrian mall to facilitate walkability and transit access.
Policy 1.3. The City of Compton will ensure that new large-scale developments incorporate features that facilitate alternative forms of transportation.
Consistent. The Specific Plan includes bicycle parking
requirements for multi-family and commercial uses. Multi- family developments and office developments are required to have both short-term guest parking racks and long-term
resident/employer parking enclosures.
Policy 1.4. The City of Compton will increase ridership on the local transit system making it more user-friendly by providing safe, attractive place to wait that include route maps.
Consistent. The Specific Plan would improve accessibility to the Compton Station through pedestrian and bicycle
infrastructure improvements throughout the Plan Area. The Commercial Core will add residential uses which are within walking distance of the station.
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General Plan Policy Discussion
Goal 3.0: Reduce emissions associated with vehicle miles traveled by providing balance of jobs and housing.
Policy 3.1. The City of Compton will support economic
development policies which promote opportunities for business attraction within the City.
Consistent. The Specific Plan would create new commercial development potential near the Metro A Line’s Compton
station, specifically focused within the Commercial Core district which would remain the key commercial destination for the City.
Policy 3.2. The City of Compton will support economic
development policies which promote a balance of shopping and services necessary for the City’s residential sector.
Consistent. The Specific Plan would allow for the
development of new retail and office space in mixed-use projects that include housing units. In so doing, the project would create new, localized employment opportunities, new sales tax revenue, and new identity as a transit-oriented community.
Goal 4.0: Reduce emissions associated with energy consumption Policy 4.1. The City of Compton will support the use of energy- efficient equipment and design in City facilities and
infrastructure.
Consistent. Development under the Specific Plan will be required to adhere to the latest CALGreen Building Codes and Title 24.
Policy 4.2. The City of Compton will encourage incorporation of energy features, including passive solar, in the construction and rehabilitation of new and existing structures.
Consistent. The Specific Plan includes policies aimed at promoting green roofs, which would include photovoltaic panels to generate renewable energy.
Circulation Element
Goal 1.0: Participate in regional transportation planning efforts to support consistency with the goals of the City’s General Plan.
Policy 1.1. The City of Compton will participate in regional transportation planning efforts coordinated by the Southern California Association of Governments to ensure that the needs of the City are considered.
Consistent. The Specific Plan would focus on increasing development and creating a more transit-oriented
development in the Plan Area. The Specific Plan would also increase connectivity throughout the Plan Area through
mixed-uses and improvements to pedestrian, bicycle, and automobile infrastructure. The Specific Plan would aim to align the regional planning efforts of SCAG and the needs of the City of Compton.
Goal 3. Improve infrastructure for public transportation, bicycle, and pedestrian transportation modes.
Policy 3.4. The City of Compton will encourage
integrated, mixed use developments which locate retail
and service commercial uses within easy walking
distance of the residential neighborhoods they are
intended to serve.
Consistent. The Specific Plan would encourage mixed-use development within specific districts such as the Commercial Core. The Commercial Core would include a pedestrian
friendly environment with residential and commercial uses located near regional transit.
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General Plan Policy Discussion
Housing Element
Goal 7. Reduce overall housing costs through programs to reduce energy costs.
Policy 7.1. The City of Compton will require new residential construction to comply with State and local building code insulation and energy conservation standards.
Consistent. Development under the Specific Plan will be required to adhere to the latest CALGreen Building Codes and Title 24.
Policy 7.4. The City of Compton will encourage use of alternative energy sources including active and passive solar features, and fuel cells, in new residential construction.
The Specific Plan includes policies aimed at promoting
green roofs, which would include photovoltaic panels to generate renewable energy.
Health Element
Goal 12. Provide for a reduction in localized air pollution and Greenhouse Gas emissions in the City of Compton to promote healthier lifestyles.
Policy 12.3. The City will examine ways to reduce pollution from existing industrial businesses while maintaining economic development, including studying city-sponsored incentives that promote encourage “green” industrial development and the installation of manufacturing or other industrial equipment that reduces pollution.
Consistent. The Specific Plan would redesignate certain industrial portions in the northern area of the Specific Plan which would allow for more flexible uses.
Source: Impact Sciences, 2022.
3.5.6 CUMULATIVE IMPACTS
The analysis above analyzes GHG emissions consistent with CEQA Guidelines Section 15064.4(b) and considers whether the incremental contributions of the Specific Plan could be cumulatively considerable.
No signif icant GHG impacts are expecte d to result from implementation of the Specific Plan, and cumulative impacts related to GHG emiss ions would be less than significant and would not be cumulatively considerable.
3.5.7 REFERENCES
American Meteorological Society, Atmospheric Rivers as Drought Busters on the U.S. West Coast, April 2013.
California Air Resources Board, “California Greenhouse Gas 2000-2017 Inventory - by IPCC Category,” https://ww3.arb.ca.gov/cc/inventory/data/tables/ghg_inventory_ipcc_sum_2000-17.pdf, 2019.
California Air Resources Board, California’s 2017 Climate Change Scoping Plan. November 2017.
California Air Resources Board, Staff Report: Proposed Regional Greenhouse Gas Emission Reduction Targets For Automobiles And Light Trucks Pursuant To Senate Bill 375, (2010).
California Air Resources Board. 2017. California’s 2017 Climate Change Scoping Plan . Available online at:
https://ww3.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf, accessed March 9, 2020.
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California Climate Action Team, Climate Action Team Report to Governor Schwarzenegger and the Legislature, March 2006.
California Department of Finance, “Financial & Economic Data: Gross Domestic Product, California,” http://www.dof.ca.gov/Forecasting/Economics/Indicators/Gross_State_Product/, accessed 2017.
Amounts are based on current dollars as of the data of the report (April 2018).
California Energy Commission, Inventory of California Greenhouse Gas Emissions and Sinks 1990 to 2004, (2006).
California Natural Resources Agency, Safeguarding California and Climate Change Adaption Policy, http://resources.ca.gov/climate/safeguarding/
California Natural Resources Agency. Safeguarding California Plan: 2018 Up date. Available online at:
http://resources.ca.gov/docs/climate/safeguarding/update2018/safeguarding -california-plan-2018- update.pdf. January 2018.
California’s Fourth Climate Change Assessment. http://resources.ca.gov/climate/safeguarding/research/ Easterling, D.R., Kunkel, K.E., Wehner, M.F., and Sun, L., Detection and Attribution of Climate Extremes in the Observed Record. March 2016.
Fulton, J., and Cooley, H., The Water Footprint of California’s Energy System, 1990-2012. 2015.
Hagos, S., Leung, L.R., Yoon, JH., Lu, J., and Gao, Y., A projection of changes in landfalling atmospheric river frequency and extreme precipitation over western North America from the Large Ensemble CESM simulations. January 2016.
Howitt, R., Medellin-Azuara, J., MacEwan, D., Lund, J., and Summer, D. Economic Analysis of 2014 Drought for California Agriculture. 2014.
IPCC, Climate Change 2013 The Physical Science Basis. 2013.
Kossin, James P., NOAA/National Centers for Environmental Information, Past and Projected Changes in Western North Pacific Tropical Cyclone Exposure. July 2016.
National Academies of Sciences, Engineering, and Medicine, Attribution of Extreme Weather Events in the Context of Climate Change. 2016.
OEHHA, Indicators of Climate Change in California. https://oehha.ca.gov/climate- change/document/indicators-climate-change-california
Payne, Ashley and Magnusdottir, Gudrun, An Evaluation of Atmospheric Rivers over the North Pacific in CMIP5 and their response to warming under RCP 8.5. November 2015.
SCAG, 2016 RTP/SCS Draft Program Environmental Impact Report. December 2015.
SCAQMD, SCAQMD Air Quality Significance Thresholds, 2019.
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SCAQMD. 2008. Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plan.
Available online at: SCAQMD convened a GHG CEQA Significance Threshold Working Group, accessed November 21, 2019.
SCAQMD. 2010. Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #15.
Available online at: www.aqmd.gov/docs/default-source/ceqa/handbook/greenhouse-gases- (ghg)-ceqa-significance-thresholds/year-2008-2009/ghg-meeting-15/ghg-meeting-15- minutes.pdf?sfvrsn=2, accessed November 21, 2019.
Sobel, A.H., Camargo, S.J., Hall, T.M., Lee, C-Y., Tippett, M.K., and Wing, A.A., Human Influence on Tropical Cyclone Intensity. 2016.
U.S. Census Bureau, “Explore Census Data,” https://data.census.gov/cedsci/.
U.S. Department of Agriculture, New Aerial Survey Identifies More Than 100 Million Dead Trees in California. November 2016.
U.S. Department of Energy, Energy Information Administration, “Other Gases: Hydrofluorocarbons, Perfluorocarbons, and Sulfur Hexafluoride,”
http://www.eia.doe.gov/oiaf/1605/gg00rpt/other_gases.html. n.d.
U.S. Environmental Protection Agency, “Glossary of Climate Change Terms,” http://www.epa.gov /climatechange/glossary.html#Climate_change. 2010.
U.S. Environmental Protection Agency, “High GWP Gases and Climate Change,” http://www.epa.gov/ highgwp/scientific.html#sf6. n.d.
U.S. Environmental Protection Agency, “Methane: Sources and Emissions,” http://www.epa.gov /methane/sources.html. n.d.
U.S. Environmental Protection Agency, Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990 -2006 (EPA 430-R-08-005), (2008) 1-3.
U.S. Environmental Protection Agency. Final Rule for Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles - Phase 2. Available online at:
https://www.epa.gov/regulations-emissions-vehicles-and-engines/final-rule-greenhouse-gas- emissions-and-fuel-efficiency#rule-history, accessed May 13, 2019.
U.S. Forest Service, 2013-2027 National Insect and Disease Forest Risk Assessment. January 2014.
World Resources Institute, “Climate Analysis Indicators Tool (CAIT),” cait.wri.org/historical/Country%20GHG%20Emissions?indicator[]=Total%20GHG%20Emissions %20Excluding%20Land-
Use%20Change%20and%20Forestry&year[]=2014&sortIdx=NaN&sortDir=asc&chartType=geo.
World Resources Institute, U.S. State Emissions Explorer Tool, 2017. http://cait.wri.org/ Impact Sciences, Inc. 3.6-1 Compton TOD Specific Plan PEIR 1335.001 May 2022
3.6 HAZARDS AND HAZARDOUS MATERIALS
INTRODUCTION
This section presents an overview of the existing conditions with regard to the presence of hazards and/or hazardous materials within the boundaries of the proposed Compton TOD Specific Plan Area . It also discusses the potential impacts resulting from hazards or hazardous materials as a result of construction and operation activities associated with the proposed specific plan.
3.6.1 ENVIRONMENTAL SETTING
3.6.1.1 Hazardous Materials
Section 25501(m) of the California Health and Safety Code defines a “hazardous material” as:
A material that, because of its quantity, concentration, or physical or chemical char acteristics, poses a significant present or potential hazard to human health and safety or to the environm ent if released into the workplace or the environment. “Hazardous Materials” include, but are not limited to, hazardous substances, hazardous wastes, and any materials which a handler or the unified program agency has a reasonable basis for believing tha t it would be injurious to the health and safety of persons or harmful to the environment if released into the workplace or environment. “Hazardous wast e” is any hazardous material that is abandoned, discarded, or recycled, as defined by Sections 25117 an d 25124 of the California Health and Safety Code. In addition, hazardous waste may occasionally be generated by actions that change the composition of pr eviously nonhazardous materials.
The criteria used to characterize a material as hazardous include igni tability, toxicity, corrosivity, reactivity, radioactivity, or bioactivity.
As will be discussed in more detail below, hazardous materials and wastes are defined and regulated in the United States by federal, state, and local regulations, including those a dministered by the U .S.
Environmental Protection Agency (U .S. EPA), the California Environmental Protection Agency (Cal/EPA), the US Occupational Safety and Health Administration, the US Department of Transportation, the US Nuclear Regulatory Commission, a nd v arious other agencies. Hazardous materials i nclude hazardous wastes and, in the discussion, below (except as noted) hazardous materials refers to both hazardous materials and wastes.
Public health is potentially at risk whenever hazardous materials are , or wou ld b e, used and when hazardous wastes ar e disposed of, including transportation of hazardous materials and wastes. It is necessary to differentiate between the “hazard” of these materials and the acceptability of the “risk” they pose to human health and the en vironment. A hazard is any situation that has the potential to cause
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damage to human health and the environment. The California Department of Toxic Substances Control (DTSC) determines the risk to health and public safety by the probability of expo sure, in addition to the inherent toxicity of a material. Factors that can influence the health effects when human beings are exposed to hazardous materials or wastes include: the dose the person is exposed to, the frequency of exposure, the duration o f exposure, the exposure pathway (route by which a chemical enters a person’s body), and the individual’s unique biological susceptibility
3.6.1.2 Existing Land Uses
The Plan Area encompasses a mix of r esidential, civic, industrial, and commercial uses. See Figure 2.0-3, General Plan Designations , in Section 2.0, Project Description, for a map of land uses within the Plan Area and its surroundings.
Transportation of Hazardous Materials
The transportation of hazardous materials within the State of California is subject to various federal, state, and local regulations. It is illegal to transport explosives or inhalation hazards on any public highway not designated for that purpose, unless the use of the highway is required to permit loading or delivery of such materials ( California Vehicle Code Sections 31602(b), 32104(a)). The California Highway Patrol , (CHP) designates through routes to be used for the transportation of hazardous materials. Transportation of hazardous materi als in the City is restricted to th is r oute exc ept in cases where additional travel is required from that route to deliver or receive hazardous materials to and from users. There are several risks associated with the transportation of hazardous materials. Transport of hazardous materials vi a truck, rai l, and other modes involves a degree of risk of accident and release. The use of hazardous materials and the generation of hazardous waste in the construction and maintenance of the transportation system are other avenues for risk or exposure. Past disposal of hazardous materials in a manner that creates residual contamination of soil or water can be a source of risk when such sites are disturbed during construction and development. Each of these avenues is discussed below.
Existing Land Uses
The Plan Area encompas ses 575.5 acres of a mix of r esidential, civic, and commercial uses. Specific sites within the Plan Area which likely utilize and transport hazardous materials include sites such as the Compton Public Works Yard . See Figure 2.0-3, General P lan Designations , in Section 2.0 , Proj ect Description, for a map of land uses within the Plan Area and its surroundings.
The City includes industrial uses and freight trains pass ing through the City. Specifically, the Alameda corridor, which runs north-south through the Plan area, includes freight trains running between Alameda
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Street East and Alameda Street West. The Alameda Corridor also provides access to a variety of industrial uses. The Compton Public Works Department currently uti lizes a 5. 5-acres site as a yard for City vehicles near the southern boundary of the Plan Area at 458 S. Alameda Street East. Auto repair shops are also located toward the northern end of N. Alameda Street West, near the intersection of Maple Street and furthe r north beyond Rosecrans Avenue. T he corrido r also provides access to the City’s industrial zones to the north beyond the Plan Area near Alameda Street and El Segundo Boulevard.
The presence of these activities increases the amount of hazardous materials s tored in or t ransported through t he City. Businesses using or producing hazardous materials are regulate d through the environmental review process, which re gulates land uses and ensures that such uses are removed from residential development, schools, and other sensitive l and uses. To reduce the risk related to the transportation of hazardous materials throu gh the City, vehicles carrying such m aterials are restricted to the travel route guidelines designated in the Los Angeles County Hazardous Waste Manag ement Plan, which would include maj or transportation routes such as the Alameda Corri dor, Willowbrook Boulevard, Compton Boulevard, and Rosecrans Avenue.1
Schools are considered sensitive to hazardous materials. Table 3.6-1, Schools within the Plan Area or a ¼ Mile Radius, lists preschools and primary and secondary schools in or near the Plan area.
Table 3.6-1
Schools within Specific Plan or ¼ mile Radius
School Name Location
Lifeline Education Charter School 225 S. Santa Fe Avenue Lifeline Education Middle School 440 S. Santa Fe Avenue Our Lady of Victory School 601 E. Palmer Street
Rosecrans Elementary School 1301 N. Acacia Avenue
Dickison Elementary School 905 N. Aranbe Avenue
Benjamin O. Davis Middle School 621 W. Poplar Street
Compton High School 601 S. Acacia Avenue
Operational activities associated with specific uses in the Plan area routinely use, store, an d transport hazardous materials within the Specific Plan area. These specific existing use s include auto repair, dry cleaners, and restau rants an d use or store clean ing substances, solvents, adhesives, chemicals or other hazardous materials.
1 City of Compton. 2011. General Plan 2030. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=24243
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Soil and Groundwater
Most of the Plan Area includes residential uses, which would likely not cause substantial soil or groundwater contamination. Indus trial uses are mostly along the Alameda Cor ridor, such as the Compton Public Works Yard. Other commercial uses, such as car wash es, auto repair shops, and laundromats, are loc ated along Compton Bouleva rd and Rosecrans Avenue . There are no identified agricultural uses within the Plan Area.
3.6.1.3 Known Local Soil or Groundwater Contamination Sources The Department of Tox ic Sub stances Control ’s (DTSC) Envirostor database contains information on properties in California where hazardous substances have been release d or where the potential for a release exists. A search of this database was conducted on February 4, 2022 and identifies no “Active” cleanup sites within the Plan Area. Table 3.6-2, Department of Toxic Substances Control Cleanup Sites within the Plan Area, lists the cleanup sites in the Plan Area.
Table 3.6-2
Department of Toxic Substances Control Cleanup Sites within the Plan Area
Project Type Name Address Status
Evaluation 413 West Compton Boulevard 413 West Compton Boulevard No Action Required School Investigation New Elementary School No. 2 604 South Tamarind Avenue No Further Action Evaluation Frank’s Cleaners (Former) 224 ½ West Rosecrans Avenue Refer: 1248 Local Agency1
Notes:
1 SB 1248 allow s a responsible party and a local health or env ironmental health agency (local a gency) to enter into a written agreement for the supervision of the cleanup of a simple waste release. Local agencies are required to notify the Department o f Toxic Substances Control (DTSC) and the local Regional Water Quality Control Board (RWQCB) at least 10 working days prior to entering into a remedial action agreement.
Source: Department of Toxic Substances Control. Envirostor. Available at: https://www.envirostor.dtsc.ca.gov/public/
The California Department of Conservation’s Well Finder online application presents California’s oil a nd gas industry information from the geographic perspe ctive. The Well Finder does not identify any wells or oil fields within the Plan Area.2
The California State Water Resources Control Board’ s (RWCB) GeoTracker is a data management system for sites that impact, or have the potential to impact, water quality in Cal ifornia, with emphasis on
2 California Department of Conservation. Well Finder. Available at:
https://www.conservation.ca.gov/calgem/Pages/Wellfinder.aspx, accessed February 4, 2022.
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groundwater. Table 3.6-3, Leaking Underground Storage Tank Cleanup Sites within the Plan Area lists the open cases for leaking underground storage tank (LUST) cleanup sites within the Plan Area.
Table 3.6-3
Leaking Underground Storage Tank Cleanup Sites within the Plan Area
Name Address Status
City of Compton Fire Station 1 201 S. Acacia Avenue Open – Assessment & Interim Remedial Action
Kim’s Arco AM/PM Mini Market 311 E. Rosecrans Avenue Open – Eligible for Closure Former Orloff Building Co. 500-510 E. Rosecrans Avenue Open - Remediation
Source: Regional Water Quality Control Board. GeoTracker. Available at: https://geotracker.waterboards.ca.gov/
3.6.1.4 Potential Hazard ous Materials in Buildings
Hazardous materials, such as asbestos, lead, and PCBs, may also be con tained in building materials and components. Procedures for dealing with these materials, and for safel y removing and disposing of them in accordance with applicable regulations, have been de veloped by oversight agencies and are described below.
Asbestos
Asbestos is a naturally occurring fibrous material that was used as a fireproofing and insulating agent in building construction before such uses were banned by U .S. EPA in the 1970s, although some nonfriable 3 use of asbestos in roofing materials still exists. The presence of asbestos can be found in materials such as ducting insulation, wallboard, shingles, ceiling tiles, floor tiles, insulation, plaster, floor backing, and many other building materials. Asbestos and asbestos containing materials (ACMs) are considered both a hazardous air pollutant and a human health hazard. The risk to human health is from inhalation of airborne asbestos, which commonly occurs when ACMs are disturbed during such activities as demolition and re novation. Due to the age o f the bu ildings within the Specific Plan area, it is likely that ACMs are present.
3 Nonfriable asbestos refers to ACMs that contain asbestos fibers in a solid matrix that does not allow for them to be easily released
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Lead
In 1978, the Consumer Product Safety Commission set the allowable lead levels in pain t at 0.06 percent by weight in a d ry film of newly a pplied paint. In the 1970s, the chief concern for lead based paint was its cumulative effect on body systems, primarily when paint chips conta ining lead were ingested by children. Research in the early 19 80s showed that lead dust is of spe cial concern beca use t he sma ller particles are m ore easi ly absorbed by the body. Common methods of paint removal, such as sanding, scraping, and burning, creat e excessive amounts of dust. Lead dust is especially hazardous to young children because they play on the floor and eng age in a great deal of han d-to-mouth activity, increasing their potential for exposure. Lead -based paints were commonly used in buildings built prior to 1970s.
Since many of the structures located within the Specific Plan are a were bu ilt prior to the federal regulations banning its use, lead-based paints are likely to exist in the existing structures.
Polychlorinated Biphenyls
PCBs are org anic oils that were formerly placed in many types of electrica l equipment, including transformers and capacitors, prima rily as electrical insulat ors. They may also be contained in hydraulic fluid used for hoists, elevators, etc. Years after widespread and commonplace installation, it was discovered that exposure to P CBs may cause various dele terious health effects and that PCBs are highly persistent in the environment. These substances have been listed as carcinogens by U .S. EPA. PCBs were banned from use in electrical capacitors, electrical transformers, vacuum pumps, a nd gas turbines in 1979.
Because of the age of many of the properties, there is a potential for PCBs within the Specific Plan area.
3.6.2 REGULATORY FRAMEWORK
3.6.2.1 Federal Regulations
The U .S. Environmental Protection Agency (U .S. EPA) is the main f ederal agency responsible for enforcing regulations rela ting to hazardous materials and wastes, including evaluation and remediation of contamination and hazardous wastes. Th e U .S. EPA works collaboratively with other agencies to enforce materials handling and storage regulations and site cle anup requirements. Th e Occ upational Safety and Health Administration (OSHA) and the Department of Transportation (DOT) are authorized to regulate safe transport of hazardous materials.
Resource Conservation and Recovery Act (RCRA)
RCRA is the public law th at creates the fram ework for the prope r management of haza rdous and non- hazardous solid w aste. The law describes the waste manag ement progr am mandated by Congress that
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gave the U.S. EPA authority to de velop the RCRA program. The term RCRA is often used interchangeably to refer to the law, regulations, and the U.S. EPA policy and guidance.
U.S. Department of Transportation. Hazardous Materials Transport Act (49 USC 5101) The U.S. Department of Transportation, in conjunction with the U .S. EPA, is responsible for enforcement and implementation of federal laws and regulatio ns pertaining to tra nsportation of ha zardous materials.
The Hazardous Materials Transportation Act of 1974 directs the U.S. Department of Transporta tion to establish criteria and regulations regarding the safe st orage and transp ortation of hazardous materi als.
Code of Federal Regulations (CFR) 49, 171–180, regulates the transportation of hazardous materials, types of material defined as hazardous, and the marking of vehicles transporting hazardous materials.
Toxic Substances Control Act
Congress enacted the Toxi c Substances C ontrol Act (T SCA) of 1976 to give U .S. EPA the ability to track the approximately 75,000 industrial chemicals currently produced o r imported into the United States. The U.S. EPA repeatedly scr eens these chemicals and can r equire reporting o r testing of those t hat may pose an environmental or human- health hazard. The U .S. EPA can ban the manufacture and import of those chemicals that pose an unreasonable risk.
Comprehensive Environmental Response, Compensation, and Liability Act The Comprehensi ve En vironmental Res ponse, Compensation, and Liability Act (CERCLA) provides a Federal “Superfund” to clean up uncontrolled or abandone d hazardous-waste sites as well as accidents, spills, and other emergen cy releases of poll utants and contaminants into th e envi ronment. Throu gh CERCLA, the U.S. EPA was given power to seek out those parties responsible for any release and assure their cooperation in the cleanup.
Emergency and Community Right to Know Act
The Emergency and Community Rig ht to Know Act (EPCRA) was enact ed by Congress a s the national legislation on community safety. This law was designated to help local communities protect public health, safety, and the environment from chemical hazards. EPCRA was passed in response to conc erns regarding the environmental and safety hazards posed by the storage and handling of toxic chemicals.
EPCRA establishes requirements for federal, state, an d local governments, tribes and industry regarding emergency planning and “Community Right -to-Know” reporting on hazardous and toxic ch emicals. The Community Right-to-Know provisions help increase the public’s knowledge and access to information on chemicals at in dividual facilities, their uses, and releases into the environ ment. States and communitie s,
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working with facilities, can use th e information to improve chemical safety and protect public health and the environment. To implement EPCRA, Congress requ ired eac h state to ap point a State Emergency Response Commission (SERC ). The SERCs were required t o divide their states into Emer gency Planning Districts and to name a Local Emergency Planning Committee for each district.
3.6.2.2 State Regulations
Department of Toxic Substances Control
The State Department of Toxic Substance s Control (DTSC) is authori zed by CA L EPA to administer the hazardous waste laws and oversee remediation of hazardous wastes sites. Regulations require that DTSC “shall compile and update as ap propriate, but at lea st annu ally, and shall submit to the Secre tary for Environmental Prot ection, a list of all the following: (1) [a]ll hazardous waste facilities subject to corrective action pursuant to Section 25187.5 of the Health and Safety Code (HSC).”4 The hazardous was te faci lities iden tified in HSC Section 25 187.5 are those where DTSC has taken or contracted for corrective a ction because a facility owner/operator has failed to com ply wit h a date for taking corrective action in an order issued under the HSC, or because DTSC de termined that immediate corrective action was necessary to abate an imminent or substantial endangerment.5 Hazardous Waste Control Law of 1972
The Hazardous Waste Control Act (Health and Safety Code Sections 25100 et seq.) created the s tate hazardous waste management program, which is similar to but more stringent th an the fe deral RCRA program. The Act is implem ented by regu lations contai ned in Title 26 of the California Code of Regulations (CCR), which describes the following required aspects for t he proper management of hazardous waste: id entification and classifica tion; generation and transportation; des ign and permitting of recycling, treatme nt, storage, and disposal facilities; treatment standards; operation of facilities and staff training; and closure of facilities and liability requir ements. T hese regulations l ist more than 800 materials that may be hazard ous and estab lish criteria for ide ntifying, packaging, and disposing of such waste. Under the Hazardous Waste Control Act and T itle 26, the generator of hazardous waste must complete a manifes t that accompanies the waste from generator to transporter to the ultimate di sposal location. Copies of the manifest must be filed with DTSC.
4 California Government Code, Title 22, Section 65962.5. 5 California Health and Safety Code, Section 25187.5.
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Hazardous Materials Release Response Plans and Inventory Law of 1985 The Hazardous Materials Relea se Response Plan s and Inventory La w of 1985 (Business Plan Act; HSC Division 20 Chapter 6.95 [25500–25547.8]) governs hazardous materials handling, reporting requirements, and local agency surveillance programs.
Lempert-Keene-Seastrand Oil Spill Prevention and Response Act The Lempert-Keene-Seastrand Oil Spill Prevention and Response Act of 1 990 granted the Off ice of Spill Prevention and Response (OSPR) the authority to direct prevention, removal, abatement, response, containment, and cleanup efforts with regard to all aspects of any oil spill in m arine waters of California.
OSPR implements the Cal ifornia Oil Spill Contingency Plan, consistent with the National Contingency Plan, which pays special attention to marine oil spills and impacts to environmentally- and ecologically- sensitive areas. In 2014, the OSPR program was expanded to cover all state wide surface w aters at risk of oil spills from any source, including pipelines and the increasing shipments of oil transported by railroads.
California Department of Cons ervation, Division of Oil, Gas, and Geothermal Resources
The California Department of Conservation, Division of Oil, Gas, and Geothermal Resources (DOGGR) is mandated by Section 3106 of the Public Res ources Code to supervise the drilling, operation, maintenance, and abandonment of oil and gas wells for th e purpose o f preventing (1) damage t o life, health, property, and natural resources; (2) damage to underground and surface waters suitable for irrigat ion or domest ic use; (3) loss of oil, gas, or reservoir energy; and (4) damage to oil and gas deposits by infiltratin g water and other causes. The r egulations can be found in t he California Code of Regulations ( CCR) Title 14.
DOGGR’s Well Review Program assists developers in addressing issues associated with de velopment near oil and gas wells.6
California Disaster Assistance Act (CDAA)
The California Disaster Assistance Act (CDAA; CCR Title 19, Chapter 6) authorizes the Director of the California Governor’s Office of Emergency Services (Cal OES) to administer a disaster assistance program that provides financial assistance from the state for cost s incurred by local governments as a result of a disaster event. Funding for the repair, restoration, or replacement of public real property damaged or
6 California Division of Oil, Gas, and Geothermal Resources, Well Review Program Introduction and Application, 2007 ftp://ftp.consrv.ca.gov/pub/oil/Well_Review_Program.pdf.
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destroyed by a disaster is made available when the Director concurs with a local emergency proclamation requesting state disaster assistance.7
Hazardous Substances Account Act (State Superfund) (HSC Sections 25300–25301) Chapter 6 .8 of the California Health and Safety Code requires the DTSC to inclu de “the largest manageable number” of po tentially responsible parties (PRPs) in any cleanup order that applies to a multiple PRP site after considering certain factors, including the ade quacy of the evidence of each PRP's liability, the f inancial viability of each PRP, and the degree to which ea ch PRP contributed to the release of hazardous substances at the site.8
Hazardous Materials Release Cleanup (Assembly Bill (AB) 440 Chapter 588) AB 440 Chapter 588, passed into law in 2013, authorizes a local agency to take clean up action similar to that under the Polanco Redevelopment A ct that the local agency determines is necessary, consistent with other state and federal laws, to remedy or remo ve a release of hazardous substances within the boundaries of the local agency. AB 440 allows the local agency to designate another agency, in lieu of the department or the regional board, to review and approve a cleanup plan and to oversee th e cleanup of hazardous material from a hazardous material release site, under certa in condi tions. It also provides immunity to the local agenc y as long as t he action is in accordance with a cleanup plan prepared by a qualified independent contractor, and a pproved by th e department, a regional board, or the desi gnated agency, and the clea nup is undertaken and properly completed. Fina lly, AB 440 authorizes the local agency to recover cleanup costs from the responsible party. 9 Asbestos Regulations
In 1990, ARB issued an Airborne Toxic Control Measure (ATCM), which p rohibited the use of serpentine aggregate for surfacing if the asb estos content was 5 percent or mo re.10 In July 2000, ARB adopted amendments to the existing ATCM prohibiting the use or application of serpentine, serpentine-bearing materials and asbestos-containing ultramafic rock for covering unpaved surfaces unless it has been tested using an approved asbestos bulk test method and determined to have an asbestos content that is less than
7 California Office of Emergency Services. 2019. California Disaster Assistance Act (CDAA). Available online at:
https://www.caloes.ca.gov/cal-oes-divisions/recovery/public-assistance/california-disaster-assistance-act. 8 California Legislative Information. 1999. ARTICLE 1. Short Title and Legislative Intent [25300-25301]. 9 California Legislative Information. 2013. Assembly Bill No. 440. 10 California Air Resources Board. 2019. Asbestos ATCM for Surfacing Applications. Available online at:
https://ww3.arb.ca.gov/toxics/atcm/asbeatcm.htm.
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0.25 percent.11 In July 2001, ARB adopted a new ATCM for construction, grading, quarrying, and surface mining operations in a reas with se rpentine or ultrama fic rocks. 12 These regulations are codified in Title 17, Section 93105 of the CCR. The regulations require preparat ion and imple mentation of an Asbestos Dust Mitigation Plan for construction or grading acti vities on sites greater than 1 acre in size with known Naturally Occurring Asbestos (NOA) soils. The air districts enforce this regulation. 13 In October 2000, the Governor’s Office of Planning and Research (OPR) issued a m emorandum providing guidance to lea d agencies in analyzing the impa cts of NOA on the e nvironment through the California Environmental Quality Act (CEQA) review process. 14 In November 2000, the California Department of Real Es tate added a section to subdivis ion forms that includes que stions r elated to NOA on property proposed for development.15 In 2004, as part of its school -site review program, the DTSC’s School Property Evaluation and Cleanup Division r eleased interim guidance on evaluating NOA at school sites.16
In addition, HSC Section 19827.5 prohibits the issuance of de molition permits by local and State agencies for any building or structure that has not submitted all required asbestos notifications to the U .S. EPA, pursuant to Part 61 of Title 40 of the Code of Federal Regulations.17 California Occupational Safety and Health Ad ministration (Cal/OSHA) Reg ulations. Cal/OSHA set s forth regulations for the disturbance of Asbestos Containing Construction Materials (ACCMs) including removal operations for all types of AC CMs. Cal/OSHA requires contractors and employers that remov e ACCMs to be registered and cons ultants and technicians who conduct sampling and/or removal to be certified. In addition, the agency has devel oped standards for general industry and the construc tion
11 California Air Resources Board. 2001. Amendments to the Asbestos Regulation for Surfacing Applications. Available online at: https://ww3.arb.ca.gov/toxics/asbestos/atcm/regadv1101.pdf. 12 California Air Resources Board. 2001. Asbestos Airborne Toxic Control Measure for Construction, Grading, Quarrying, and Surface Mining Operations. Available online at: https://ww3.arb.ca.gov/toxics/asbestos/atcm/regadv0702.pdf. 13 California Code of Regulations. Asbestos Airborne Toxic Control Measure for Construction, Grading, Quarrying, and Surface Mining Operations. Available online at:
http://www.baaqmd.gov/~/media/Files/Compliance%20and%20Enforcement/Asbestos/final_reg_order.ashx. 14 G overnor’s Office of Planning and Research. 2000. Addressing Naturally Occurring Asbestos in CEQA Documents.
Available online at: http://www.co.mendocino.ca.us/aqmd/pdf_files/NOA_OPR.pdf. 15 California Department of Real Estate. Subdivision Forms. Available online at:
http://www.bre.ca.gov/Forms/Subdivisions.html.
16 Department of Toxic Substances Control. 2004. Interim Guidance Naturally Occurring Asbestos (NOA) at School Sites. Available online at: https://dtsc.ca.gov/wp-
content/uploads/sites/31/2018/09/SMBRP_POL_Guidance_Schools_NOA.pdf. 17 California Legislative Information. 1979. ARTICLE 1. Contents [19825-19829].
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industry hazardous waste operations and emergency respo nse. Cal/OSHA ensures that emplo yers must have controls to reduce and monitor exposure levels of hazardous materials, an informati onal program describing any exposure during operations and the inspection of drums and cont ainers prior to removal or opening . Decontamination procedures and emergency response plans must be in place before employees begin working in hazardous waste operations.18 California Code of Regulations (CCR) Title 8 Sectio n 1529. This section of the CCR regulates asbestos exposure for w ork identified in Section 1502, i ncluding demolition or salvage of structures where asbestos is present; removal or encapsulation o f materials c ontaining asbestos; construction, alteration, repair, maintenance, or renovati on of str uctures, substrates, or p ortions thereof, that contain asb estos, installation of products containing asbestos; asbestos spill/emergency cleanup; transportat ion, disposal , storage, containment of and housekeeping acti vities involving asbest os or pr oducts containing asbestos, on the site or location at which constr uction activities are performed; and excavation that may involve exposure to asbestos as a natural constituent which is not related to asbestos mining and milling activities.19
SCAQMD Rule 1403. The Clean Air Act regulates asbest os as a hazardous air pollutant, which subjects it to regulation by South Coast Air Quality Management District (SCAQMD) under its Rule 14 03. OSHA also regulates asbestos as a potential wor ker safety hazard. These rules and regulations prohibit emissions of asbestos from demolition or construction activities, require medical examinations and monitoring of employees engaged in activities that could disturb asbestos fibers, and require notice to federal and l ocal government a gencies prior to renovatio n or demolition a ctivities that could disturb asbestos.20
Lead Regulations
Because of its toxic properties, lead is regulated as a hazardous mat erial. Lead is also regulated as a toxic air contaminant. State-certified contractors must perform inspection, testing, and rem oval (abatement) of lead-containing building materials in compliance with applicable health and safety and hazardo us materials regulations, including those outlined in Title 17 of the CCR.
18 California Department of Industrial Relations. 2019. Cal/OSHA. Available online at:
https://www.dir.ca.gov/DOSH/.
19 California Code of Regulations. §1529. Asbestos. Available online at: https://www.dir.ca.gov/title8/1529.html. 20 South Coast Air Quality Management District. 2007. Rule 1403. Asbestos Emissions from Demolition/Renovation Activities. Available online at: http://www.aqmd.gov/docs/default-source/rule-book/reg-xiv/rule-1403.pdf,.
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CCR Title 8 Section 1532.1. This section of the C CR app lies to all construction work where employees could be occupationally exposed to lead, including demolition or salvage of str uctures where lead or materials containing lead are present; remo val or encapsulation of ma terials containing lead; new construction, alteration, repair, or renovation of structures, substrates, or portions thereof, that contain lead or materials containing lead; installation of products containing lead; le ad contamination/emergency clean-up; transportation, disposal, storage, or containment of lead or material s containing lead on the site or location at which construction activities are performed; and main tenance opera tions associated with construction activities. This section sets a maximum exposure limit; requires an assessme nt to determine whether employees may be exposed to lead; requires employees to create a compliance program to ensure that employee exposure to lead are at or below the permissible ex posure limit to the extent feasible; an d requires that employees with exp osure to lead are provided with r espiratory protection, protective work clothing and equipment. 21
Other state laws that address lead include:
• Hazardous Waste Control Law
• Safe Drinking Water and Toxic Enforcement Act of 1986 (Proposition 65) • Carpenter-Presley-Tanner Hazardous Substances Account Act • Hazardous Waste Management Planning and Facility Siting (Tanner Act) • Hazardous Materials Release Response Plan and Inventory Law of 1985 (Business Plan Act) California Accidental Release Prevention Program
The Ca lifornia Accident al Release Prevention Program (CalARP; CCR Title 19, Division 2, Chapter 4.5) was implemented on January 1, 1997, and replaced the California Risk Management and Pre vention Program (RMPP). The CalARP progr am encompasses both the federal “R isk Ma nagement Pr ogram,” established in the Code of Federal Regulations, Title 40, Part 68, and the State of California program, in accordance with the Title 19 of the California Code of Regulations, Division 2, Chapter 4.5.
The main objective of the CalARP prog ram is to p revent accidental releases of those substances determined to potentially pose the greatest risk of immediate harm to the public and the environment, and to minimize the consequenc es if releases do occur. T hese substances are called regulated sub stances and include both flammable and toxic hazardous materials listed on the Federal Regulated Substances for Accidental Release Prevention and on the State of California R egulated Substan ces lists. Businesses that
21 C alifornia Code of Regulations. §1532.1. Lead. Available online at: https://www.dir.ca.gov/title8/1532_1.html.
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handle regulated substances in industrial processes above threshold quantity levels are subject to CalARP program requirements.
The CalARP program requires businesses to have pl anning activities that are intended to minimize the possibility of an accident al release by encouraging engineer ing and administr ative controls. It is further intended to mitigate the consequences of an accidental release, by requiring owners or operators of facilities to develop and implement an accident prevention program.
California Human Health Screening Levels
The Ca lifornia Hu man Health Scree ning Levels (CHHSLs) were developed as a t ool to assist in the evaluation of contaminated sites for potential a dverse threats to human health. Prep aration of the CHHSLS was requi red by the California Land Environmental Rest oration and Reuse Act of 2001. Th e CHHSLs were developed by OEHHA, an agency under the umbrella of Cal/EPA, and are contained in it s report enti tled Human-Exposure- Based Screening Numbers Develop ed to Aid Estim ation of Cl eanup Costs for Contaminated Soil1. The thresholds of concern used to develop the CHHSLs are an excess lifetime cancer risk of one in 1 million and a hazard quotient of 1.0 for n on-cancer health effects. The CHHS Ls were developed using standard exposure as sumptions and chemical toxicity va lues p ublished by EPA and Cal/EPA. The CHHSLs can be used to screen sites for potential human health concerns where releases of hazardous chemicals to soils have occurred. Under most circumstances, the presence of a chemical in soil, soil gas, or indoor ai r at c oncentrations below the cor responding CHHSLs can be assumed to not po se a significant health risk to people who may live (res idential CHHS Ls) or work (commercial/ industria l CHHSLs) at the site.
California Fire Code (CFC)
The CFC is Chapter 9 of CCR Title 24. It is t he primary means for authorizing and enforcing procedures and mechanisms to ensure the safe handling and storage of any substan ce that may pose a threat to public health and safety. The CFC regu lates the u se, handling, and storage requirem ents for hazardous materials at fixed facilities. The CFC and the California Building Code use a hazard classification system to determine what protective measures are required to protect fire and life safety. T hese measures may include construction standards, s eparations from property li nes, and specialized equipment. To en sure that these safety measures are met, the CFC employs a permit system b ased on hazard classific ation. The CFC is updated every three years.
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2017 State of California Emergency Plan
The 2017 State of California Emergency Plan, also referred to as the State Emergency Plan (SEP), addresses the state’s response to extraordinary emergency situations associated with natural disaste rs or human-caused emergen cies. The California Emergency Ser vices Act provide s the basic auth orities for conducting emergency operations following the proclamation of emergencies by appropria te local officials and/or the Governor. The provisions of this ac t are further reflected and expanded upon by local emergency ordinances. In a ccordance with t his act, the SEP describes the methods for carrying out emergency operations, the process for rendering mutual aid, the emergency services of governmental agencies, h ow resources are mobili zed, how the public will be informed and the proces s to ensure continuity of government during an emergency or disaster. The SEP emphasizes mitigation programs to reduce the vul nerabilities to disaster and preparedness activities to ensure the capabilitie s and resources are available for an eff ective resp onse. To assist communities and governments to recover from the disaster, the SEP outlines programs that establish a consistent, statewi de framework to enable state, local, tribal governments, federal government and the private sector to work together to mitigate, prepare for, respond to and recover from the effects of emergencies regardless of cause, size, location, or complexity. 2018 State Hazard Mitigation Plan (SHMP)
Approved by FEMA in Sep tember 2018 , as an Enhanced State Mitigation Plan, the 2018 SH MP update continues to build upon California’s commitment to reduce or eliminate the impacts of disasters caused by natural, te chnological, accidental, and adversarial/human -caused hazards, and further identifies and documents progress mad e in hazard mitig ation efforts, n ew or revised state and federal statutes and regulations, and emerging hazard conditions and risks that affect the State of California. Resilience depends on the whole community and is a shared responsibility for all levels of government, private and nonprofit sectors, and individuals.
3.6.2.3 Local Regulations
South Coast Air Quality Management District
The South Coast Ai r Quality Management District (SCAQMD) works with the California Air Resources Board (CARB) and is responsible for dev eloping and implementing ru les and regulations regarding air toxics on a local level. The SCAQMD establishes permit ting requirements, inspects emission sources, and enforces measures thro ugh educational programs and/ or fines. The SCAQMD and regulations related to air quality are discussed in detail in Section 4.2 Air Quality.
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Los Angeles County Hazardous Waste Management Plan
The Los Ange les County Hazardous Waste Management Plan adopted i n N ovember of 1989, contains policies and obje ctives as well as recommendations for hazardous wa ste minimizations, recycling and reclaiming, treatment, and disposal. The plan identifies future hazardous wast e treatment and disposal needs and establishes Co unty wide policy for wa ste treatment, transportation, and dispo sal. T he plan also outlines criteria for choosing appropriate treatment and disposal sites.
City of Compton General Plan
The foll owing goals a nd policies of th e City of C ompton General Plan are applicable to the proposed Compton Station Specific Plan project.
Public Safety Goal 6. Minimize risks to health and safety associated with handling, transporting, treating, generating, and storing hazardous materials.
Public Safety Policy 6.1. The City of C ompton will require busine sses to disclose hazardous material use and generation to the Compton Fire Department.
Public Safety Policy 6.2. The C ity of Compton will encourage and support the proper disposal of hazardous materials.
Public Safety Policy 6.3. The City of Compton will v igorously prosecute unlicensed dumping of toxic or hazardous materials into the ground or water or released as fumes into the air.
Public Safety Policy 6.4. The City of Compton will support efforts to enforce the State’s “right to know” laws, whic h outline the public ’s rights to information about local toxic producers.
Public Safety Goal 7. Minimize risks to life and property from underground pipeline hazards.
Public Safety Policy 7.1. The City of Compton will ensure that the Fire Department and other disaster response agencies have access to rou te, depth, and sh ut-off information regarding each underground pipeline.
Public Safety Policy 7.2. The City of Compton will maintain procedures to deal with pipeline accidents in the City’s Emergency Plan.
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Public Safety Policy 7.3. The City of Compto n will avoid loca ting n ew residen tial development or other sen sitive land uses in close proximity to major pipelines with a significant potential for explosion or fire.
3.6.3 IMPACTS AND MITIGATION MEASURES
3.6.3.1 Thresholds of Significance
The following thres holds for determining the significan ce of impacts related to hazards and hazardous materials are contained in the environmental checklist form contained in Appendi x G of the most recent update of th e CEQA Guidelines. Adoption and/or implementation of the Compton TOD Specific Plan could result in significant impacts due to the use and/ or transportation of hazards and hazardous materials, if any of the following would occur:
• Create a significant hazard to the public or the envi ronment thr ough the routine transpo rt, us e, or disposal of hazardous materials;
• Create a sign ificant hazard to the public or the environment through r easonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment; • Emit hazardous emissio ns or handle hazardous or acutely hazardous materials, sub stances, or waste within one-quarter mile of an existing or proposed school; • Be located on a site which is included on a list of hazardous m aterials sites comp iled pursuant to Government Code Section 65962.5 and, as a result, wo uld it create a significant hazard to the public or the environment;
• For a project located within an airpor t land use plan or, where such a plan has not been adopt ed, within two miles of a public airport or publ ic use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area; • Impair implementati on of or physically inter fere with an adopted e mergency response plan or emergency evacuation plan; or
• Expose people or s tructures, either directly or indirectly, to a significant risk of loss, injury or de ath involving wildland fires.
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3.6.3.2 Methodology
The analysis in this section includes a focus o n the use, di sposal, transport, and management of hazardous or potentially hazardo us materials resu lting from pote ntial development or redevelopment resulting from the implementation of the Plan. Disposal options, the probability for risk of upset, and the severity of consequences to people or property associated with the increased use, handling, transport, and/or disposal of hazardous materials associated with the implementation of the Plan is also analyzed.
This section addresses potential short -term cons truction im pacts resulting from demolition of existing (usually older) structure s, as well as fro m disturbance of contaminated soils, and impacts related to the operation of development in the Plan area over time. Operational impacts would generally be associated with the type of uses proposed and the materials that operation of thes e uses would enta il. In determining the level of significance, the analysis assumes that any development under the Proposed Plan would comply with relevant federal and state laws and regulations.
In 2015, the California Supreme Court in CBIA v. BAAQMD , held that CEQA generally does not require a lead agency to consider the impacts of the existing environment on the future residents or users of a project. However, if a project ex acerbates a condition in the existing environment, the lead agency is required to analyze the impact of t hat exacerbated condition on future residents and users of a project, as well as other impacted individuals. Therefore, the analysis focused on the pot ential f or the Plan to exacerbate an existing condition.
3.6.4 ENVIRONMENTAL IMPACTS
Impact HAZ-1 Create a significant ha zard to the p ublic or the environment through the routine transport, use, or disposal of hazardous materials.
Less Than Significant Impact.
The Specif ic Plan would facilitate development focused throughout the C ompton Station Specific Plan Area, in areas where hazardous materials could be stored or used, or where previous use has resulted in contamination of the site. The development of resident ial uses near commercial or industrial facilities that use, or store ha zardous materials could increase the risk of exposure to harmfu l health effect s. Impacts related to hazardous ma terials relate to construction activity and the operation of resi dential and commercial uses. Each of these issues are described below.
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Construction Activities
The Plan proposes infill development within an urban area, including redevelopment of older, potentially contaminated sites. Thus, during construction of future site-specific development projects pursuant to the Plan, hazardous materials in the form of p aints, solvents, glues, ro ofing materials, and ot her common construction materials containing toxic substances would be transported to individual construct ion sites.
In addition, asbestos, lead, PCBs, or other hazardous materials could exist within buildings that would be demolished or remodeled under the p roposed Plan. Therefore, hazardous m aterial surveys and abatement activities for buildings constructed prior t o the 1980s would be required pursua nt to th e existing U.S. DOT, DTSC, Title 27 of the California Code of Regulat ions, CalEPA, Cal/OSHA regulatio ns, and Section 19827.5 of the Californi a Health and Safety Code, which are described above. In additio n, all PCBs, asbestos-containing materials, and lead based paints a re required to be aba ted in accordance with SCAQMD, Ca l/OSHA, and California Health an d Safety Code requirements prior to demo lition or renovation activities commence.
The asbestos, lead, P CBs, or other hazardous materials that may be e ncountered during de molition or construction ac tivities w ould be transport ed and disposed of in compliance with all app licable regulations for the handling of such waste, i ncluding SCAQMD Rule 1403 (asbestos) and the California Code of Regulations. Additionally, appropriate documentation for hazardous waste that is transported in connection with activities at devel opment s ites (such as disposal of a sbestos or building material s containing lead-based paint or PC Bs) would be required by the City’s Public Works Depart ment prior to issuance of any dem olition or construction permits ( as required by federal, state, a nd city regulations) to ensure complianc e with the existing hazard ous materials regulations described a bove. Th ese requirements were developed to prot ect human health and the environment and compli ance with these existing re gulations would reduce impacts r elated to dem olition, transport, and dis posal of hazardous materials to a less-than–significant level.
Operational Activities
Hazardous materials are routinel y transported by trucks along the major state routes and roadways and railways. The Plan Area includes Alameda Street, Compton Boulevard, Rosecrans Avenue, and the Union Pacific Railroad running adjacent to Alameda Street. However, transportation of such materials is hi ghly regulated to e nsure the safety of the public. T he proposed residential and comm ercial uses m ay involve the use, storage, disposal or transportati on of hazardous materials, bu t the potential residential and most of the potential c ommercial uses do not generally involve t he use, storage, disposal, or tra nsportation of significant quantities of hazardous materials. Such materials would like ly be limited to solvents, paints,
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chemicals used for cleaning and building maintenance, and landscaping supplies. These materials would not be substantially different from household chemicals and solvents already widely used throughout the Plan Area.
Operation of the industrial uses would be co nducted in accordance with all applicable St ate and federal laws, such as the Hazardous Material s Transportation Act, Resource Conservation and Recovery Act, the California Hazardous Material Management Act, and the Ca lifornia Code of Regulations, Title 22 . Onsite activity invol ving hazardous substa nces (e.g., diesel f uel, oil, lubricants), and the t ransport, storag e, handling, and retail sale of these subst ances mu st adhere to applicable loc al, State, and federal saf ety standards, ordinances, or regulation s. Busin esses en gaged i n the use, sale, stor age, or transport of hazardous substances is monitor ed by various local (i.e., the Co unty of Los Angeles a nd the Los Angeles County Fire Departmen t) and State (i.e., DTSC) en tities. Potentially hazardous waste pr oduced d uring operation would also be collec ted, sto red, and dis posed of in accordance with appl icable laws and regulations. Therefore, potential impacts associated with operation would be less than significant.
Mitigation Measures
Because construction activities and operations of new uses resulting from the Plan would be required to comply with existing l aws and re gulations, impacts related due to routine transport, use, or disposal of hazardous materials would be less than significant, and no mitigation measures would be required.
Residual Impacts
Impacts would be less than significant.
Impact HAZ-2 Create a sign ificant hazar d to the pub lic or the environment throu gh reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment.
Less Than Significant Impact.
Construction
Implementation of the Specific Plan could facilitate de molition or r edevelopment of exis ting buildi ngs within the Plan Area. Structures built before the 1970s typically c ontained ACM. Demoli tion or redevelopment of these structures could result in health hazard impacts to wor kers if not r emediated prior to construction a ctivities. Therefore, demolition and construction activities would be required to adhere to SCAQMD Rule 1403, which establishes Survey Requirements, notification, and work practice requirements to prevent asbes tos emissions from emanating during building renovation and demoliti on
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activities and California Occupational Safety and Health Administration (CalOSH A) r egulations regarding lea d-based materials. The California Code of Regulations, Section 1532.1, require s testing, monitoring, containment, and disposal of l ead-based materials, such that exposure levels do not exceed CalOSHA standards.
The us e of Bes t Management P ractices during constructi on implemented as part of a Stormwater Pollution Prevention Plan (SWPP P) as required b y the Natio nal Pollution Discharge Elimination System General Construction Permit would minimi ze potential adverse ef fects to the genera l public and the environment. Cons truction contra ct specific ations would include strict on -site handling rules to keep construction and maintenance materials out of groundwater and soils. BMPs include, but are no t limited to:
• Establishing a dedica ted area for fue l storage and re fueling activities that includes secondary containment protection measures and spill control supplies; • Following manufacturers’ recommendations on the use, storage, and disposal of chem ical products used in construction;
• Avoiding overtopping construction equipment fuel tanks; • Properly containing and removing grease and oils during routine maintenance of equipment; and • Properly disposing of discarded containers of fuels and other chemicals.
In addition, grading and excavation of s ites during construction of projects pe r the propo sed Plan may expose construction workers and the public to p otentially unknown hazardous substances present in the soil. If any unidentified sources of contamination are enc ountered duri ng grading or excava tion, the handling and r emoval acti vities required could pose health and safety risks to worker s and the publi c.
Soil, water, or air cont amination could cause various short -term or long -term adverse health effects in persons exposed to the hazardous substances.
Due to the long hi story of ur ban uses within the Plan area , it is also possible that old underground storage tanks (USTs) that were in use prior to permitting and record keeping requiremen ts may be present within the Plan area. If an unidentified UST were to be uncovered or disturbed during construction activities, it could pose both health and safety risks, such as the expo sure of wo rkers, tank handling personnel, and the public to ta nk contents or vapors. P otential risks, if any, posed by USTs would be mini mized by managin g any uncovered tank pursu ant to existing Los Angeles County standards as enforced and monitored by the County Department of Public Health/Environmental Health
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Division and DTSC, which would reduce potential hazards impacts related to unknown contamination or USTs to a less-than-significant level.
Overall, should construction activities be proposed for a site that may be contaminated due to previous uses, a site stu dy and specific remediatio n and cleanup activities, would be required, if nec essary, by the existing federal and state regulations, under the supervision of the DTS C before con struction activities could beg in. Implementation of construction activities of d evelopments pursuant to th e pro posed Plan would be done in compliance with ex isting agency regulations related to hazar dous materials. As a result, potential impact s relate d to th e reasonably foreseeable up set or accident conditions involving release of hazardous materials into the environment would be less than significant.
Operation
As described above, land use changes p ursuant to the P lan would result in construct ion that wou ld facilitate the removal of e xisting hazardous building materials that may be p resent, and would also cleanup potentially contaminated sites, thus r educing the poten tial for operation of new develop ment to result in risk of upset or accidents that could release existing hazardous mate rials that are located on the project site into the environment.
In general, risks from hazards and hazardous m aterials would be adequat ely add ressed through compliance with existing federal, state, and local regulatio ns. Develop ment unde r the proposed Pla n would involve a variety of land uses and would include the us e of and storage of common hazardous materials such as paints, solvents, and cleaning products. Additionally, building mechanical systems and grounds and land scape m aintenance could also use a variety of products formulated with hazardous materials, includ ing f uels, cl eaners, lubricants, adhesives, seal ers, and pesticides/herbicides. The environmental and hea lth effects of different chemicals are unique to each chemical and depend on the extent to which an individual is exposed. The extent and exposure of i ndividuals to hazardous materials would be limit ed by th e relatively small quantities of these materials that would be stored and used on individual p roject s ites th roughout the Plan area . Any business or facility which uses, generates, processes, pro duces, packag es, treats, stores, emits, discharges, o r disposes a ha zardous material (or waste) is a handler a nd would require a hazardous materials h andler permit and wo uld be required to provide regular reporting to the California Environmental Reporting System (CERS).
Through future development under the proposed Plan, hazardous mate rials could be stored within the Plan area; however, the mat erials would generally be in the form of routinely used common chemicals.
All hazardous materials would be used and stored in accordance with applicable regulations an d such uses would be requ ired t o comply with federal and state laws to reduce the potenti al consequences of
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hazardous materials accidents. As a r esult, implementation of the proposed Plan wou ld not result in a significant hazard to the public or the enviro nment through reasona bly forese eable upset and accident conditions involving the rele ase of hazardous m aterials into the environment, and impacts would be less than significant.
Mitigation Measures
Impacts related to hazards due to reasonably foreseeable upset or accident conditions involving release of hazardous materials into the environment from implement ation of the proposed TOD Plan would be less than significant, and no mitigation measures are required.
Residual Impacts
Impacts would be less than significant.
Impact HAZ-3 Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within 0.25 mile of an existing or proposed school.
Less Than Significant Impact.
The Specific Plan would in volve the development and redevelopment of various land uses in the Plan Area. As discussed in Section 3.13, Public Services, the closest schools w ithin and nea r the Plan Ar ea include:
• Lifeline Education Charter School (225 S. Santa Fe Avenue) • Lifeline Education Middle School (440 S. Santa Fe Avenue) • Rosecrans Elementary School (1301 N. Acacia Avenue)
• Dickison Elementary School (905 N. Aranbe Avenue)
• Benjamin O. Davis Middle School (621 W. Poplar Street) • Compton High School (601 S. Acacia Avenue)
• Our Lady of Victory School (601 E. Palmer Street)
Common hazardous mat erials would be used in the construction and operation of new development in the Plan a rea, inc luding use of standard construction materials (e.g., paints, solvent s, and adhesives), cleaning and other maintenance produ cts, diesel and other fuels (used in c onstruction and maintenance equipment and vehicles), and pesticides asso ciated with landscaping around ne w d evelopments. The
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Plan provides for mixed urban land uses such as residential, retail c ommercial, institutional, public and light industrial; and does not include new land uses, such as large -scale industrial uses, that w ould result in hazardous emis sions or are considered acutely hazardous. Additionally, r outine use, transport, and disposal of hazardous materials would occur with implementation of the Plan; however, the types of uses that would emit or release hazardous o r acutely hazardous materials into the environment are typically industrial manufacturing facilities, which are not proposed within the Plan.
In addition, all b usinesses that handle o r transport hazardous materials (such as dry cleaners or automotive repa ir shops) w ould be requi red to co mply with the provisions of the state and fede ral regulations for hazardous wastes, as de scribed previou sly. The laws a nd regula tions related to the generation of hazardous emissions and handling hazardous materials are int ended to minimize potential health risks a ssociated with their use or the accid ental release of such substances. Complianc e with existing regulations would minim ize the risks associate d with the exposure of sensitive receptors, including schools, to hazard ous materials to a le ss than significant level. Therefore, future development under the proposed Plan would result in a le ss than significant impa ct rel ated to the emissions or handling of hazardous materials within the vicinity of schools.
Mitigation Measures
Although the proposed Plan cou ld pla ce businesses with the p otential to emit hazardous emissions or handle hazardous or acutely hazardous materi als, substances or waste with in 0.25 mile of an exi sting or proposed school, compliance with appl icable la ws and regulati ons would reduce impa cts to less than significant.
Residual Impacts
Impacts would be less than significant.
Impact HAZ-4 Be located on a site which is included on a lis t of hazardo us materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, create a significant hazard to the public or the environment.
Less Than Significant Impact.
Table 3. 6-2, Department of Tox ic Substa nces Control Cleanup Sites within the Plan Area , includes DTSC listed cleanup sites within and near the Plan Area. The listed sites do not include any “active” cases involved in voluntary cleanup, evaluation, or corrective action. Contaminated properties are regulated at the federal, State, and local level, and are subjec t to compliance with s tringent laws and regulations for
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investigation and re mediation. For example, compliance wi th th e CERCLA, RCRA, California Code of Regulations Title 22, and related requirements would remedy any potential impacts caused by hazardous substance contamination. Future development projects that would be accommodated by the Specific Plan would be req uired to comply with these existing laws and regulations. Additio nally, Phase I Environmental Site A ssessments (Phase I ESA) would be required for land p urchasers to qualify for the Innocent Landowner Defens e under CERCLA and to minimize environmental liab ility under other laws, such as RCRA as a prerequisite for a lend er to extend a loan for purchase of land. Phase I ESAs are also conducted to establish a n environmental ba seline befor e a lease of land and would determine whether recognized environmental condit ions are present on the development site. With compliance of all applicable laws and regulation, impacts related to hazardous materials site listings would be le ss than significant. Compliance with these laws, regulations would be ensured through the C ity’s development review and building plan check process. Impacts would be less than significant.
Mitigation Measures
Impacts related to hazar ds due to d evelopment of a site that is i ncluded on a list of haz ardous materials sites from implementation of the proposed Plan would be less than significant Residual Impacts
Impacts would be less than significant.
Impact HAZ-5 For a project located within an airp ort land use plan or, where such a plan has not been adopte d, within 2 miles of a public airport or public use airport , would the project result in a safety hazard or exc essive n oise for p eople residing or working in the project area?
Less Than Significant Impact.
The P lan Area is located approximately 0.5 -mile northeast of t he Compton/Woodley Airport. The Compton/Woodley Airport does not have an adopted airport land use p lan (ALUP), so the airport is pa rt of the Los Angeles Count y ALUP. The Specific Plan would focus development at opportunity sites and districts mostly within the Civic Center and Commercial Core , as we ll as roadwa y corridor s such as Compton Boulevard and A lameda Avenue. Building heights would be restricted to 10 floors in the Downtown Core Zone, which woul d be similar if not slightly less, tha n the existing Compton Courthouse. Development of these areas wou ld not create a safety hazard associated with th e Compton/Woodley Airport.
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In addition, as discussed in Section 3.11, Noise and Vibration, the Plan Area would not be located within the airports’ noise contours.22 As such, the Plan would not expose people residing or working in the Plan area to excessive airport-related noise levels. As such, impacts would be less than significant.
Mitigation Measures
Impacts related to safety hazards within 2 miles of a public airport and/or within an airport land use plan would not occur from implementation of the proposed Specific Plan.
Residual Impacts
Impacts would be less than significant.
Impact HAZ-6 Impair impleme ntation of or physically interfere with an adopted emergency response plan or emergency evacuation plan.
Less Than Significant Impact.
Construction
Construction pursuant to the proposed Specific Plan would occur over a period of 20 years on discreet sites in various locat ions within the Plan area . A s discussed in greater detail in Sect ion 3.14, Transportation, although temporary lane and s idewalk closures im mediately adjacent to site-specific development projects may be necessary for short durations, adequate emergency vehicle access throughout the Plan area would be maintained at all times as required.
As part of the review and approval of site -specific de velopment projects within the Plan area, development plans will be reviewed by the City’s police and fire agencies prior to construction to ensur e that alternative route planning to facilitate the passage of people and vehicles through/around any temporary required road closures occurs and is implemented, if needed. Included in such plans would be provisions for any needed signage for detours, trai ning of flagmen, and provision for st aging areas for emergency vehicles responding to a call, as required by the City’s p olice and fire agenc ies. Thus, emergency access in and out of construction sites, including e vacuation routes f or construction workers, would remain during the construction process.
22 City of Compton. 2011. General Plan 2030 – Noise Element. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=24243
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Operation
The Specific Plan would aim to imp rove the vehicular, pedestrian, an d bi cycle access an d connectivity from the Compton Station throughout the Plan Area. The Specific Plan does not include the development of structures that could poten tially impair implementation of or physically interfere w ith an adop ted emergency response plan or emergency evacuation plan, such as the City’ s Emergency Operations Plan (EOP).23 The EOP sets forth assignments to be carried out by City Depar tments in a time of emergency.
The Fire Department, beyond its fire prev ention and communications roles, is responsible for res cue operations.
Primary evacuation routes within the Plan Area , as identified in the Compton General Plan Saf ety Element, include Compton Boulevard, Rosecrans Avenue, Alameda Street , and Wil lowbrook Avenue.24 The Specific Plan would aim t o re-establish vehicular access along Willowbrook A venue adjacent to the Compton Station, where the COMPTON Letters Plaza curren tly lies. This woul d allow Willowb rook Avenue to better serve as an emergency access route, as intended in the General Plan Safety Element. The Specific Plan outlines safety improvements on Wi llowbrook Avenue, providing design alternatives near Compton Station to improve traffic flow and safety for both pedestrians and drivers.
Under the Specific Plan’s preferred alternative, Alameda Street East would be closed and converted into a greenway. However, Alameda Street East between Rosecrans Avenue and Compton Boulevard is currently a lightly- traveled street with traffic volumes of less than 30 percent of capacity. The roadway has 16 f oot wide travel lanes, with only a few properties drawing acc ess f rom Alameda Street East.
Furthermore, Alameda Street West, currently pr ovides northbound and southbound travel, with multiple lanes in each direction. As such, Alameda Street West would remain as an emergency access route.
Overall, the Specific Plan wou ld not impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan . Therefore, impacts would be less t han significant.
Mitigation Measures
No mitigation is required.
23 C ity of Compton. 2011. General Plan 2030 – Public Safety Element. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=24243 24 City of Compton. 2011. General Plan 2030 – Public Safety Element. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=24243
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Residual Impacts
Impacts would be less than significant.
Impact HAZ-7 Expose people or struct ures to a si gnificant risk o f loss, injury, or death involving wildland fires.
No Impact.
Wildfire hazard areas are commonly identified in regions of the wil dland/urban interface. However, t he Plan area is an entirely built -out urban community that is characterized (and surrou nded) by a mix of residential, commercial, and industrial areas, and does not interface with a ny wildlands or an area classified as a Fire Hazard zone as identified by the California Department of Forestry and Fire Protect ion (CAL FIRE).25 Therefore, impact s related to exposure of people to wildland fires would not occur . As such, the Specific Plan would not expose people or stru ctures to a significant risk of loss, injury, or death involving wildland fires. No impact would occur.
Mitigation Measures
No mitigation is required.
Residual Impacts
No impact would occur.
3.6.5 CUMULATIVE ANALYSIS
The geographical area of the cumulativ e evaluation of hazardou s materi als is the S pecific Pl an area as well as one -quarter m ile from the Specific Plan area. Cumulative growt h in the vicinity of the Specific Plan area could include commercial and residen tial projects due to vacant or underutili zed parcels near the Specific Plan area. The Artesia Specific Plan area is located to the south of the Plan a rea and would be a cumulative project to this project but that plan does not include any industrial uses.
Continued urban development in the Pl an Area would cumulatively increase the potentia l for e xposure to existing hazards associated with hazardous materials. Therefore, an overall increase in the potential for human health hazards would occur as intensification of development occurs. The magni tude of hazards for individual projects would depend upon the location, type, and size of dev elopment and the spe cific
25 California Department of Forestry and Fire Prevention (CAL FIRE). Fire Hazard Severity Zone Viewer. Available at: https://egis.fire.ca.gov/FHSZ/, accessed February 4, 2022.
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hazards associated with individual sites. Compliance with appropriate federal, State, and local hazardous waste remediation and disposal req uirements, including remedial action on conta minated sites, would avoid potential hazard i mpacts a ssociated wi th cumulative develo pment in the City. Although the proposed Plan would generate hazardous materia ls, the existing regulatio ns would minimize pote ntial impacts of the sites that generate the hazardous materials. Because the proposed Plan would result in less than significant impacts related to hazardous materials, the Plan’s contribution to cumulative h azardous materials impacts would be less than cumulatively considerable.
3.6.6 REFERENCES
California Air Resources Board. 2001. Amendments to the Asbestos Regulation for Surfacing Applications.
Available online at: https://ww3.arb.ca.gov/toxics/asbestos/atcm/regadv1101.pdf California Air Resources Board. 2001. Asbestos Airborne Toxic Control Measure for Construction, Grading, Quarrying, and Surface Mining Operations. Available online at:
https://ww3.arb.ca.gov/toxics/asbestos/atcm/regadv0702.pdf California Air Resources Board. 2019. Asbestos ATCM for Surfacing Applications. Available online at:
https://ww3.arb.ca.gov/toxics/atcm/asbeatcm.htm
California Code of Regulations. Asbestos Airborne Toxic Control Measure for Construction, Grading, Quarrying, and Surface Mining Operations. Available online at:
http://www.baaqmd.gov/~/media/Files/Compliance%20and%20Enforcement/Asbestos/final_reg_ order.ashx
California Department of Conservation. Well Finder. Available at:
https://www.conservation.ca.gov/calgem/Pages/Wellfinder.aspx, accessed February 4, 2022 California Department of Industrial Relations. 2019. Cal/OSHA. Available online at:
https://www.dir.ca.gov/DOSH/
California Division of Oil, Gas, and Geothermal Resources, Well Review Program Introduction and Application, 2007 ftp://ftp.consrv.ca.gov/pub/oil/Well_Review_Program.pdf California Department of Real Estate. Subdivision Forms. Available online at:
http://www.bre.ca.gov/Forms/Subdivisions.html
California Office of Emergency Services. 2019. California Disaster Assistance Act (CDAA). Available online at: https://www.caloes.ca.gov/cal-oes-divisions/recovery/public-assistance/california-disaster- assistance-act
City of Compton. 2011. General Plan 2030. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=24243
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Department of Toxic Substances Control. 2004. Interim Guidance Naturally Occurring Asbestos (NOA) at School Sites. Available online at: https://dtsc.ca.gov/wp- content/uploads/sites/31/2018/09/SMBRP_POL_Guidance_Schools_NOA.pdf Governor’s Office of Planning and Research. 2000. Addressing Naturally Occurring Asbestos in CEQA Documents. Available online at: http://www.co.mendocino.ca.us/aqmd/pdf_files/NOA_OPR.pdf South Coast Air Quality Management District. 2007. Rule 1403. Asbestos Emissions from Demolition/Renovation Activities. Available online at: http://www.aqmd.gov/docs/default- source/rule-book/reg-xiv/rule-1403.pdf
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3.7 HYDROLOGY AND WATER QUALITY
INTRODUCTION
This section addresses impacts to the City’s water quality and hydrological resources from implementation of the Specific Plan, identifies the regulatory framework with respect to regulations that address hydro logy and water quality, and evaluates the significance of the potential changes to hydrologic features and water quality that could result from implementation of the Specific Plan.
3.7.1 ENVIRONMENTAL SETTING
3.7.1.1 Watershed
Regional Hydrology
The City of Compton is located in the South Coast Hydrologic Region. This region covers approximately 10,600 square miles (6.78 million acres) and includes all of Orange County, the majority of Ventura, Los Angeles and San Diego counties, portions of San B ernardino and Riverside counties, and small amounts of Santa Barbara and Kern counties. The South Coast Hydr ologic Region receives inflows via precipitation and surface runoff from the South Lahontan and Colorado River Regions. All surface waters in the South Coast Hydrologic Region flow into the Pacific Ocean.1 Watersheds
There are 19 major watersheds in the South Coast Region. Many of these have densely urbanized lowlands with concrete -lined channels and dams controlling flood flows. The head waters for many rivers, however, are in coastal mountain ranges and have remained largely undeveloped. The Plan Area is in the Los Angeles River Watershed, which covers a land area of 834 square miles. The western portion spans from the Santa Monica Mounta ins to the Simi Hills and the eastern portion spans from the Santa Susana Mountains to the San Gabriel Mountain s. The watershed encompasses and is shaped by the path of the Los Angeles River, which flows from its headwaters in the mountains eastward to the n orthern corner of Grif fith Pa rk. The channel turns southward through the Glendale Narrows before it flows across the coastal plain and into the San Pedro Bay near Long Beach.2
1 Department of Water Resources. 2020. “California’s Groundwater Update 2020 (Bulletin 118)” Available at:
https://data.cnra.ca.gov/dataset/calgw_update2020, accessed February 23, 2022. 2 L os Angeles County Department of Public Works. Los Angeles River Watershed. Available at:
https://dpw.lacounty.gov/wmd/watershed/la/, accessed February 28, 2022.
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The Compton Creek lies outside the Plan Area to the southwest, approximately 5 00 feet from the closest Plan Area boundary. It begins at a convergence of underground storm drains in the City of Los Angeles near Main and 107th Street, then flows generally south 8.5 miles to th e confluence with the Los Angeles River in Rancho Dominguez. Compton Creek is a 42.1 squa re mile sub-watershed within the Los Angeles River Watershed. Located entirely within t he alluvial, coastal floodplain of the Los Angeles River, this low-gradient stream was historically dominated by freshwater marshes and w illow-cottonwood forest.
The wat ershed is highly urbanized with only 3.3% of the land being used for open space, parks, agriculture, or vacant.3
Surface Water
In the Los Angeles River Watershed, the Arroyo Calabasas (Calabasas Creek) and Bell Creek (at the origin of the Los Angeles River), Brown’s Canyon Wash, the Burbank Western Channel, Tujunga Wash, Arroyo Seco, Rio Hondo, and Compton Creek form the major tri butaries. The watershed contains 22 lakes and 37 flood control reservoirs, as well as several spreading grounds.4 The upstr eam portion of Compton Creek is a concre te-lined box channel, while the southern portion consists of an earthen-bottom trapezoidal section with riprap banks. The earthen-bottom portion of Compton Creek cont ains remnant wetland habitat and adjoins some pote ntial sites for constructed or treatment wetlands as well as wetland re storation.5 Figure 3.7-1, S urface Waters , shows the su rface waters in the vicinity of the Plan Area.
Groundwater
The Plan Area is in the Central Subbasin of the Coastal Plain of the Los Angeles Groundwater Basin. This subbasin is commonly referred to as the “Central Basin.” This area is bounded on the north b y a surface divide called the La Brea high, and on the northeast a nd east by the Elysian, Repetto, Merced and Puente Hills. The southeast boundary between Central Basin and the nearby Orange County Groundwater Basin roughly follows Coyote Creek, a regional drainage province boundary.
3 University of California Division of Agriculture and Natural Resources (UCDAN). 2019. Compton Gateway:
Symposium on Creekside Community Development. Available at: https://ucanr.edu/sites/wshedCC/, accessed February 28, 2022.
4 Department of Water Resources. 2013. California Water Plan – Groundwater Update 2013. Available at:
https://data.cnra.ca.gov/dataset/california-water-plan-groundwater-update-2013, accessed February 28, 2022. 5 University of California Division of Agriculture and Natural Resources (UCDAN). 2019. Compton Gateway:
Symposium on Creekside Community Development. Available at: https://ucanr.edu/sites/wshedCC/, accessed February 28, 2022.
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FIGURE 3.7-1
1335.001•02/22
SOURCE: Esri 2022, County of Los Angeles 2022
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The Newport Inglewood fault system fo rms the southwestern boundary. The Los Angeles and San Gabriel Rivers drain inland basins and pass across the surface of the Central Basin on their way to the Pacific Ocean. Average annual p recipitation throughout the Central Basin ranges from 11 to 13 inches with an average of around 12 i nches .6 There are eight princip al aquifers in th e Central Basin. Figure 3.7- 2, Central Subbasin of the Los Angeles Groundwater Basin , shows the bo undaries of the Central Subbasin of the Coastal Plain of the Los Angeles Groundwater Basin in relation to the Plan Area.
3.7.1.2 Floodplain Mapping and Hydraulic Modeling
Flooding
Flood Hazards
The Ci ty contains three major flood control facilities: the City’s east and west forks that consist of concrete-lined channe ls, as well as a portion of the Los Angeles Riv er that flows through the City’s eastern boundary. Flood control is discussed in Compton’s Public Safety Element of its 1991 General Plan.
Flooding in the event of a major 100-year storm, a major storm event t hat has a one percent chance of occurring any year in a 100 -year period, is a concern in the City. The area that lies between the LA River and Compton Creek are most at-risk of flooding from an overflow of the Los Angeles River Channel. This portion makes up two-thirds of the City and would be subject to shallow flooding of one to thr ee feet.
Regional flood control facilities are inadequate as they were not designed for the 100-year storm.7 Flood Hazard Zones
The Los Angeles County Department of Public Works (LADPW) has incorporated data from the Federa l Emergency Management Agency (FE MA) into an online map for El Niño Storm Hazard Areas. Based on this map, the central and eastern portions of the City are in a Moderate Flood Risk Area; the eastern boundary of the City near the Los Angeles River is located in a High Flood Risk Area; and the centra l portion of the City where Compton Creek flows is in a High Flood Risk Area. The Plan Area, is within the Moderate- Flood Risk Area.8
6 Department of Water Resources. 2004. South Coast Hydrologic Region Coastal Plain of Los Angeles Groundwater Basin. Available at: https://water.ca.gov/-/media/DWR-Website/Web- Pages/Programs/Groundwater-Management/Bulletin-118/Files/2003-Basin- Descriptions/4_011_04_CentralSubbasin.pdf, accessed February 28, 2022. 7 City of Compton. General Plan Vision 2010. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=30775, accessed February 28, 2022. 8 Los Angeles County Department of Public Works. El Niño Storm Hazard Areas. Available at:
https://dpw.lacounty.gov/disaster/elninostormhazardareas/, accessed February 28, 2022.
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FIGURE 3.7-2
1335.001•02/22
SOURCE: Esri 2022, County of Los Angeles 2022
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Tsunami and Seiche
A tsunami is a series of waves generated by an impulsive disturb ance in the ocean or in a small, connected body of water. Tsunamis are produced when movement occurs on faults in the ocean floor, usually during very large earthquakes. Sudden vert ical movement of the ocean floor by fault movement displaces the overlying water column, creating a wave that travels outward from th e earthquake source.
An earthquake an ywhere in the Pacific Ocean can cause tsunamis around the entire Pacific basin. The areas susceptible to tsunamis are those near to the ocean shore and along low-lying river channels. The Plan Area is located approximat ely 11 miles east of the Pacific Oc ean. The Plan Area is not in a Tsunami Emergency Response Planning Zone.9
Seiches are waves generated in an enclosed body of water, s uch as a lake or bay, by seismic a ctivity.
Seiches are li ke tsunamis for enclosed bays, inlets, and lakes, and their waves can be gene rated by earthquakes, subsidence or uplift of large blocks of la nd, submarine and onshore landslid es, sediment failures and volcanic eruptions. The strong c urrents associated with these events may be more damaging than inundation by waves. The Plan Area does not lie in an area near any large bodies of water or bays that could be affected by a seiche. The Compton General Plan notes that the potential danger in Compton from seiches is low or non-existent and is therefore not covered in the Public Safety Element.10 Drainage
Storm water ru noff that does not inf iltrate into the subsurface is directed into the City’s st orm drain system. Storm drainage fa cilities are provided by the City an d the Los Angeles County Flood Control District. The City is a member of the Los Angeles County Flood Control Assessment District, which is responsible for the m aintenance of County flo od control facilities. As discussed in the City’s Public Facilities Ele ment, developers are required to coordinate with the County Flood Control District to contribute to drainage improvements that are impacted by their project.11
9 California Office of Emergency Services. MyHazards. Available at: https://myhazards.caloes.ca.gov/, accessed February 28, 2022.
10 City of Compton. General Plan Vision 2010. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=30775, accessed February 28, 2022. 11 City of Compton. General Plan Vision 2010. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=30775, accessed February 28, 2022.
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3.7.1.3 Water Quality
Storm Water Quality Regulations
National Pollutant Discharge Elimination Sy stems Permits. The National Pollutant Discharge Elimination System (NPDE S) permit system was established as part of implementati on of the Clean Water Ac t to regulate municipal and indust rial disc harges t o surface waters of the United States. The Clean Water Act prohibits the discharge of any pollutant into navigable waters from a point source unless the discharge is in compliance w ith a NPDES Program permit. The purpose of the NPDES program is to manage u rban storm water , thus minimizing pollution of the en vironment to the maximum extent practicable. The NPDES program consists of characterizing receiving water quality , identifying h armful constituents, tar geting potential sources of pollut ants, and implementing a comprehensive storm water management program.
The NPDES Program requires local agenci es and project applicants to obt ain permits to discharge storm water into “waters of the State.” The regula tions provide that discharges of storm water to waters o f the United States from construction activities are effectively prohibited unless the discha rge is conducted in compliance w ith an NPDES permit. Construction activit ies subject to this General Permit include clearing, grading, disturbance s to the ground s uch as stockpiling, and excavation. Disturbance refers to exposed soil resulting from activit ies such as clearing, grading, a nd excavating. Construction activities can include road building, construction of buildings, and demolition.
In 1990, the U.S. EPA promulgated rules establishing Phase I of the NPDES storm water program. Phase I addresses—among other discharges —discharges from large construction activities disturbing 5 acres or more of land. The U.S. EPA finalized the Phase II Storm Water Program in Dec ember 1999. The Phase II Storm Water Program generally provides that regulated operators of small “mu nicipally owned storm water systems (MS4s)” located in urban areas, which are defined to include universities, shall implement programs and policies to control polluted storm water runoff through the use of NPDES per mits. Phase II also covers small constru ction activities that result in land disturbance of equal to or greater t han 1 acre and less than 5 acres.
Each NPDES permit contains limits on allowable c oncentrations and mass emissions of pollutants contained in t he discharge. Sections 401 and 402 of th e Clean Water Act contain genera l requirements regarding NPDES permits. S ection 402(p) o f the Clean Wate r A ct (a n amendment to Section 404) established a f ramework for regulating construction storm water discharges u nder the NPDES Program.
Section 307 desc ribes the factors that the U.S. EPA must consider in setting effluent limits for p riority pollutants.
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State Water Qu ality Regulations. In California, the N PDES Program is a dministered by the nine California Regional Water Qua lity Control Boards (RWQCBs). Each RWQCB is required to adopt a w ater quality control plan, or basin plan, as required by Section 303 of the CWA and the Porter-Cologne Water Quality Control Act. The plans establish water quality standards and objectives fo r California rivers and their tributaries. The Porter- Cologne Water Qual ity Control Act requires that basin plans recognize and reflect regional differences in existing water quality, the beneficial uses of the region’s ground and surface waters, local wat er quality conditions and problems, and that they implement a program fo r achieving water quality objectives (California Water Code, Section 13050[j]).
Regional Water Quality Regulations . General Construction Activity Storm Water NPDES permits (General Permit) are issued for storm water discharg es by the RWQCB. The Compton TOD Specific Plan site is within the Los Angeles Regional Water Quality Control Board.
The Los Angeles Regional Water Quality Control Board’s (LARWCB) has established numeric sizing criteria for post -construction best managemen t practices (BMPs) for new devel opment within Ventura County and the incorporated cities under Order No. R4 -2010-0108. The proposed num eric sizing criteria is intended to reduce adverse impacts to Los Angeles regiona l waters caused by new sources of urban pollution and increased volumes of storm water and non- storm water flows resulting from new development. The pro posed water quality fac ilities will comply with the LARWCB water quality permit/order as follows.
1. Site Design Principles and Techniques are a stormwater management strategy that emphasizes conservation and use of e xisting site fe atures to reduce th e amount of runoff and pollu tant loading that is generated from a project site.
2. Source Control Measures li mit the exposure of materials and activi ties so that potential sources o f pollutants are prevented from making contact with stormwater runoff.
3. Retention BMPs are stormwater BMPs that are designed to r etain water onsite and achieve a greater reduction i n surface runoff from a project site tha n traditional stormwater Treatme nt Control Measures. The term “Retention BMPs” encompass es infiltration, ra inwater harvesting1, and evapotranspiration BMPs. Retention BMPs are preferred and shall be selected over bio filtration BMPs and Treatment Control Measures where technically feasible to do so.
4. Biofiltration BMPs are veg etated stormwater BMPs that remove pollutants by filtering sto rmwater through vegetation and soils.
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5. Treatment Control Measures are engineered BMPs that provide a reduction of pollu tant loads and concentrations in stormwater runoff.
Applicable projects must reduce Effective Impervious Area (EIA ) to le ss than or equal to five percent (≤5%) of the total project area, unless infeasible. Impervious surfaces are rendered “in effective” if the design storm volume is fully retained onsite using Ret ention BMPs. Biofiltration BMPs may be used to achieve the 5% EIA standard if Retention BMPs are technically infeasible.
Storm Water Non-Point Source Pollutants
The effects of urbaniza tion, agriculture, and ranching can cause increased levels of non -point source pollutants in storm water runoff. This runoff can have a negative impact on adjacent stre ams and o ther receiving waters. Receiving waters can assimilat e naturally a limited quan tity of various constituent pollutants, but there are thresholds beyond which the measured amount results in an undesirable impact.
The evaluation of whether a project includes whether it will impair the beneficial use to the rece iving waters. Beneficial uses, as set forth in the Water Quality Control Plan, Los Angeles Region, Basin Plan for Coastal Watersheds of Los Angeles and Ventura Counties ), incl ude municipal and d omestic w ater supply, industrial water supply, groundwater rec harge, freshwater replenishment, contact and non- contact recreation, warm freshwater ecosyst em, and wildlife habitat. Non -point source pollutants are characterized by major ca tegories—sediment, nutrients, trace metals, oxygen -demanding substances, bacteria, oil and grease, an d other toxic chemicals —in order to assist in determining the pertinent data and its use. Receiving waters can assimilate a limited quantity of various con stituent elements. However, there are thresholds beyond which the measured amount becomes a pollutant and results in an undesirable effect.
Typical non-point source pollutants include the following:
Sediment. Sediment is comprised of tiny soil particles th at are washed or blown into surface waters; it is the major pollutant by volume in storm water runoff. Suspended soil particles can cause the water to look cloudy or turbid and also act as a vehicle to transport other pollutants including nutrients, trace metals, and hydroca rbons. C onstruction sites are the largest source of sediment f or urban areas under development.
Another major source of sediment is stream bank erosion, which an increase in peak rates and volumes of runoff from urbanization can accelera te. Detention and r etention basins, depending on location, often have the effect of adding perennial water to drainage courses that previously had runoff only during the rainy season. Shallow aquifers throughout the area fill due to this constant flow. Per ennial flow c an be
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present in locations that did not previously exist. A constant wet bottom in a channel or drainage course causes faster and higher peak flows plus additional erosion in the soft bottom channels , which is considered problematic.
Nutrients. Nutrients are a major concern for surface water quality, especially phosphorous and nitrogen, which can cause algae and excessive vegetative growth. When nitrogen f ertilizer is applied to lawns or other areas in excess of plant needs, nitrates can leach below the roo t zone , eventually reaching groundwater. Orthophosphate from auto emissions also contrib utes phosphorus in areas with heavy automobile traffic. Nutrient export is typically greatest from development sites with the most impervious areas. Other problems resu lting from excess nutrients are surface algae, water discolorations, odors, toxic releases, and overgrowth of plants.
Trace Metals. Trace metals are prim arily a concern because of their potential toxic effects on aquatic life and their potenti al to contami nate d rinking water supplies. The most common trace metals found in urban runoff are lea d, zinc, and copper. Fallout from automobile emissions is also a major source of lead in urban areas. A large fraction of trace metals in urban runoff is attached to sediment, and this effectively reduces the level that is immediately a vailable for biological uptake and subsequent bioaccumulation.
Metals associated with the sediment settle out and accumulate in soils. The toxicity of trace metals in runoff v aries with th e hardne ss of the receiving water. As total hardness of the water in creases, the threshold concentration levels for adverse effects increases.
Oxygen-Demanding Substances. Aquatic life is dependent on the dissolved oxygen in the water. When organic matter is consumed by microorganisms, dissolved oxygen is consumed in the p rocess. A rainfall event can deposit large quantities of oxygen -demanding substances in receiving waters. The biochemical oxygen demand of typical urban runoff is comparable t o effluent from an effective secondary wastewater treatment plant. A water quality problem can occur when the rate of oxygen- demanding material exceeds the rate of ox ygen replenishment. Oxygen demand is estimated by direct measure of dissolved oxygen and indirect measures such as levels of biochemical oxygen demand, chemical oxygen dem and, oils and greases, and total organic carbon.
Bacteria. Bacteria levels in undilut ed urban runoff typically exceed public health standards for water- contact recreation. Total coliform counts typically exceed EPA water quality criteria at most sites in m ost rain events. Alt hough the coliform bacteria that are detected may not be a direct health risk, they are often associated with human pathogens.
Oil and Grease. Runoff containing oil and grease typically contains a wide variety of hydrocarbons, some of which can be toxic to aquatic life in low concentrations. These materials initially float on water and
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create a rainbow -colored film. Hydrocarbons are quickly absorbed in sedim ent. The majo r sour ce of hydrocarbons in urban runoff is leakage of crankcase oil and other lubricati ng agents from automobiles.
Hydrocarbon levels are highest in the runoff from parking lots, roads, and service stations. Residential land uses generate les s hydrocarbons; how ever, illegal disposal of waste oil into storm drains can be a local problem.
Other Toxic Chemicals . Pollutants generally related to hazardous wast es or toxic chemicals can be detected in storm water. Pollutant scans have been conducted in previous n ational studies of urban runoff, which evaluated the presence of over 120 toxic chemical s and compounds. Scans rarely revealed toxins that exceeded the c urrent safety criteria. The urban runoff scans were primarily conducted in suburban areas not expected to hav e many sources of toxic pollutants (with the possible exceptio n of illegally dispo sed or applied household hazardous waste). Measures of toxic pollutants in storm water include (1) phthalate (plasticizer compound), (2) phenols and creosols (wood pres ervatives), (3) pesticides/herbicides, (4) oils and greases, and (5) metals.
3.7.2 REGULATORY FRAMEWORK
3.7.2.1 Federal Regulations
Rivers and Harbors Appropriation Act of 1899, Section 10 Authorization from the United States Army Corps of Engineers ( USACE) must be obtained for construction of a structure in or over any navigable water of the U.S., pursuant to Section 10 of the Riv ers and Harbors Appropriation Act of 1899 (33 U.S. Code [USC] 403) . Authorization is also needed for structures built near navigable water if they would affect the course, location, condition, or capacity of the water body, as through re-channelization, disposal of fill, and so forth.
Wild and Scenic Rivers Act of 1968 (WSRA)
The objective of the WSRA (Public Law 90 –542), dated October 2 , 1968, is the preservation of cer tain rivers with outstanding natural, cultural, and recreational values in a free- flowing condition. The WSRA provides permanent protection for some of th e country’s most outstanding free flowing rivers and prohibits fede ral support for action s such as the construction of dams or ot her harmful instream activities.
Clean Water Act of 1972, as amended (CWA)
The law was originally enacted as the Federal Water Pollution Control Act (FWPCA; Public Law 92 –500) in 1948 but took on its modern form whe n completely r ewritten in 1972 in an act entitled the Federal
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Water Pollution Control Act Amendments of 1972, now commonly known as the Clean Water Act. Major changes have subsequently been introduced via amendatory legislation includ ing the Clean Water Ac t of 1977 and the Water Quality Act of 1987.
The Clean Water Act (CWA) is the primary federal law in the United States governing water pollution. Its objective is to r estore and maintain the chemical, physical, and biological integrit y of the nation's wate rs by prevent ing point and nonpoint poll ution sources, providing assistance to publicly owned treatme nt works for the improvement of wastewater treatment, and maintain ing the integrity of wetlands. It is one of the United States' firs t and most influential modern envir onmental laws. As with many other major U.S. federal environmental statutes, it is admin istered by the U.S. EPA , in coor dination with state governments. Its implementing regulations are c odified at 40 C.F.R. S ubchapters D, N, and O (Parts 100- 140, 401-471, and 501-503).
Section 303(d)
Section 303(d) of the Fe deral CWA requires the SWRCB to list impaired water bodies and det ermine TMDLs of pollutants or other stressors that are contributing excessively to these impaired waters.
Section 401 – Water Quality Certification
Section 401 establishes the basic structur e for regulating discharges of pollutants into the waters of the U.S. and regulating quality standards for surface waters. Under the CWA, the U.S. Environm ental Protection Agenc y (U.S. EPA) has i mplemented pollution control programs such as setting wastewa ter standards for industries and surface waters.
Section 402
Section 402 establishes the National Pollutant Discharge Elimination System (NPDES) permit pro cess. In California, NPDES permitting authority is delegated to, and administered by the nine RWQCBs. Pursuant to Section 402, a discharge of any pollutant from a point source into navigable waters, are prohibited unless an NPDES perm it is obtained. Point sources are di screte conveyances such as pipes or manmade ditches. Individual homes that are connecte d to a municipal system, use a septic system, or do not have a surface discharge do not need an NPDES permit; however, industrial, mu nicipal, and other facilities must obtain permits if their discharges go directly to surface waters.
Section 402(p) establishes that storm water permits are required for discharges from a municipal separate storm sewer system (MS4) serving a population of 100,000 or more. U.S. EPA defines a n MS4 as a conveyance or s ystem of conveyances (including roads with drainage systems, municipal streets, catch
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basins, curbs, gutters, ditches, man -made channels, or storm drains) owned or operated by a State (40 CFR 122.26(b)(8)).
The Calif ornia Departm ent of Tr ansportation (Calt rans) is responsible for the design, construction, management, and maintenance of the State highway system, including freeways, bridges, tunnels, Caltrans’ facilities, and related properties, and is subject to the pe rmitting requirements of CWA Section 402(p). Caltrans’ discharges consist of storm water and non -storm water discharges from state- owned rights-of-way.
Before July 199 9, discharges from Caltrans’ MS4 were regulated by individual NPDES permits issued by the RWQCBs. On J uly 15, 199 9, the SWRCB issued a statewide permit (Order No. 99 -06-DWQ) that regulated a ll discharges from Caltrans MS4s, maintenance facilities, and construction activities. On September 19, 2012, Caltrans’ permit was rei ssued (Order No. 2012 -0011-DWQ), and it became effective on July 1, 2013.
Caltrans’ Storm Water Management Plan (SWMP) des cribes the procedures and practices used to reduce or eliminate the discharge of pollutants to storm drainage systems and receiving wa ters. The SWMP was most recently updated in July of 2016.
Section 404 – Discharge of Dredge or Fill Material
Section 404 o f the federal CWA is administered and enforced by the USACE. Section 404 of the CWA establishes a program to regulate the discharge of d redged an d fill material in to wate rs of the United States, including wetlands. USAC E administers the day- to-day program, including the determination of eligibility of project for use of Categorical Exclusions and Nationwide Permits, and review and consideration of individual permit decisions and jurisdictional determinations. USAC E also dev elops policy and guidance; and enforces Section 404 provisions.
Executive Order 11990 - Protection of Wetlands
This executive order is an overall wetlands policy for al l agencies managing fe deral lands, sponsoring federal projects, or providing federal fun ds to state or local projects. This execu tive order requires that when a construction project involves wetlands, a finding must be mad e by the federal agency that there is no practicable alternat ive to su ch construction, and that the proposed action includ es all practicable measures to minimize impacts to wetlands resulting from such use.
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Pollution Prevention Act of 1990
The Pollution Pr evention Act (42 USC §13101 et seq. ) focuse d on reducing the amount of pollution through cost -effective changes in product ion, operation, and raw materials. The Act focuses on source reduction which reduces the release of hazardous substances through pract ices that increase ef ficiency in energy, water, or other natural resources.
Antidegradation Policy
The Antidegradation Policy under the U.S. EPA's Water Quality Standards Regulations (48 F.R. 51400, 40 CFR 131.12, November 8, 1983), requires states and tribes to establish a three -tiered antideg radation program to prevent a decrease in water quality standards. • Tier 1 —Maintains and protects existing uses and water quality conditions that support such uses.
Tier 1 is applicable to all surface waters.
• Tier 2 —Maintains and protects “hig h quality” wa ters where existing conditi ons a re better than necessary to support “fishable/swimmable” waters. Water quality can be lowered in such waters but not to the point at which it would interfere with existing or designed uses. • Tier 3 —Maintains and protects wate r quality in outstanding na tional resource waters (ONRWs).
Water quality cannot be lowered in such waters except for certain temporary changes.
Antidegradation was explicitly incorporated into the federal CWA through 1987 amendments, codified in section 30 3(d)(4)(B), requiring satisfacti on of antidegradation requirements before making certain changes in NPDES permits.
Clean Water Rule: Definition of Waters of the United States (WOTUS Rule) On June 29, 2015, the U.S. EPA and USACE jointly published the fina l WOTUS Rule (40 CFR Parts 110, 112, 116, et al. and 33 CFR Part 328) for determining th e extent to which wetlands and other water features are protected under the CWA. The original final rule:
• Clearly defines and protects tributaries that imp act the healt h of down stream waters. The CWA protects navigable waterways and their tributaries. The rule says that a tributary must show physical features of flowing water —a bed, bank, and ordinary high water mark —to warrant protectio n. The rule provides protection for headwaters that have thes e feat ures and science shows can have a significant connection to downstream waters.
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• Provides certainty in how far safeguards e xtend to nearby waters. The rule protects waters that are next to ri vers and lakes and th eir tributari es becaus e science shows th at the y impact downstream waters. The rule sets boundaries on covering nearby waters for the first time that are physical and measurable.
• Protects the nation’s regional water treasures. Science s hows that specific wa ter features c an function as part of a s ystem and impact the health of downstream waters. The rule protects prairie potholes, Carolina and Delmarva bays, pocosins, wes tern vernal pools in California, and Texas coastal prairie wetlands when they impact downstream waters. • Focuses on streams, not d itches. The rule limits protection to ditches that are constr ucted out of streams or function like streams and can carry pollut ion downstream. So, ditches that are not constructed in streams and that flow only when it rains are not covered. • Maintains the status of waters within Municipal Separate Storm Sewer Systems. The rule does not change how those waters are treated and encourages the use of green infrastructure. • Reduces the use of case -specific analysis of waters. Previously, almost an y water could be p ut through a lengthy case -specific analysis, even if it would not be subject to the Clean Water Act. The rule significantly limits the use of case -specific analysis by creating clarity and certainty on protected waters and limiting the number of similarly situated water features.
A CWA permit is only needed if a “wa ter of the United States” is going to be polluted or destroyed. Th e Clean Water Rule only protects the types of waters that have histo rically been covered under the CWA . It does not regulate most ditches and does not regulate groundwater, shallow subsurfac e flows, or tile drains. It does not make changes to current polic ies on irrigation or water transfers or apply to erosion in a field. The Clean Water Rule addresses th e pollution and destruction of w aterways—not land use or private property rights.
States opposing the far -reaching impacts of the WOTUS rule challenged th e validity of the rule in 13 states, and the fight has expanded nati onwide. Attorney gene rals from 18 s tates filed a motion with the 6th Circuit Court of Appeals in Ohio in early September a sking the court to place a stay on WOTUS, barring the U.S. EPA from enforci ng it for 50 days. The move came after U.S. District Court -District of North Dakota place d a stay on t he WOTUS rule in the 13 states under its jurisdiction but, in a separate ruling, refused to expand the injunction nationwide. In February 2018, the U.S. EPA established an applicability date of February 2020 for the 2015 Rule d efining WOTUS. The la ck of clarity and timeliness
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has left ma ny agencies confused and the 2015 Rule remains in effect in o nly 22 states, the District of Columbia, and the U.S. territories. Information is currently being updated on an ongoing basis.
National Flood Insurance Act
The U.S. Congress passed the National Flood Insurance Act in 1968 and the F lood Disaster Protection Act in 1973 to restrict certain types of development on floodplain s and to provide f or a NFIP. The purpose of these acts is to reduce the need for large, p ublicly-funded flood control structures and disaster relief. The NFIP is a federal program administered by the Flood Insurance Administration of FEMA. It enables individuals who have property (a building or its contents) within the 100 -year floodplain to p urchase insurance agai nst flood losses. FEMA works with the states and local communities to identify flood hazard are as and publishes a flood hazard boundary map of th ose areas. Floodplain mapping is an ongoing process in t he Bay Area and flood maps must b e regularly u pdated fo r both ma jor river s and tributaries as land uses and development patterns change.
Executive Order 11988, Flood Plain Management
The objective of Presidential Executive Order 11988, dated May 24, 1977, is the avoid ance of, to the extent possible, l ong- and short-term adverse impacts associated with the occupancy and modification of the base floodplain (100-year floodplain) and the avoidance of direc t and indirect support of development in the base floodplain whereve r there is a practica ble alternative. Under the Exec utive Ord er, the USAC E must provide leadership and take action to:
• Avoid development in the base floodplain unless it is the only practicable alternative • Reduce the hazard and risk associated with floods
• Minimize the impact of floods to human safety, health, and welfare • Restore and preserve the natural and beneficial values of the base floodplain
3.7.2.2 State
Porter Cologne Water Quality Control Act
The Porter Cologne Water Quality Control Act of 1967 (C al. Water Code Sectio n 13000 et se q.), requires the SWRCB and the nine RWQCBs to adopt water quality criteria to protect S tate waters. These criteria include the identification of beneficial uses, narrative to the applicable and numerical water quality standards, and implementation procedures.
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The Porter-Cologne Wat er Quality Control Act also authorizes the State Boards to ad opt, review, and revise policies for all waters of the state (incl uding both surface and ground waters) and directs the regional board s to develop Basin Plans. The act a lso auth orizes Sta te Boards to adopt Water Quality Control Plans. In the event of incon sistencies among state and regional board plans, the more stringen t provisions apply.
Lake or Streambed Alteration
The California Depa rtment of Fish and Wi ldlife (CDFW) is respo nsible for conserving, protecting, and managing California's fish, wildlife, an d native plant resources. To meet this responsibility, Section 160 0 of the California Fish and Game Code requires an entity to notify CDFW of any proposed activity that may substantially modify a river, stream, or lake. Notification is required by any pers on, business, state, or local government agency or public utility that proposes an activity that will:
• Substantially divert or obstruct the natural flow of any river, stream or lake; • Substantially change or use any material from the bed, channel, or bank of, any river, stream, or lake; or
• Deposit or dispose of debris, wa ste, or other material containing crumbled, flaked, or ground pavement where it may pass into any river, stream, or lake.
The notification requirement applies to any work undertaken in or ne ar a river, stream, or lake that flows at least intermittently thr ough a bed or channel. This includes ephemeral streams, desert washes, and watercourses with a subsurf ace flow. It may al so apply to work undertaken within the flood plain of a body of water . If CDFW determines that the activity may substantially adversely affect fish and wildlife resources, a Lake or Streambed Alteration Agreement will be prepared. In Aug ust 2005, the Calif ornia Fish and Game Commission policy regarding wetlands resources stated that “it is the policy of the Fish and Game Commission to see k to provide for the protection, preservation, restoration, enhancem ent and expansion of wetland habitat in California” and to “strongly discourage development in or conversion of wetlands.”12 As a result, although the Commission has no independent statutor y permitting authority related to wetlands, the policy underscores t hat the Commission does not suppor t wetland development proposals unless “project mitigation assures there will be ‘no net loss’ of either wetland habitat values or acreage” and “prefers m itigation which would achieve expansion of wetland acreage and enhancement
12 C alifornia Fish and Game Commission. Miscellaneous Policies: Wetlands Resources. Available online at:
https://fgc.ca.gov/About/Policies/Miscellaneous, accessed February 4, 2022.
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of wetland hab itat values.” The Agreem ent incl udes rea sonable conditions necessary to protect those resources and must comply with CEQA. The entity may proceed with the activity in accordance with the final Agreement.
Antidegradation Policy
California’s antidegradation policy, form ally know n as the S tatement of Policy with Respect to Maintaining High Quality Waters in California (SWRCB Resolution No. 68 -16), restricts degradation of surface and ground waters. It protects waters where existing qualit y is higher than nece ssary for the protection of beneficial uses. Any actions with the potential to adversely affect water quality must 1) be consistent with maximum benefit to the people of the State, 2) not unreasonably affect present and anticipated beneficial use of the water, and 3) not result in water quality less than that prescribed in water quality plans and policies. Any actions that can adversely affect surface waters are also su bject to the federal antidegradation policy (40 CFR Section 131.12) developed under the CWA.
Sustainable Groundwater Management Act (SGMA)
On September 16, 2014 Governor Edmund G. Brown Jr. signed a three -bill package known as the Sustainable Groundwater Management Act. The legislation allows local agencies to customize groundwater sustainabi lity plans to their regional economic and environmental needs. SGMA creates a framework for sustainable, local groundwater management for the first time in California history.
The three bills that make up SGMA are Assembly Bill (AB) 1 739 by Assembly Membe r Roger Dickinson, Senate Bill (SB) 1319, and SB 1168 by Senator Fran Pavley.
In September 2015, Gov ernor Brown signed SB 13, by Senator Fran Pavley. The Bill makes v arious technical, clarifying changes to SGMA including requirements for groundwater susta inability age ncy formation, the process for State Water Board intervention if no responsible agency i s specified for a basin, guidelines for high - and medium -priority basins, and participation of mutual water companies in a groundwater sustainability agency.
Construction General Permit
The California Construction Stormwater Permit (Construction General P ermit) 1, adopted by the SWRCB, regulates construction activities that include clearing, grading, and excavation r esulting in soil disturbance of at least 1 acre of tot al land area. The Construction General Permit authorizes the discharge of stormwater to surface waters from construction activities. It prohibits the disc harge of materials other than stormwater and authorized non- stormwater discharges and all discharges that contain a hazardous
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substance in excess of reportable quantities established in Title 40, Sections 117.3 or 302.4 of t he CFR, unless a separate NPDES permit has been issue d to regulate those discharges. The Constructio n General Permit requires that all developers of land where construction activities will occur over more than 1 acre do the following:
• Complete a Risk Assessment to determine pollution prevention requirements pursuant to the three Risk Levels established in the General Permit;
• Eliminate or reduce non-stormwater discharges to storm sewer systems and other waters of the Nation;
• Develop and implement a stormwater pollution prevention plan (SWP PP), which specifies BMPs that will reduce pollution in stormwater discharges to the Best Available Technology Economically Achievable/ Best Conventional Pollutant Control Technology standards; and • Perform inspections and maintenance of all BMPs.
To obtain coverage under the NPDES Construction General Permit, the Legally R esponsible Person must electronically file al l permit registration documents with the SWRCB before the start of constructi on.
Permit registration documents must include:
• Notice of Intent,
• Risk Assessment,
• Site Map,
• SWPPP,
• Annual Fee, and
• Signed Certification Statement.
Typical BMPs contain ed in SWP PPs are designed t o minimize erosion during construction, stabilize construction areas, control sediment, control pollutants from construction ma terials, and address post construction runoff quantity (volume) and quality (treatment). The SWPPP must also in clude a discussion of the program to inspect and maintain all BMPs.
California Green Building Standards Code
Chapters 4 and 5 of the California Green Building Standards Code (CAL Green) include mandatory measures for residential and nonresidential development, respec tively. Section 4.106. 2 requires
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residential projects that disturb le ss than one acre and are not part of a larger common plan of development, manage stormwater drainage during construction through use of on- site retention basins, filtration systems where stormwat er is conveyed to a public drainage system, and/or compliance w ith a stormwater management ordinance. Section 5.106.1 requires newly constructed nonresidential projects and additions of less than one acre to prevent t he pollution of stormwater runoff because of construction through compl iance with a local ordinance or i mplementing BMPs that address soil loss and good housekeeping to manage equipment, materials, and wastes.
California Department of Transportation NPDES Permit
The California Department of Transportation (Caltrans) was originally issued a statewide NPDES pe rmit (Order 99-06-DWQ) in 1999, which requires Caltrans to reg ulate nonpoint source discharge from its properties, facilities, and activities. The Caltr ans permit requi res dev elopment of a pr ogram for communication with local agencies, and coordination wit h other MS4 programs where those programs overlap geographically with Caltrans facilities. As part of the permit, Caltrans is requ ired to create a nd annually update a S tormwater Management Pl an (SWMP) that is used to outline the regulation of pollutant discharge caused by current and future construction and maintenance activities. SWMP requirements ap ply to discharges from Caltrans s tormwater conveyances, including ca tch basins and drain inlet s, curbs, gutter s, ditches, channels, and storm drains. The SWMP applies to discharges consisting of stormwater and non-stormwater resulting from the following:
• maintenance and operation of state-owned highways, freeways, and roads; • maintenance facilities;
• other facilities with activities that have the potential for discharging pollutants; • permanent discharges from subsurface dewatering;
• temporary dewatering; and
• construction activities.
The discharges addressed by the SWMP flow through municipal stormwater conveyance systems or flow directly to surface water bodies in t he state. These surface water bodies include creeks, rivers, reservoirs, lakes, wetlands, lagoons, estuaries, bays, and the Pacific Ocean and tributaries.
This SWMP applies to the oversight of outside agencies’ or non -Caltrans entities’ (third parties) act ivities performed within Caltrans’ MS4 to ensure compliance wi th stormwater regulations. Non -Caltrans
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activities include highway c onstruction and road i mprovement pr ojects, as well as residential use and business operations on leased property.
The SWMP mus t be approved by the SWRCB and, as specified in the permit, it is an enforceable document. Compliance with the permit is measured by implementation of t he SWMP. Calt rans’ policies, manuals, a nd other guidance related to stormwater are intended to facilitat e implementation of the SWMP. Caltrans also requires all contr actors to prepare and implement a program to control water pollution effectively during the construction of all projects.
In lieu of the more recently adopted General Construction Permit as desc ribed above, Caltrans continues to modify its current policies and procedures to be consistent with the new permit.
California Stormwater Quality Association Best Management Practices Handbooks The California Stormwater Quality Association (CASQA) is a pro fessional member association dedicated to the advancement of s tormwater quality management through collaboration, educ ation, implementation guidance, regulatory review, and scientific assessment. CASQA's membership is comprised of a diverse range of stormw ater quality management organizations and individuals, including cities, counties, special distric ts, industries, and consulting f irms throughout the st ate. CASQA develops a nd publishes four BMP Handbooks. The New Development and Redevelopment Handbook provides guidance on developing project -specific SWMPs, including selection and implementation of BMPs, for a particular development or redevelopment project.
Cobey-Alquist Floodplain Management Act
The Cobey-Alquist Floodplain Management Act (California Wate r Code 8400- 8415) and Executive Order B-39-77 support the NFIP . The Act encourages local governments to pl an, adopt, and enforce l and use regulations for floodplain man agement, to pro tect people and property from flooding hazards. The Act also identifies r equirements that jurisdictions must meet to receive State fina ncial assistance for flood control. Executive Order B -39-77 requires state agency complian ce with good flo odplain management practices.
California Fish and Game Code
The California Department of Fish and Wildlife is responsible for conserving, protecting, and managing California's fish, wildlife, and native plant resources. To meet this respons ibility, the Fish and Game Code (Section 1602) requires an entity to notify the Department of any propos ed activity that may substantially modify a river, stream, or lake. Notification is required by any person, business, state or loc al government agency, or public utility that proposes an activity that will:
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• substantially divert or obstruct the natural flow of any river, stream or lake; • substantially change or use any material from the bed, channel, or bank of, any river, stream, or l ake; or
• deposit or dispose of debri s, waste, or other material containing crumb led, flaked, or ground pavement where it may pass into any river, stream, or lake.
The notification requirement applies to any work undertaken in or near a river, stream, or lak e that flows at least intermittentl y t hrough a bed or channel. This includes ephemeral streams, desert washes, and watercourses with a subsurface flow. It may also apply to work undertaken within the flood plain of a body of water.
California Ocean Plan
The California Ocean Plan establishes water quality objectives for California’s ocean waters and provides the basis for regulation of wastes discharged into the state’s coastal waters. The p lan applies to point and nonpoint source discharges. Both the SWRCB and the six coastal RW QCBs implement and interpret the California Ocean Plan. The California Ocean Plan identifies the applica ble beneficial uses of marine waters. These beneficial uses in clude preservation and enhancement of designated Areas of Special Biological Significance (ASBS), rare and endangered species, ma rine habitat, fish migration, fish spawning, shellfish harvesting , recreation, commercial and sport fishing, mariculture, indus trial water supply, aesthetic enjoyment, and navigation.
The California Ocean Plan establishes a set of narrative and numerical water quality objectives to protect beneficial uses. These objectives are based on bacterial, physical, chemical, and biological characteristics as well as radioactivity. The water quality objectives in Table 1 (formerly Table B) o f the California Ocean Plan apply to all receiving waters under the jurisdiction of the pla n and are established for the protection of aquatic life and f or the protection of human health from both carcinogens and noncarci nogens. Within Table 1 there are 21 objectives for pr otecting aquatic life, 20 for protecting human health from noncarcinogens, and 42 for protecting human health from exposure to carcinog ens. The Ocean Plan also includes an implementation program for achi eving water quality ob jectives. Eff luent li mitations are established for the protection of marine waters.
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3.9.2.3 Regional
Water Quality Control Plan for the Los Angeles Region
The RWQCB h as prepared a Water Quality Control Plan for the Los Angeles Region. This basin plan encompasses all c oastal d rainages flowing t o the Pacific Ocean between Rincon Point (on the coast of western Ventura County) and the eastern Los Angeles County line, as w ell as the drainages of five coastal islands (Anacapa, San Nicolas, Santa Barbara, Santa C atalina, and San Clemente). In a ddition, the Los Angeles region includes all coastal waters within three miles of the continental and island coastlines. As the eastern boundary, formed by the Los Angeles County line, departs somewhat from the hydrologic divide, the Los Angeles and Santa Ana reg ions share jurisdiction over watersheds along their common border.
Los Angeles County General Plan
2012 Los Angeles County NPDES Permit
Effective on December 28, 2012, the LARWQCB adopted Order No. R4-2012-0175, NPDES Permit No.
CAS004001, Waste Di scharge Requirements for Municipal Separate Storm Sewer System (MS4) Discharges within the Coastal Watersheds of Los Angeles County. T he permit establishes new performance criteria for new development a nd redevelopment projects in th e coastal watersheds of Los Angeles County (with the exception of the City of Long Beach). Storm water and non- storm water discharges consist of surface runo ff generated from various land uses, which are conveyed via the municipal separate storm sewer syst em a nd ultim ately disch arged i nto surface waters throughout the region (“storm water” discharges are those that originate from precipitation events, while “n on-storm water” discharges are all those that are transmitted throug h an MS4 and to do originate from precipitation events). Discharges of storm water and non-storm water from the MS4s, or storm drain systems, within the Coastal Watersheds of Los Angeles C ounty convey pollutants to surface waters throughout the Los Angeles Region. Non -storm water discha rges through an MS4 in the Los Angeles Region are prohibited unless authorized under an individual or general NPDES permit; these discharges are regulated by the Los Angeles County NPDES Permit, issued pursuant to CWA Section 402. Coverage under a general NPDE S permit such as the Los Angeles County permit can be achieved through development and implementation of a project- specific SWPPP.
County of Los Angeles Flood Control Act
The California State legislature adopted the Coun ty of Los Angeles Flood Control Act in 1915 , establishing the Los Angeles County Flood Control District (LACFCD) and empowering it to provide
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flood protection, water conservation, recreati on, and aesthetic e nhancement within its boundaries. In August 2000, the Watershed Management Division of the Los Angeles County Department of Public Works became the planning and policy arm of the LACFCD. The District encompasses more than 3,000 square mi les, 85 cities, and approximately 2.1 million land parcels. It inclu des a vast majority of drainage infrastructure within incorporated and unin corporated areas in every watershed, including 500 miles of open channels, 2,800 miles of underground storm drains, and an estimated 120,000 catch basins. The LACFCD regulates hydro logic and hydraulic design within its boundaries throu gh its 1982 Hydraulic Design Manual and its 2006 Hydrology Manual , and provides criteria and planning procedures for flood plains, waterways, channels, and closed conduits within Los Angeles County.
3.7.2.4 Local
City of Compton Municipal Storm Water Program
The City ha s prepared a draft Watershed Management -focused Stormwater Management Program Plan (SWMP) in accordance with Order R4 -2012-0175, NPDES Permit No. CAS4001, Waste Discharge Requirements for Municipal Separate Storm Sewer Sy stem Discharges within the Coastal Watersheds of Los Angeles County, Except Those Discharges Originating from the City of Long Beach MS4 (Order or MS4 Pe rmit). The MS4 Permit became effective on December 28 , 2014. The LA County MS4 Permit allows its Permit tees the option to individ ually develop and implement an integrated monitoring program (IMP). The City developed and submitted a draft IMP for the review of the LARWQCB on June 30, 2014. In January 2015, LA RWQCB returned a letter reviewing the draft IMP. T he City subsequently submitted revisions to the IMP with comments from the LARWQCB incorporated in March 2015 and submitted a second revision of the IMP in September 2015. On August 5, 2016, LARWQCB issued a letter disapproving the City’s second revised IMP citing that it did not meet the requirements for an IMP pursuant to the requirements of the LA County MS4 Permit. Subsequently, the City became subject to the baseline monitoring and reporting requirements of the LA County MS4 Permit.
The following goals and pol icies of the City of Compton General Plan are applicable to the proposed Compton TOD Specific Plan project.
Conservation, Open Space, and Recreation Goal 1. Conserve and protect water resources.
Policy 1.1: The City of Compton will p rotect groundwater resources from depletion and contamination
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Policy 1.2: The City of Compton will conserve imported water by educating residents and businesses about water conservation techniques.
Policy 1.3: The City of Compton will utilize dr ought-resistant landscaping where feasible.
Conservation, Open Space, and Recreation Goal 2. Preserve and rehabilita te the C ompton Creek Open Space.
Policy 2.1: The City of Compton will support the efforts of t he Los A ngeles River and San Gabriel Rivers Watershed Council in the goals and objec tives of the Compton Creek Watershed Management Plan.
Policy 2.2: The City of Compton will support efforts to seek private, state, and federal funding for the restoration of the habitat along the earthen - bottomed portion of Compton Creek.
Policy 2.3: The City of Compton will implement the Compton Creek Regional Garden Park Master Plan.
Public Safety Goal 2. Protect residents, workers, and visitors from flood hazards.
Policy 2.1: The City of C ompton will wor k with the Los Angeles County Department of Public Works t o identify and construct needed local and regional storm drain improvement s t o prevent f looding problems in Compton.
Policy 2.2: The City of Compton will require loca l drainage -related improvements as part of new development approvals.
3.7.3 IMPACTS AND MITIGATION MEASURES
3.7.3.1 Thresholds of Significance
The following thres holds for determining the significance of impacts related to hazards and hazardous materials are conta ined in the environmental checklist form contained in Appendi x G of the most re cent update of the CEQA Guidelines. Adoption and/or implementation of the Compton TOD Specific Plan could result in significant impacts due to the use and/ or transportation of hazards and hazardo us materials, if any of the following would occur:
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• Violate any w ater quality standards or waste discharge requirements or otherwise substantially degrade surface or groundwater quality;
• Substantially decrease groun dwater supplies or inter fere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin; • Substantially alter the existing drainage pattern of the site or area, including through the alteration o f the course of a stream or river or throu gh the addition of impervious surfac es, in a manner which would:
− Result in substantial erosion or siltation on- or off-site; − Substantially increase the rate or amount of surf ace runoff in a manner w hich would result in flooding on- or offsite;
− Create or co ntribute runoff water which would ex ceed the capacity of existin g or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or − Impede or redirect flood flows.
• In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation. • Conflict with or obst ruct implementation of a water quality control plan or sustainable groundwater management plan.
3.7.3.2 Methodology
The analysis of wate r quality impacts identifies the types of pollutants potentially associated with future development as a result of imple mentation of the Plan and considers their effects on water quality.
Consideration is given to BMPs, which would serve to minimize pollu tants in stormwater runoff.
Further, the Plan ’s consistency wit h relevant regulat ory permits/req uirements is evaluated to demonstrate how compliance would protect water quality.
As summarized in Regulatory Framework, independent of the CEQA process, there is a comprehensive set of regul ations implemented at the State and jurisdictional level to impac ts related to storm drain age, urban pollutants, and flood hazards. As such, the analysis presented herein assumes future projects would comply with these regulations.
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This discussion of hydrology focuse s on the Plan area and t he surrounding areas dow nstream. The impact analysis is based on several factors, including the degree to which existing land uses in the region would change and the thresholds of significance for hydrology and water quality.
3.7.5 ENVIRONMENTAL IMPACTS
Impact HYD-1 Violate any water quality standards or was te discharge requirements or otherwise substantially degrade surface or ground water quality.
Less than Significant Impact.
Construction
Implementation of the Plan includes inf ill development involving demolition of some existing structures, site preparation, construction of new buildings, and infrastructure improvements. Demolition of existing structures, removal of existin g pavement and concrete replacement, grading, stockpili ng of materials, excavation and the import/export of soil and building mate rials, construction of new structures, and landscaping activities would expose and loosen sediment and building materials, which have the potential to mix with stormwater and urban runoff and degrade surface and receiving water quality.
Additionally, construc tion generally requires the use of heavy equipment and construction -related materials and chemicals, such as concrete, ce ment, asphalt, fuels, oils, antifreeze, transmission flu id, grease, solvents, and paints. In the absence of proper controls, these pot entially harmful materials could be accidentally spilled or improperly disposed of during construction activities and could wash into and pollute surface waters or groundwater, resulting in a significant impact to water quality.
Pollutants of concern d uring construction activities generally include sediments, trash, petroleum products, concrete waste (dry and wet), sanitary waste, and chemicals. Each of these pollutants on its own or in combina tion with other pollutants can have a detrimental effect on wat er quality. In addition, chemicals, liquid products, petroleum products (such as paints, solvents, and fuels), and concre te-related waste may be spilled or leaked during construction, which would have the potential to be transported via storm runoff int o ne arby receiving waters and eventually may affect surface or groundwater quality.
During construction activities, excavate d soil would be exposed thereby increasing the potential for soil erosion a nd sedimentation to occur compared to existing conditions . I n addition, during construction, vehicles and equipment are prone to tracking soil and/or spoil from work areas to paved roadways, which is another form of erosion that could affect water quality
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Each future site -specific development project occurring und er the proposed Plan would require compliance with applicable regulations to obtain demolition, excavation, grading, or construction permits from the City. The permitting process would ensure each development project would be implemented in compliance with applicable NPDES requirements. In order to control the impact of erosion, sedimentation, and other pollutants on receiving waters, the SWRCB Construction General Permit (that would be implemented through the City’s permitting process), requires the implementation of BMPs to eliminate or reduce the discharge of pollutants in stormwater discharges, and prohibits the discharge of non-storm water from construction sites as these non -storm water discharges are likely to carry pollutants to receiving waters.
The Plan Area is within the region covered by the Los Angeles County Municipal Storm Water (MS4) NPDES Permit No. CAS004001, issued by the LARWQCB for MS4 discharges into the coast al watersheds of L os Ange les County , except for the City of Long Beach as it o perates under a separate permit. The NPDES permit requires implementation of a Standard Urban Storm Water Mitigation Plan (SUSMP) for projects that fall into one of nine categori es, including development projects equal to one acre or greater of disturbed a rea that adds more than 10,000 square feet of impervious surface area. This requirement is also specified in the City of Compton Municipal Code Chapter 31, Runoff Pollution Contr ol Regulations.
The SUSMP typically contains a list of minimum required BMPs that must be used for a proposed project; additional BMPs may be required by ordinance or code adopted by the City and applied generally or on a case-by-case basis.
In addition, activities subject to the NPDES Gene ral Permit for construction must develop and implement a SWPPP, including a site map and description of construction activities. The SWPPP will identify BMPs that will be employed to prevent soil erosion and discharge of other construction - related pollutants, such as petroleum products, solvents, p aints, and cement, that could contaminate nearby water resources. A monitoring program is gen erally required to ensure that BMPs are implemented according to the SWPPP and are effective at contro lling d ischarges of pollutants tha t are related to storm wat er. As a result of compliance with NPDES General P ermit and specific BMPs that are required for each construction project, construction impacts related to water quality standards or waste disc harge requi rements from implementation of the proposed TOD Plan would be less than significant.
Operation
Intensification of land uses that will occur due to implementation of the proposed Plan could introduce new or additional pollutants to an existing area. Pollutants associated wit h the operation of the infill and/or redeveloped commercial, public facility, mixed -use, institutional, and residential uses generally
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include sediments, trash, petroleum products, metals, and chemicals that could potentially discharge into surface waters by storm drains either directly or during storm water runoff events.
Development p rojects proposed pursuant to the Plan would be required to implement Source Control and Treatment Control BMPs to reduce the disch arge of pollutant s to the maximum e xtent practicable.
Treatment Control BMPs w ould also be required to be incorporated int o the design of onsite storm drain systems to treat runoff in accordance with the SUSMP standards and as required by the City. The County’s MS4 permit l ists various type s of Site Design, Source Control and Treat ment Control BMPs to be implemented by new development and redevelopment projects . BMPs would be implemented on a per site basis depending upon the size of th e site and the types of potential poll utants that are re lated to operation of the new land uses.
Implementation of site -specific source control and treatment control BMPs in accordance with the County’s SUSMP standards would remove potential pollutants from runoff and would no t contribute additional pollutant l oads into receiving waters. Applicable BMPs would be implemented on a project by-project basis in accordance with County of Los Angeles NPDES MS4 Permit and associated SUSMP requirements, as required per Order R4 -2012-0175. SUSMP requirem ents provide that projects conduct a drainage hydrologic/hyd raulic analysis that details the site’s anticipated runoff calculations. From these calculations a WQMP is prepared to design the project so that a net increase in stormwater runo ff would not occu r from implementat ion of the development. Development projec ts are required through implementation of a project specific WQMP to retain and treat the storm water quality volume generated by the project to reduce pollutant loading in runoff . With implementation of these RWQC B, County, and City requirements, the devel opment projects that would be implemented pursuant to the proposed TOD Plan would not result in adverse impacts to water quality through violation of water quality standards or waste discharge requirements, and impacts would be less than significant.
Mitigation Measures
Because site-specific development pursuant to the proposed Plan would n ot violate any water quality or waste discharge requirements, impacts would be less than significant.
Residual Impacts
Impacts would be less than significant.
Impact HYD-2 Potential to substantially decrease groundwater suppli es or interfere substantially with groundwater recharge such that th e project may impede sustainable groundwater management of the basin.
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Less than Significant.
Groundwater levels are managed by the California Department of Water Resources to maintain a s afe operating yield of groundwater, which is a sustainable p umping rate that does not exceed the total recharge into the basin.
Water supply to the Plan Area is provided by the City of Compton Water Utility District (CWUD), which obtains its water from groundwater pumped via local municipal wells in the adjudicated Central Groundwater Basin (Central Basin), and from importe d surface water co ntracted by the City through the Metropolitan Water District of Southern California (Metropolitan).
The total allotted pumping right from the Central Basin from all wells is 233,894 acre -feet per year (AFY), while the total allotted pump ing rights for the City of Compton is 5,780 AFY. However, in accordance with the Adjudication Ju dgement for the Central Subbasin, the City may exceed its total allotment if, in the previous year, it did not pump the total 5,780 AFY. In this case, up to 20 percent of the all otment may be carried over to the following year. Alternativ ely, the City may exce ed its water pumping rights is if another water retailer chooses to lease water pumping rights to the City. Cities that do not pump their fully allotted rig hts may supplement the water supply to the City of Compton and prevent the nee d to increase imported water from Metropolit an Water District in any given year. The latter option has been utilized by the City of Compton to reduce its dependence on Metropolitan imported water.
Infill and redevelopment that would occur with implementati on of the Specific Pla n would result in population growth; thereby i ncreasing demand on water supplies. The proposed project woul d add approximately 2,178 residential dwelling un its and 148,000 square feet of nonresidential space to the Specific Plan area . The City is allotted pumping rights for 5,78 0 AFY from the Central Basin , accounting for approximately 2 percent of the Cen tral Basin ’s total allotted pumping right. The Plan ar ea is in the Central groundwater bas in which is an a djudicated bas in. Because groundwater withdrawal s from the Central Groundwater Basin are limited based on the adjudication, compliance with the judgment that set pumping rights would eliminate the potential for the water agencies, that will serve the proposed Specific Plan, to substantially impact the groundwater aq uifer. Therefore, the implementation of the proposed project would result in less than significant impacts on the Central Groundwater Basin fro m groundwater use.
As described above, the Central Basin underlies the projec t area; however, the majority of the project area is developed and impervious, and thus does not have much grou ndwater recharge potential. The Specific Plan development would not substantially increase the amount of impervious surfaces in the project area.
The Specific Plan includes design guidelines which includes encouraging sustainability features such as
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green roofs to improve stormwater collection within the Plan Area . The Specific Plan also in cludes the Alameda East Greenway Corridor, which would replace Alameda Street East with a pedestrian and bicycle greenway, reducing some of the impervious surface and a llowing for improved infiltration. The Central Basin is recharged mainly by stormwater, imported water, and reclaimed water along the upper reaches of the San Gabriel River an d the Rio Hondo via the San Gabriel River Water Conservation System, which is located several miles away from the Specific Plan area .
It is known that the total allotted pumping rights exceed the natural replenishment of gro undwater to the Central Basin. To avoid conditions of overdraft, the Water Replenishment District was formed to ensure that water was purchased where necessary to fully replenish the quantity of grou ndwater that could not be restored through natural proces ses. The Water Replenishment District manages the financial and logistical aspect of purchasing water to maintain safe groundwater levels.13 Development under the Specific Plan does not include installation of new groundwater wells or use of groundwater from e xisting wells. Therefore, development would not result in a net deficit in aquifer volume or a lowering of t he groundwater table. As described above, while the allotted pumping rights within the C entral Basin may exceed the natural groundwater repleni shment rate , water could be purchased where necessary to fully replenish the quantity of groundwater th at could not be restored through natural processes . Thus, the proposed Plan would not reduce t he groundwater recharge potential of the Specific P lan area. T herefore, implementation of the Specific Plan would result in less than significant impacts related to groundwater recharge.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts would be less than significant.
Impact HYD-3 Substantially a lter the existing d rainage pat tern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would:
13 City of Compton. 2015. 2015 Urban Water Management Plan. Available at:
https://wuedata.water.ca.gov/public/uwmp_attachments/7983976066/Compton2015UWMP.FullPlan.pdf, accessed February 4, 2022.
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• result in substantial erosion or siltation on- or off-site; • substantially inc rease the rate o r am ount of su rface runoff in a manner which would result in flooding on or off-site;
• create or contribute runoff w ater which would exceed the capacity of existing or planne d stor mwater drain age systems or prov ide substan tial additional sources of polluted runoff; or
i) impede or redirect flood flows.
Less than Significant.
Erosion and Flooding
Construction
Grading, excavation , and other c onstruction activities associated with devel opment under the Specific Plan could adver sely affect water q uality due to er osion resulting from expose d soils an d the generation of water pollutants, including trash, construction materials, and equipment fluids.
Associated construct ion activities would be subject to the NPDES Statewide General Construction Activity Stormwater Pe rmit. Construction site ope rators wou ld be responsible for preparing and implementing a SWPPP that outlines project -specific BMPs to co ntrol erosion, sediment release, and otherwise reduce the potential for discharge of p ollutants in stormw ater, consistent with the requirements of the NPDES Statewide General Construction Permit. Typical BMPs include:
• Utilizing temporary de -silting basins to ensure that surface wat er flows do not c arry significant amounts of onsite soils and contaminants downstream;
• Conducting construction vehicle mai ntenance in staging areas where appropri ate controls have been established to ensure that fuel s, motor oil, coolant, and other haza rdous materials are n ot deposited into areas where they may enter surface water and groundwater; • Restricting the use of chemicals that may be transferred to surface waters by storm water flows or leach to groundwater basins through water percolation into the soil; • Requiring that permanent slopes and embankments be vegetated following final grading; • Installation of silt fences, erosion control blankets; • Proper handling and disposal of wastes; and
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• Installation of anti-tracking pads at site exits to prevent off-site transport of soil material.
Project-specific BMPs would minimize or avoid p otential adverse effects associated with drainage pattern alterations, including th ose associated with infiltration, erosion, and potential for flooding. Project - specific SUSMPs would include conditions that consist of LID structural and non-structural BMP, source control BMP, and structural and non -structural BMP for specific types of u ses. LID controls reduce the amount of impervious area of a complete d project site and prom ote the use of infilt ration and other controls that reduce runoff. LID controls wo uld direct surface runoff to the appropriat e storm d rain ensuring correct drainage flow. Source control BMP prevents runoff contact with pollutants tha t would otherwise be discharged to the muni cipal stormwater conveyance system. Specifi c structural controls are required to address pollutant discha rges from certain uses including industr ial and commercial facilities where pollutants are disposed, stored, or handled.
Operation
Implementation of the Specific Plan is not anticipated to subst antially change the drainage patterns within the project area. At compl etion, future project sites wou ld be developed with buildin gs, landscaped areas, roads, and other h ardscape imp rovements; no bare areas of soi l would be left vulnerable to erosion. While erosion and silta tion impacts could occur during construction of individual development projects, ex isting state regulations (as discussed above under Impact HYD-1 and Impact HYD-6) would mitigate impacts to a less than significant level.
As the C ity is responsible f or land use planning and development within the municipal limits, City officials shall review and approve all local hydro logy and hydraulic analyses. Th e City has not identified any e xisting stor m drainage deficiencies in the specific p lan are a. Thus, the proj ected increase in stormwater runoff would not result in flooding on-or off-site. Impacts would be less than significant.
Stormwater Drainage Systems
Following implementation of a proposed de velopment project, some am ount of surface water runoff would exit the project site, particularly in response to heavy storm events, which also occurs under present conditions. With BMPs included in a proposed p roject’s SUSMP, such as those to s low and trea t surface water runoff (treatment provided throu gh infiltrati on a nd bio -infiltration techniques), it is anticipated that less runoff would leave the site under project conditions than under present conditions.
Upon leavi ng the project site, run off would be conveyed through the City of Compton existing stormwater drainage system and facilities.
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Project development could increase the rate and/or amount of stormwater runoff in compariso n to existing conditions, whic h in turn could result in floodin g issues on - or off -site. The Specif ic Plan encourages sustainable features minimize surface water runoff (e.g., permeable pavers, drought tolerant landscaping, and ef ficient water irrigation). These features would help to mimic natu ral hydrologic conditions which can help reduce sheet flow and the velocity of stormwater and prevent soil erosion.
Growth and urbanization in the specific plan area would place i ncreased pressure on existing storm drain capacities. Storm water runoff is influenced by rainfall intensity, ground surface permeability, watershed size and s hape, and phy sical barriers. The introduction of impermeable surfaces greatly reduces natural infiltration, allowing for a greater volume of runoff. In addition, p aved surfa ces and drainage condui ts can accel erate the velocity of runoff, concentr ating peak flows in dow nstream areas faster than under natural conditions. Significant increases to runoff and peak flow could overwhelm drainage systems and alter flood elevations in downstream locations. Increased runoff velocity can promote scouring of existing drainage facilities, reducing system reliability, and safety.
Surface Flows
Ground-disturbing activities during construction of prop osed development facilitated by the Specif ic Plan, including but not limited to grading and excavation, could have potent ial to result in temp orarily altered drai nage patterns that could redirect surface flows. However, BM Ps employed as part of an SWPPP fo r individual developmen t project s would in clude measures to secur e disturbed soils and require proper drainage in the Plan Area.
Under the proposed Specific Plan, the majority of the Plan Area would remain impervious (simi lar to existing conditions) due to the presence of parkin g areas, walkways, hardscape, and bui lding roofs and roadways. The proposed development may includ e lan dscaped area s, introducing opportuni ties for infiltration of stormwater runoff and roof discharg es, thereby minimizing potential impacts associated with stormwater runoff e xiting the area, a nd potentially im proving conditions associated with current conditions. For these reasons, potential i mpacts to drainage pattern alterations, including how draina ge pattern alterations could affec t surface water runoff, erosion/siltation, flooding, and sto rmwater conveyance facilities, would be less than significant.
Mitigation Measures
No mitigation is required.
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Residual Impacts
Impacts would be less than significant.
Impact HYD-4 In flood hazard, tsunami, or seiche zon es, risk release of pollutants due to project inundation.
No Impact.
Development accommodated by the proposed Specific Plan would not be loc ated in a flood hazard, tsunami, or seiche zones, that could risk release of pollutants due to project inundation. Therefore, no impact would occur. The nearest body of water to the Plan area is Compton Creek w hich is located 500 feet to the southwest at the clo sest Plan Area boundary near the intersection of Compton B oulevard and Matthiessen Avenue.
Based on the relevant FEMA FIRM, the western portion of the Plan Area i s located in in Federal Flood Zone X, meaning it is outsi de the 100-year flood haza rd area. The northeast portion of the Plan Area is located i n an area that has 0.2 percent annual chance of flood. Last ly, a small portion of the southeast corner of the Pla n Area is located an area with reduced flo od risk due to leve e (FEMA FIRM Map No. 06037C1815F and 06037C1955F 2008). Therefore, housing development or other structures under the proposed Specific Plan w ould not be located within a 100 -year flood hazard area. In addition, there are no dams or reser voirs l ocated i n the Plan Area; the close st is t he Garvey Reservoir located 15 miles northeast of the Plan Area.
The Plan Area is located approximately 12 miles east of the Pacific Ocean. Due to the dis tance and elevations, the potential for a tsunami affe cting t he Plan Area is unlikely. Therefor e, development that could be facilitated by the propo sed Spe cific Plan would not be located in a flood hazard, tsunami, or seiche zones that could risk release o f po llutants due to project inundation. There would be no impact associated with the proposed Specific Plan.
Mitigation Measures
No mitigation is required.
Residual Impacts
Impacts would be less than significant.
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3.7.6 CUMULATIVE IMPACTS
The geographic scope for cumulative impacts related to compliance with NPDES p ermits and construction and operational surface water runoff quality and groundwater quality encompasses the Central Groundwater Basin. Implementation of cumulative development would be required to comply with all pertinent regulations, such as the Constru ction NPDES Gen eral Permit, County Stormwater Pollution Control Requirements for Construction Acti vities, and the County LID Standards Manual. Cumulative deve lopment would be requ ired to comply with the NPD ES MS4 permit by implementing BMPs. Therefore, con struction activ ities associated with cumulative development would comply with the NPDES Permit and would not generate runoff that would violate the stormwater NPDES permit.
Cumulative development is re quired to al so comply with all pertinent regulations, such as the Construction NPDES General Permit, County Stormwater Pollution Control Requirements fo r Construction Activities, and the County LID Standards Manu al. Compliance with these regulations would require the implementation of BMPs to ensure the qualit y of surface water and groundwater would not be substantially degraded. Therefore, construction a nd operational activities would result in less than significant impacts to surface and groundwater quality.
Because the proposed project would be required to implement the NPDE S requirements, County Stormwater Pollution Control Requirements for Constructi on Activities, and the LID Ordinance requirements, the p roject’s contribution to cumulative impacts associa ted with compliance with NPDES permits and surface and groundwater quality would not be cumulatively considerable.
3.7.7 REFERENCES
California Fish and Game Commission. Miscellaneous Policies: Wetlands Resources. Available online at:
https://fgc.ca.gov/About/Policies/Miscellaneous, acc essed February 4, 2022.
City of Compton. General Plan Vision 2010. Available at:
http://www.comptoncity.org/civicax/filebank/blobdload.aspx?BlobID=30775, accessed February 28, 2022.
City of Compt on. 2015. 2015 Urban Water Management Plan. Available at:
https://wuedata.water .ca.gov/public/uwmp_attachments/7983976066/Compton2015UWMP.FullPl an.pdf, accessed February 4, 2022.
Department of Water Resources. 2004. South Coast Hydrologic Region Coastal Plain of Los Angeles Groundwater Basin. Available at: http s:/ /water.ca.gov/-/media/DWR-Website/Web- Pages/Programs/Groundwater-Management/Bulletin-118/Files/2003-Basin- Descriptions/4_011_04_CentralSubbasin.pdf, accessed February 28, 2022.
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Department of Water Resources. 2013. California Water Plan – Groundwater Update 2013. Available at:
https://data.cnra.ca.gov/dataset/california-water-plan-groundwater-update-2013, accessed February 28, 2022.
Department of Water Resources. 2020. “California’s Groundwater Update 2020 (Bulletin 118)” Available at: https://data.cnra.ca.gov/dataset/calgw_update2020, accessed February 23, 2022.
Los Angeles County Department of Public Works. Los Angeles River Watershed. Available at:
https://dpw.lacounty.gov/wmd/watershed/la/, accessed February 28, 2022.
University of California Division of Agriculture and Natural Resources ( UCDAN). 2019. Compton Gateway: Symposium on Creekside Community Development. Available at:
https://ucanr.edu/sites/wshedCC/, accessed February 28, 2022.
Impact Sciences, Inc. 3.8-1 Compton TOD Specific Plan Draft PEIR 1335.001 May 2022
3.8 LAND USE AND PLANNING
INTRODUCTION
This section describes the existing land uses in the City, identifies the regulatory framework with respect to regulations that address land use, and evaluate the significance of the potential changes in existing land uses that could result from the implementation of the Specific Plan. CEQA Guidelines Section 15125(d) states that the P EIR shall discuss any inconsistencies between the proposed project and applicable general plans and regional plans. Therefore, it is appropriate to provide the reader information regarding relevant local and regional planning policies or programs that would be affected by this Plan. The information provided below defines relevant City of Compton General Plan policies and an associated consistency analysis. Following this general plan consistency analysis, further analysis is provided regarding consistency with regional plans (i.e., air quality management plan, water quality control plan, regional transportation plan and sustainable communities strategy, and congestion management program).
3.8.1 ENVIRONMENTAL SETTING
3.8.1.1 City of Compton
The City of Compton is located 13 miles south of downtown Los Angeles. Land uses within the City include residential, industrial, commercial, open space, transportation, and public uses. The City’s land uses and established zoning are shown in Figure 3.8-1, Existing Land Uses in the City of Compton, and Figure 3.8-2, Existing Zoning in the City of Compton. Residential uses are located throughout the City and includes a mix of single-family homes and multi-family developments (both apartments and condominiums). Commercial uses are concentrated along Compton Boulevard, Alameda Street, and Long Beach Boulevard. The Commercial uses along these arterial corridors are primarily located in single-story storefront buildings. The City is also home to several regional shopping such as Renaissance Plaza, Compton Towne Center, and the Gateway Towne Center . Industrial uses are heavily concentrated around the 91 Freeway. However, there are pockets along the Alameda Corridor from Greenleaf Boulevard in the South, continuing north to Compton Boulevard, and from Rosecrans Avenue to Dixon Street.
The Alameda Rail Corridor , a heavy -rail line that runs north through south in Compton, carries freight between the cities and ports of Long Beach and Los Angeles. Industrial and mixed -use industrial- commercial lands are directly east and west of the Alameda Rail Corridor. The Metro A Line is a light-rail line that connects commuters traveling between Downtown Los Angeles and the City of Long Beach that runs through the center of Compton in a north-south direction, west of the Alameda Rail Corridor. Compton Creek is a channelized tributary that flows generally in a northwestern/southeastern direction diagonally through Compton. There are two areas designated as residential agricultural in the City where uses consist
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primarily of single -family homes, small child day- care centers, and nurseries. Residents in this rural residential area are permitted to own a limited number of farm animals such as poultry, rabbits, sheep, goats, aviary, horses, or cows for private use.
ALONDRAALONDRA
ARTESIAARTESIA
COMPTONCOMPTON
CENTRALCENTRAL
ROSECRANSROSECRANS
SANTA FESANTA FE
ELMELM
ALAMEDAALAMEDA
WILMINGTONWILMINGTON
BULLISBULLIS
LIMELIME
VICTORIAVICTORIA
WALNUTWALNUT
MONAMONA
156TH156TH
CALDWELLCALDWELL
ACACIAACACIA
HARRISHARRIS
LONG BEACHLONG BEACH
AVALONAVALON
PINEPINE
SPT COSPT CO
PALMPALM
EL SEGUNDOEL SEGUNDO
GIBSONGIBSON
SLOANSLOAN
METRO BLUE LINE/SPT COMETRO BLUE LINE/SPT CO
CHESTERCHESTER
BURRISBURRIS
CARLINCARLIN
154TH154TH
OAKSOAKS
EUCLIDEUCLID
68TH68TH
PANNESPANNES
ESSEYESSEY
OLEANDEROLEANDER
MANVILLEMANVILLE
HOLLYHOLLY
135TH135TH
POINSETTIAPOINSETTIA
ORISORIS
CAROBCAROB
PLUMPLUM
CENTERCENTER
126TH126TH
151ST151ST
MCKINLEYMCKINLEY
KAYKAY
SCHOOLSCHOOL
PIRUPIRU
ROSEROSE
124TH124TH
COOKACRECOOKACRE
69TH69TH
138TH138TH
KEMPKEMP
BLISSBLISS
131ST131ST
PARMELEEPARMELEE
MAYOMAYO
ATLANTICATLANTIC
TUCKERTUCKER
WARDWARD
SPRUCESPRUCE
137TH137TH
CHERRYCHERRY
132ND132ND
130TH130TH
GALEGALE
WILLIAMSWILLIAMS ORANGEORANGE
APRAAPRA
139TH139TH
PALMERPALMER
CLARKCLARK
CRESSEYCRESSEY
CLAUDECLAUDE
136TH136TH
PEARLPEARL
HASKINSHASKINS
POPLARPOPLAR
CLOVISCLOVIS
SUSANASUSANA
ORCHARDORCHARD
CRANECRANE
TAMARINDTAMARIND
PECKPECK
142ND142ND
NORDNORD
ELVAELVA
LARGOLARGO
RAYMONDRAYMOND
BENNETTBENNETT
DELTADELTA
SPRINGSPRING
134TH134TH
MURIELMURIEL
123RD123RD
LINSLEYLINSLEY
OLANDAOLANDA
REEVEREEVE
SOMERSETSOMERSET
LAURELLAUREL
DWIGHTDWIGHT
SANDHILLSANDHILL
WILLOWWILLOW
CARESSCARESS
150TH150TH
149TH149TH
148TH148TH
SAN LUISSAN LUIS
VESTAVESTA
HARCOURTHARCOURT
ANZACANZAC
LOCUSTLOCUST
MOTZMOTZ
BORTBORT
GRAPEGRAPE
ALBERTONIALBERTONI
WEBERWEBER
HARBORHARBOR
GARDENAGARDENA
PEACHPEACH
120TH120TH
BANNINGBANNING
BURTONBURTON
SAN JOSESAN JOSE
HUNSAKERHUNSAKER
TAPERTAPER
INDIGOINDIGO
PAULINEPAULINE
ANITAANITA
WRIGHTWRIGHTVAN NESSVAN NESS
TICHENORTICHENOR
KILLENKILLEN
CUZCOCUZCO
72ND72ND
TEMPLETEMPLE
155TH155TH
VISALIAVISALIA
LUCIENLUCIEN
CULVERCULVER
KONAKONA
STANFORDSTANFORD
ELIZABETHELIZABETH
LAVINIALAVINIA
EXMOOREXMOOR
169TH169TH
WILLOWBROOKWILLOWBROOK
SHORTSHORT
DIXONDIXON
CAIRNCAIRN
CLYMARCLYMAR
ARBUTUSARBUTUS
PEARPEAR
HATCHWAYHATCHWAY
KEENEKEENE
122ND122ND
NORTHWOODNORTHWOOD
OAKOAK
CAROCARO
GREENLEAFGREENLEAF
GUNLOCKGUNLOCK
WHITEWHITE
PIXLEYPIXLEY
TARRANTTARRANT
GOLDENGOLDEN
ELIZAELIZA
ALPINEALPINE
CAHITACAHITA
AGNESAGNES
DIANEDIANE
SLATERSLATER
CASWELLCASWELL
APRILIAAPRILIA
IVAIVA
MCDIVITTMCDIVITT
71ST71ST
125TH125TH
163RD163RD
WALDORFWALDORFMCMILLANMCMILLAN
133RD133RD
165TH165TH
166TH166TH
CEDARCEDAR
SHAUERSHAUER
153RD153RD
152ND152ND
AUTOAUTO
127TH127TH
ANDERSONANDERSON
BOWENBOWEN
COCOACOCOA
MYRRHMYRRH
WHITEMARSHWHITEMARSH
SCOTTSCOTT
DERNDERN
BUTLERBUTLER
ORCUTTORCUTT
129TH129TH
1ST1ST
MAHALOMAHALO
145TH145TH
KEEGANKEEGAN
ADAMSADAMS
SHERERSHERER
MONDOMONDO
CORLETTCORLETT
TARTARTARTAR
BELHAVENBELHAVEN
67TH67TH
GLENCOEGLENCOE
SALINASSALINAS
FRAILEYFRAILEY
FORHANFORHAN
JOHNSONJOHNSON
ALMONDALMOND
ALHAMBRAALHAMBRA
REYESREYES
WAYSIDEWAYSIDE STOCKTONSTOCKTON
SAN VINCENTESAN VINCENTE
MARGAYMARGAY
121ST121ST
GUNDRYGUNDRY
LOUISELOUISE
HARLANHARLAN
HEATHHEATH
EVERSEVERS
STANLEYSTANLEY
LAS HERMANASLAS HERMANAS
SPORTSMANSPORTSMAN
THORSONTHORSON
PETROLIAPETROLIA
MEALYMEALY
STATESTATE
BILLINGSBILLINGS
TAJAUTATAJAUTA
MAPLEMAPLE
BAHAMABAHAMA
BRADFIELDBRADFIELD
POPPYPOPPY
MAGNOLIAMAGNOLIA
TRAUBTRAUB
COACHELLACOACHELLA
ALFONSOALFONSO
BARCLAYBARCLAY
EZMIRLIANEZMIRLIAN
PELLEURPELLEUR
PACIFICPACIFIC
REDONDO BEACHREDONDO BEACH
AMANTHAAMANTHA
NEVADANEVADA
ANSMITHANSMITH
MAIEMAIE
MANETTEMANETTE
STONEACRESTONEACRE
OLIVEOLIVE
MARCELLEMARCELLE
NESTORNESTOR
DELCOMBREDELCOMBRE
TAYLORTAYLOR
NILANDNILAND
CORNISHCORNISH
CATALINACATALINA
ARLINGTONARLINGTON
ZAMORAZAMORA
CASTLEGATECASTLEGATE
MAGDELENAMAGDELENA
BITTERLAKEBITTERLAKE
BRAZILBRAZIL
TOWNETOWNE
PLAZAPLAZA
GRANDEEGRANDEE
CORYDONCORYDON
VIRGINIAVIRGINIA
MATTHISENMATTHISEN
WASHINGTONWASHINGTON
CLIVEDENCLIVEDEN
CALIFORNIACALIFORNIA
KALSMANKALSMAN
AIRLINEAIRLINE
ALVADAALVADA
ALVAROALVARO
SAN MARCUSSAN MARCUS
QUEENSDALEQUEENSDALE
JUNEJUNE
BRAYTONBRAYTON
HILLFORDHILLFORD
SAN ANTONIOSAN ANTONIO
DAMERONDAMERON
HALOHALO
GERTRUDEGERTRUDE
WILSONWILSON
HICKORYHICKORY
CORREGIDORCORREGIDOR
STOCKWELLSTOCKWELL
GRAHAMGRAHAM
BELHURSTBELHURST
70TH70TH
DOUGLASDOUGLAS
BALESBALES
ARANBEARANBE
ADANAADANA
BROADACRESBROADACRES
NEECENEECE
PALMERSTONEPALMERSTONE
WADSWORTHWADSWORTH
CORALCORAL
EDISONEDISON
ISHIDAISHIDA
CYPRESSCYPRESS
BLAKLEYBLAKLEY
FUEGOFUEGO
JOSEPHINEJOSEPHINE
PAULSENPAULSEN
DARLANDARLAN
BENTLEYBENTLEY
HOMESTEADHOMESTEAD
SAN JUANSAN JUAN
NORDBYNORDBY
MARK KEPPELMARK KEPPEL
MILLMARKMILLMARK
EVARGEVARG
SAN RAFAELSAN RAFAEL
SAN CARLOSSAN CARLOS
CHARLES WILLARDCHARLES WILLARD
SAUNDERSSAUNDERS
HOLMESHOLMES
RADBARDRADBARD
WALNUT PARKWALNUT PARK
BANDERABANDERA
FLOWERFLOWERBARRONBARRON
PECKPECK
KEMPKEMP
HILLFORDHILLFORD
KEMPKEMP ROSEROSE
WILLOWBROOKWILLOWBROOK
137TH137TH
MCKINLEYMCKINLEY
129TH129TH
FRAILEYFRAILEY
REEVEREEVE
PALMERPALMER
LAURELLAUREL
CYPRESSCYPRESS
TAJAUTATAJAUTA
SPRUCESPRUCE THORSONTHORSON
WHITEWHITE
OAKOAK
137TH137TH
AUTOAUTO
CENTRALCENTRAL
STOCKTONSTOCKTON
CORLETTCORLETT
MARCELLEMARCELLE
HARRISHARRIS
HASKINSHASKINS
CRESSEYCRESSEY
CRANECRANE
133RD133RD
ANZACANZAC
BENNETTBENNETT
PAULSENPAULSEN
138TH138TH
134TH134TH
127TH127TH
TICHENORTICHENOR
COMPTONCOMPTON
SPT COSPT CO
122ND122ND
CORLETTCORLETT
DWIGHTDWIGHT
GARDENAGARDENA
BELHAVENBELHAVEN
138TH138TH
WILLOWBROOKWILLOWBROOK
CLYMARCLYMAR
PLAZAPLAZA
GRAPEGRAPE
GRANDEEGRANDEE
WILLOWWILLOW
136TH136TH
126TH126TH
SLATERSLATER
153RD153RD
BOWENBOWEN
CENTRALCENTRAL
LONG BEACHLONG BEACH
SAN LUISSAN LUIS
FRAILEYFRAILEY
BENNETTBENNETT
OLEANDEROLEANDER
SLOANSLOAN
COMPTONCOMPTON
WASHINGTONWASHINGTON
125TH125TH
CULVERCULVER
EVERSEVERS
LONG BEACHLONG BEACH
SPT COSPT CO
GARDENAGARDENA
THORSONTHORSON
127TH127TH
CENTRALCENTRAL
NESTORNESTOR
CYPRESSCYPRESS
CARLINCARLIN
SPRUCESPRUCE
REEVEREEVE
STANFORDSTANFORD
131ST131ST
127TH127TH
AUTOAUTO
131ST131ST
DWIGHTDWIGHT
JOHNSONJOHNSON
139TH139TH
MURIELMURIEL
152ND152ND
BALESBALES
BOWENBOWEN
153RD153RD
PALMERPALMER
PIXLEYPIXLEY
LIMELIME
TICHENORTICHENOR
TAMARINDTAMARIND
MAYOMAYO
SLATERSLATER
126TH126TH
135TH135TH
KEENEKEENE
MAGNOLIAMAGNOLIA SAN LUISSAN LUIS
134TH134TH
PIRUPIRU
PIRUPIRU
ELMELM
127TH127TH
ALAMEDAALAMEDA
136TH136TH
WILLOWBROOKWILLOWBROOK
WARDWARD
BUTLERBUTLER
ARBUTUSARBUTUS
CASTLEGATECASTLEGATE
67TH67TH
MYRRHMYRRH
LOCUSTLOCUST
BURRISBURRIS
HARRISHARRIS
BRAZILBRAZIL
COMPTONCOMPTON
THORSONTHORSON
122ND122ND
LAURELLAUREL
131ST131ST
70TH70TH
MURIELMURIEL
PEARLPEARL
KEMPKEMP
68TH68TH
CLIVEDENCLIVEDEN
MAIEMAIE
KEMPKEMP
130TH130TH
69TH69TH
ACACIAACACIA
CHESTERCHESTERJOHNSONJOHNSON
137TH137TH
134TH134TH
KEENEKEENE
69TH69TH
IVAIVA
RAYMONDRAYMOND
EL SEGUNDOEL SEGUNDO
132ND132ND132ND132ND
PALMPALM
PEARLPEARL
PALMERPALMER
WILLIAMSWILLIAMS
ROSEROSE
CALDWELLCALDWELL
130TH130TH
BENNETTBENNETT
126TH126TH
ARTESIAARTESIA
BENNETTBENNETT
SAUNDERSSAUNDERS
BRADFIELDBRADFIELDMYRRHMYRRH
139TH139TH
BUTLERBUTLER
VICTORIAVICTORIA
PALMERPALMER
SCHOOLSCHOOL
SPT COSPT CO
AVALONAVALON
TICHENORTICHENOR
CULVERCULVER
154TH154TH
HILLFORDHILLFORD
QUEENSDALEQUEENSDALE
KAYKAY
TUCKERTUCKER
WILLOWWILLOW
KEENEKEENE
MAGNOLIAMAGNOLIA
PALMERPALMER
PEACHPEACH
POPLARPOPLAR
MYRRHMYRRH
APRILIAAPRILIA
MYRRHMYRRH
HARRISHARRIS
ARBUTUSARBUTUS
PINEPINE
BUTLERBUTLER
LOCUSTLOCUST
GRANDEEGRANDEE
SPRINGSPRING
163RD163RD
133RD133RD
122ND122ND
HARRISHARRIS
ORISORIS
137TH137TH
NESTORNESTOR
ELVAELVA
MCMILLANMCMILLAN
124TH124TH
WHITEWHITE
WHITEWHITE
132ND132ND
Legend
City Limits
Streets
Low Density Residential <8.0 du/ac
Medium Density Residential 8.1-17.0 du/ac
High Density Residential 17.1-34.0 du/ac
General Commercial
Mixed Use
Industrial
Open Space/Parks
Public/Quasi-Public
Transportation
Existing Land Uses in the City of Compton
FIGURE 3.8-1
1335.001•03/22
SOURCE: City of Compton, 2022
ALONDRAALONDRA
ARTESIAARTESIA
CENTRALCENTRAL
ROSECRANSROSECRANS
COMPTONCOMPTON
SANTA FESANTA FE
ALAMEDAALAMEDA
ELMELM
WILMINGTONWILMINGTON
BULLISBULLIS
LIMELIME
MONAMONA
VICTORIAVICTORIA
WALNUTWALNUT
156TH156TH
CALDWELLCALDWELL
ACACIAACACIA
LONG BEACHLONG BEACH
HARRISHARRIS
AVALONAVALON
PINEPINE
SPT COSPT CO
PALMPALM
EL SEGUNDOEL SEGUNDO
SLOANSLOAN
GIBSONGIBSON
METRO BLUE LINE/SPT COMETRO BLUE LINE/SPT CO
CARLINCARLIN
BURRISBURRIS
CHESTERCHESTER
OAKSOAKS
154TH154TH
EUCLIDEUCLID
68TH68TH
PANNESPANNES
OLEANDEROLEANDER
MANVILLEMANVILLE
ESSEYESSEY
HOLLYHOLLY
POINSETTIAPOINSETTIA
135TH135TH
CAROBCAROB
ORISORIS
PLUMPLUM
CENTERCENTER
126TH126TH
MCKINLEYMCKINLEY KAYKAY
151ST151ST
SCHOOLSCHOOL
COOKACRECOOKACRE
ROSEROSE
BLISSBLISSPIRUPIRU
124TH124TH
PARMELEEPARMELEE
KEMPKEMP
138TH138TH
69TH69TH
ATLANTICATLANTIC
MAYOMAYO
131ST131ST
TUCKERTUCKER
WARDWARD
WILLIAMSWILLIAMS
GALEGALE
SPRUCESPRUCE
137TH137TH
CHERRYCHERRY
CLARKCLARK
APRAAPRA
132ND132ND
130TH130TH
ORANGEORANGE
PALMERPALMER
CLAUDECLAUDE
PEARLPEARL
139TH139TH CRESSEYCRESSEY
HASKINSHASKINS
POPLARPOPLAR
SUSANASUSANA
136TH136TH
CLOVISCLOVIS
ORCHARDORCHARD
TAMARINDTAMARIND
CRANECRANE
PECKPECK
ELVAELVA
LARGOLARGO
142ND142ND
RAYMONDRAYMOND
NORDNORD
BENNETTBENNETT
DELTADELTA
OLANDAOLANDA
LINSLEYLINSLEY
MURIELMURIEL
SPRINGSPRING
134TH134TH
123RD123RD
LAURELLAUREL
GARDENAGARDENA
SOMERSETSOMERSET
REEVEREEVE
SANDHILLSANDHILL
WILLOWWILLOW
DWIGHTDWIGHT
CARESSCARESS
SAN LUISSAN LUIS
ANZACANZAC
150TH150TH
HARCOURTHARCOURT
VESTAVESTA
149TH149TH
148TH148TH
LOCUSTLOCUST
ALBERTONIALBERTONI
GRAPEGRAPE
BORTBORT
119TH119TH
HARBORHARBOR
MOTZMOTZ
WEBERWEBER
BANNINGBANNING
PEACHPEACH
SAN JOSESAN JOSE
HUNSAKERHUNSAKER
120TH120TH
BURTONBURTON
TAPERTAPER
PAULINEPAULINE
ANITAANITA
INDIGOINDIGO
KILLENKILLEN
VAN NESSVAN NESS WRIGHTWRIGHT
TICHENORTICHENOR
CUZCOCUZCO
RAHNRAHN
VISALIAVISALIA
72ND72NDTEMPLETEMPLE
KONAKONA
LAVINIALAVINIA
ELIZABETHELIZABETH
CULVERCULVER
LUCIENLUCIEN
155TH155TH
WILLOWBROOKWILLOWBROOK
STANFORDSTANFORD
LOUISELOUISE
EXMOOREXMOOR
169TH169TH
CLYMARCLYMAR
SHORTSHORT
CAIRNCAIRN
DIXONDIXON
ARBUTUSARBUTUS
HATCHWAYHATCHWAY
EL CAMINOEL CAMINO
PEARPEAR
KEENEKEENE
OAKOAK
STATESTATE
GREENLEAFGREENLEAF
NORTHWOODNORTHWOOD
CAROCARO
GUNLOCKGUNLOCK
122ND122ND
TARRANTTARRANT
ELIZAELIZA
GOLDENGOLDEN
PIXLEYPIXLEY
ALPINEALPINE
CAHITACAHITA
WHITEWHITE
CASWELLCASWELL
KNOPFKNOPF
SLATERSLATER
AGNESAGNES
DIANEDIANE
APRILIAAPRILIA
MCMILLANMCMILLAN
WALDORFWALDORF
MCDIVITTMCDIVITT
IVAIVA
125TH125TH
163RD163RD
71ST71ST
CEDARCEDAR
133RD133RD
SHAUERSHAUER
165TH165TH
166TH166TH
AUTOAUTO
ANDERSONANDERSON
153RD153RD
152ND152ND
BOWENBOWEN
COCOACOCOA
127TH127TH
WHITEMARSHWHITEMARSH
MYRRHMYRRH
BUTLERBUTLER
SCOTTSCOTT
MAHALOMAHALO
DERNDERN
ORCUTTORCUTT
129TH129TH
KEEGANKEEGAN
ADAMSADAMS
145TH145TH
1ST1ST
BELHAVENBELHAVEN
TARTARTARTAR
CORLETTCORLETT
SALINASSALINAS
SHERERSHERER
MONDOMONDO
GLENCOEGLENCOE
ALHAMBRAALHAMBRA
FRAILEYFRAILEY
67TH67TH
FORHANFORHAN
JOHNSONJOHNSON
ALMONDALMOND
HARLANHARLAN
MARGAYMARGAY
WAYSIDEWAYSIDE
SAN VINCENTESAN VINCENTE
STOCKTONSTOCKTON
STANLEYSTANLEY
REYESREYES
HEATHHEATH
GUNDRYGUNDRY
121ST121ST
LAS HERMANASLAS HERMANAS
EVERSEVERS
SPORTSMANSPORTSMAN
LONESSLONESS
PETROLIAPETROLIA
MEALYMEALY
THORSONTHORSON
TAJAUTATAJAUTA
BILLINGSBILLINGS
BAHAMABAHAMA
RIDDLERIDDLE
MAPLEMAPLE
BRADFIELDBRADFIELD
COACHELLACOACHELLA
BARCLAYBARCLAY
MAGNOLIAMAGNOLIA
TRAUBTRAUB
LANTANALANTANA
ALFONSOALFONSO
EZMIRLIANEZMIRLIAN
PELLEURPELLEUR
POPPYPOPPY
PACIFICPACIFIC
REDONDO BEACHREDONDO BEACH
AMANTHAAMANTHA
NEVADANEVADA
ORLEANSORLEANS
ANSMITHANSMITH
144TH144TH
MANETTEMANETTE
MAIEMAIE
STONEACRESTONEACRE
TRAFFORTTRAFFORT
MARCELLEMARCELLE
OLIVEOLIVE
RAYBORNRAYBORN
159TH159TH
CATALINACATALINA
INDUSTRYINDUSTRY
DELCOMBREDELCOMBRE
NESTORNESTOR
TAYLORTAYLOR
NILANDNILAND
BITTERLAKEBITTERLAKE
CASTLEGATECASTLEGATE
BEECHLEYBEECHLEY
MAGDELENAMAGDELENA
BRAZILBRAZIL
PLAZAPLAZA
ZAMORAZAMORA
ARLINGTONARLINGTON
CORNISHCORNISH
PENROSEPENROSE
KALSMANKALSMAN
ALVADAALVADA
ESTHERESTHER
CALIFORNIACALIFORNIA
GRANDEEGRANDEE
MATTHISENMATTHISEN
VIRGINIAVIRGINIA
WASHINGTONWASHINGTON
CLIVEDENCLIVEDEN
TOWNETOWNE
CORYDONCORYDON
AIRLINEAIRLINE
ALVAROALVARO
SAN MARCUSSAN MARCUS
QUEENSDALEQUEENSDALE
JUNEJUNE
BRAYTONBRAYTON
ELEANORELEANOR
HILLFORDHILLFORD
SAN ANTONIOSAN ANTONIO
DUMADUMA
HALOHALO
WINONAWINONA
WILSONWILSON
GERTRUDEGERTRUDE
HICKORYHICKORY
158TH158TH
STOCKWELLSTOCKWELL
157TH157TH
GRAHAMGRAHAM
CORREGIDORCORREGIDOR
BALESBALES
DOUGLASDOUGLAS
ALBERTSONALBERTSON
ARANBEARANBE
ADANAADANA
DEL MARDEL MAR
JANISJANIS
70TH70TH
BROADACRESBROADACRES
PLEASANTPLEASANT
PALMERSTONEPALMERSTONE
NEECENEECE
BLAKLEYBLAKLEY
WADSWORTHWADSWORTH
CORALCORAL
LENNONLENNON
140TH140TH
ISHIDAISHIDA
EDISONEDISON
CYPRESSCYPRESS
JOSEPHINEJOSEPHINE
FUEGOFUEGO
PAULSENPAULSEN
DARLANDARLAN
BENTLEYBENTLEY
WATERWATER
HOMESTEADHOMESTEAD
SAN JUANSAN JUAN
MARK KEPPELMARK KEPPEL
MILLMARKMILLMARK
NORDBYNORDBY
SAN RAFAELSAN RAFAEL
SAN CARLOSSAN CARLOS
CHARLES WILLARDCHARLES WILLARD
SAN PEDROSAN PEDRO
SAN MIGUELSAN MIGUEL
HARWICKHARWICK
SAUNDERSSAUNDERS
MARKTONMARKTON
DALHARTDALHART
HOLMESHOLMES
BELFORESTBELFOREST
WALNUT PARKWALNUT PARK
ADDINGTONADDINGTON
BANDERABANDERA
FLOWERFLOWER
ACOMAACOMA
BARRONBARRON
SIERRASIERRA
MARGUERITAMARGUERITA
DEFIANCEDEFIANCE
MAGNOLIAMAGNOLIA
EL SEGUNDOEL SEGUNDO
132ND132ND
DWIGHTDWIGHT
VISALIAVISALIA
153RD153RD
LAVINIALAVINIA
OLEANDEROLEANDER
SCHOOLSCHOOL
THORSONTHORSON
GALEGALE
151ST151ST
MARCELLEMARCELLE
KEENEKEENE
STOCKWELLSTOCKWELL
ACACIAACACIA
153RD153RD
EZMIRLIANEZMIRLIAN
ELMELM
HILLFORDHILLFORD
HARRISHARRISBOWENBOWEN
WILLOWBROOKWILLOWBROOK
125TH125TH
CARLINCARLIN
138TH138TH
ORISORIS
ROSEROSE
138TH138TH
TICHENORTICHENOR
BENNETTBENNETT
WILLOWBROOKWILLOWBROOK
KEMPKEMP
JOHNSONJOHNSON
PEARLPEARL
139TH139TH MCMILLANMCMILLAN
NESTORNESTOR
129TH129TH
130TH130TH
AUTOAUTO
CORLETTCORLETT
STOCKTONSTOCKTON
127TH127TH
BENNETTBENNETT
TAJAUTATAJAUTA
CHESTERCHESTER
BURRISBURRIS
CEDARCEDAR
SPT COSPT CO
126TH126TH
NESTORNESTOR
IVAIVA
WARDWARD
COCOACOCOA
WILMINGTONWILMINGTON
124TH124TH
PAULSENPAULSEN
NILANDNILAND
REEVEREEVE
TUCKERTUCKER
CLIVEDENCLIVEDEN
WADSWORTHWADSWORTH
129TH129TH
131ST131ST
MAIEMAIE
HARRISHARRIS
JOHNSONJOHNSON
138TH138TH
HEATHHEATH
123RD123RD
COMPTONCOMPTON
135TH135TH
137TH137TH
LAURELLAUREL
AUTOAUTO
LIMELIME
CEDARCEDAR
CASTLEGATECASTLEGATE
CHESTERCHESTER
POINSETTIAPOINSETTIA
KEENEKEENE
LAURELLAUREL
KEMPKEMP
STANFORDSTANFORD
SPT COSPT CO
127TH127TH
BUTLERBUTLER
ROSEROSE
BUTLERBUTLER
RAYMONDRAYMOND
DWIGHTDWIGHT
PALMPALM
70TH70TH
TICHENORTICHENOR
AUTOAUTO
125TH125TH
RAYMONDRAYMOND
KAYKAY
BUTLERBUTLER
122ND122ND
127TH127TH
69TH69TH
134TH134TH
BARRONBARRON
SAUNDERSSAUNDERS
133RD133RD
BANDERABANDERA
CLYMARCLYMAR
MYRRHMYRRH
GRANDEEGRANDEE
GARDENAGARDENA
NORTHWOODNORTHWOOD
BRAZILBRAZIL
COMPTONCOMPTON
WILLOWBROOKWILLOWBROOK
EVERSEVERS
OAKOAK
COMPTONCOMPTON
GRANDEEGRANDEE
AVALONAVALON
HILLFORDHILLFORD
132ND132ND
139TH139TH
KEMPKEMP
MURIELMURIEL
MYRRHMYRRH
GRAPEGRAPE
ARBUTUSARBUTUS
PEARLPEARL
132ND132ND
SCHOOLSCHOOL
132ND132ND
SAN LUISSAN LUIS
SPRINGSPRING
ARANBEARANBE
HILLFORDHILLFORD
KEENEKEENE
136TH136TH
LOUISELOUISEPIRUPIRU
133RD133RD
PIXLEYPIXLEY
LONG BEACHLONG BEACH
MAGNOLIAMAGNOLIA
QUEENSDALEQUEENSDALE
134TH134TH
PALMERPALMER
122ND122ND
137TH137TH
WHITEWHITE
PALMERPALMER
KEMPKEMP
THORSONTHORSON
131ST131ST
BRADFIELDBRADFIELD
STONEACRESTONEACRE
PIRUPIRU
SAN LUISSAN LUIS
CRANECRANE
67TH67TH
MYRRHMYRRH
ARBUTUSARBUTUS
MARCELLEMARCELLE
BENNETTBENNETT
BUTLERBUTLER
127TH127TH
WILLOWWILLOW
MCKINLEYMCKINLEY
152ND152ND
INDIGOINDIGO
SAN MARCUSSAN MARCUS
ALAMEDAALAMEDA
HARRISHARRIS
ARTESIAARTESIA
FRAILEYFRAILEY
NESTORNESTOR
MURIELMURIEL
LAURELLAUREL
LOCUSTLOCUST
130TH130TH
MAYOMAYO
PINEPINE
BALESBALES
BAHAMABAHAMA
WILLOWWILLOW
122ND122ND
LOCUSTLOCUSTROSECRANSROSECRANS
PLAZAPLAZA
124TH124TH
CRESSEYCRESSEY
SLOANSLOAN
ROSEROSE
MAPLEMAPLE
CENTRALCENTRAL
ELVAELVA
126TH126TH
131ST131ST
MURIELMURIEL
123RD123RD
68TH68TH
WHITEWHITE
CENTRALCENTRAL
122ND122ND
CENTRALCENTRAL
ROSEROSE
SLATERSLATER
126TH126TH
PALMPALM
CORLETTCORLETT
154TH154TH
PALMERPALMER
VICTORIAVICTORIA
WHITEWHITE
POPLARPOPLAR
TAMARINDTAMARIND
SPT COSPT CO
134TH134TH
SPT COSPT CO
LONG BEACHLONG BEACH
CLIVEDENCLIVEDEN
CALDWELLCALDWELL
POPLARPOPLAR
KEENEKEENE
SPRUCESPRUCE
MYRRHMYRRH
131ST131ST
CALDWELLCALDWELL
PALMERPALMER
CYPRESSCYPRESS
163RD163RD
BRAZILBRAZIL
137TH137TH
WASHINGTONWASHINGTONTICHENORTICHENOR
CASWELLCASWELL
136TH136TH
POPLARPOPLAR
137TH137TH
NORTHWOODNORTHWOOD
HARRISHARRIS
127TH127TH PEACHPEACH
GARDENAGARDENA
BENNETTBENNETT
SLATERSLATER
BENNETTBENNETT
KALSMANKALSMAN
THORSONTHORSON
ACACIAACACIA
THORSONTHORSON
PALMERPALMER
THORSONTHORSON
CORLETTCORLETT
WILLIAMSWILLIAMS
BROADACRESBROADACRES
70TH70TH
CYPRESSCYPRESSAPRILIAAPRILIA
ACACIAACACIA
THIS MAP IS A PUBLIC RESOURCE OF GENERAL INFORMATION. THE CITY OF COMPTON MAKES
NO WARRANTY, REPRESENTATION OR GUARANTY AS TO THE CONTENT, SEQUENCE, ACCURACY, TIMELINESS OR COMPLETENESS OF ANY OF THE DATABASE INFORMATION PROVIDED HEREIN.
THE READER SHOULD NOT RELY ON THE DATA PROVIDED HEREIN FOR ANY REASON. THE CITY OF
COMPTON EXPLICITLY DISCLAIMS ANY REPRESENTATIONS AND WARRANTIES, INCLUDING,
WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. THE CITY OF COMPTON SHALL ASSUME NO LIABILITY FOR:
1. ANY ERRORS, OMISSIONS, OR INACCURACIES IN THE INFORMATION PROVIDED REGARDLESS OF HOW CAUSED; OR
2. ANY DECISION MADE OR ACTION TAKEN OR NOT TAKEN BY READER IN RELIANCE UPON ANY INFORMATION OR DATA FURNISHED HEREUNDER.
Legend
City Limits
RA - Residential Agriculture
RL - Low Density Residential
RM - Medium Density Residential
RH - High Density Residential
P - Parking
PRL - Parking/Low Density Residential
PRM - Parking/Medium Density Residential
PRH - Parking/High Density Residential
CL - Limited Commercial
CM - Commercial Manufacturing
ML - Limited Manufacturing
MH - Heavy Manufacturing
B - Buffer
LAC - Los Angeles County
UNZONED
creek
streetsphere
Existing Zoning in the City of Compton
FIGURE 3.8-2
1335.001•03/22
SOURCE: City of Compton, 2022
3.8 Land Use and Planning
Impact Sciences, Inc. 3.8-5 Compton TOD Specific Plan Draft PEIR 1335.001 May 2022
3.8.1.2 Compton Station Specific Plan Area
The Compton Station S pecific Plan A rea encompasses approximately 575.5 acres within a radius of approximately one-half mile around the Metro A Line Compton Station. The Plan Area , located in the center of the City, encompasses the historic and current heart of Compton, and contains 12, 323 residents and 2,808 housing units.1
Land uses immediately adjacent to the Metro A Line station are predominantly commercial, with industrial land uses to the north, low density residential to the east and west, and medium -density residential to the south of the commercial and mixed -use zones, as shown in Figure 3.8-3, Land Uses in the Specific Plan Area.
The Plan area includes several neighborhood corridors along Rosecrans Avenue west of Willowbrook Avenue and east of Alameda Street, and along Compton Boulevard west of Acacia Avenue. These are older strip commercial corridors with residential uses behind the mostly narrow commercial parcels. These are interspersed with residential uses along the corridors. Additionally, the Plan area contains two large shopping centers: Compton Towne Center Shopping Center, located just south east of the A Line station on Compton Boulevard and Alameda Street ; and Renaissance Plaza, located directly east of the M etro A Line station.
The Plan Area includes civic spaces interspersed with the commercial uses. Immediately adjacent to the Compton A Line station to the south is the Civic Center. This area is comprised of civic uses and includes the Compton Courthouse, Compt on Library, and the Compton Sheriff’s Station. Publicly accessible open space in the form of plazas is provided between the buildings. The Martin Luther King Memorial , a monument dedicated to the memory of Dr. Martin Luther King, Jr. is located within this civic complex.
Institutional uses include educational, community services and religious uses along Santa Fe Avenue, Alameda Street, Palmer Street and Compton Boulevard. These uses are characterized by residential communities consisting of one and two- story single -family dwellings of various architectural designs adjacent to neighborhood small businesses. There are also higher density dwellings such as two -story apartment complexes in these residential communities adjacent to the lower density single -family dwellings. The Alameda East Greenway Corridor that runs north and south parallel to the Metro A Line is principally comprised of public uses, as well as retail establishments, single story single-family dwellings, apartment complexes, and nonprofit organizations.
1 City of Compton. Compton Station Specific Plan Existing Conditions Report. 2020. Existing 2020 conditions have been projected linearly to determine 2021 conditions.
3.8 Land Use and Planning
Impact Sciences, Inc. 3.8-6 Compton TOD Specific Plan Draft PEIR 1335.001 May 2022
Residential uses in the Plan area consist of densely populated single -story single-family homes and one- and two-story multifamily developments.
Open space in the Plan area includes Wilson Park, the only park within the Plan area comprised of 3.9- acres. This park is well used and includes a skate park, picnic tables, basketball courts, playground, and an indoor recreation center.
The Alameda Rail Corridor and the Metro A Line are major transportation features that run north-south through the Plan area.
Table 3.8-1
Existing and Future Land Uses within the Plan Area (Square Feet)
Land Use Category Existing Conditions Proposed New
Development
Future Condition
Under Specific Plan
Commercial 743,874 -39,000 704,874
Hotel - 90,000 90,000
Office 124,136 97,000 221,136
Residential 3,240,703 1,979,802 5,220,505
Residential (Units 3,566 2,178 5,744
Industrial 298,821 0 298,821
Institutional 1,425,643 0 1,425,643
Total 5,833,177 2,127,802 7,960,979
Source: The Arroyo Group, 2022
3.8.1.3 Zoning
Within the Plan area, 20.2 percent of the area is zoned for High Density Residential (RH), which accommodates residential uses with heights of up to 35 feet (three stories) and densities of up to 29 dwelling units per acre. Limited Commercial (CL) is zoned in 17.3 percent of the district, which permits retail and office uses of up to 50,000 square feet. Larger developments, residential, live/work, drive- thru, take-out restaurants and entertainment uses require conditional use permits. This zone is placed along Compton Boulevard, Willowbrook Avenue West , Alameda Street East and the eastern portion of Rosecrans Boulevard. 11.7 percent of the Plan Area is zoned Medium Density Residential (RM), which accommodates residential uses with heights of up to 35 feet (three stories) and densities of up to 17 dwelling units per acre. The remaining area is contains Low Density Residential (RL), Commercial
3.8 Land Use and Planning
Impact Sciences, Inc. 3.8-7 Compton TOD Specific Plan Draft PEIR 1335.001 May 2022
Manufacturing (CM), Limited Manufacturing (ML), and Low, Medium, and High Parking Density Residential (PRL, PRM, and PRH) zones. 2
2 Ibid
a
Metro Line A
City of Compton
TOD Specific Plan Area
Compton Creek
Alameda Corridor
Commercial
Office
Industrial
Single-Family Residential
Institutional
Multi-Family Residential
Feet3,0002,0001,000500 0
NJOVUFXBML
NJOVUFCJLF
Land Uses in the Specific Plan Area
FIGURE 3.8-3
1335.001•02/22
SOURCE: The Arroyo Group, 2022
3.8 Land Use and Planning
Impact Sciences, Inc. 3.8-9 Compton TOD Specific Plan Draft PEIR 1335.001 May 2022
3.8.2 REGULATORY FRAMEWORK
3.8.2.1 Federal
United States Department of Transportation Act, Section 4(f) of 1966 (49 U.S.C. § 303) The Department of Transportation Act was enacted to preserve the natural beauty of the countryside, public park and recreation lands, wildlife and waterfowl refuges, and historic sites. Section 4(f) requires a comprehensive evaluation of all environmental impacts resulting from federal -aid transportation projects administered by the Federal Highway Administration, Federal Transit Administration, and Federal Aviation Administration that involve the use – or interference with use – of the following types of land. • Public park lands;
• Recreation areas;
• Wildlife and waterfowl refuges; and
• Publicly or privately owned historic properties of federal, state, or local significance.
National Environmental Policy Act (42 U.S.C. § 4321 et seq.) The United States Environmental Protection Agency (USEPA) implement s the National Environmental Policy Act (NEPA). NEPA provides information on expected environmental effects of federally funded projects. Impacts on land uses and conflicts with state, regional, or local plans and policies are among the considerations incl uded in the regulations. The regulations also require that projects requiring NEPA review seek to avoid or minimize adverse effects of proposed actions and restore and enhance environmental quality as much as possible.
Federal Land Policy and Management Act of 1976, as Amended The Federal Land Policy and Management Act (FLPMA) (Public Law 94 -579) governs how public lands administered by the Bureau of Land Management (BLM) are managed. The BLM manages large rural land areas, including land that is environme ntally sensitive. The BLM governs uses that are allowed on land that it manages, striving to balance environmental protection and conservation goals with other uses, such as recreation and grazing.
FLPMA provides guiding principles for BLM land management including multiple use, sustained yield, and environmental protection. The intent of FLPMA is to ensure that the BLM manages public lands so
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that they are utilized in the combination that will best meet the present and future needs of the American people for renewable and non-renewable natural resources.
FLPMA addresses topics such as land use planning, land acquisition, fees and payments, administration of federal land, range management, and rights-of-way on federal land. FLPMA has specific objectives and time frames in which to accomplish these objectives, giving it more authority and eliminating the uncertainty surrounding the BLM’s role in wilderness designation and management.
Federal Farm and Ranchland Protection Program
The Federal Farm and Ranchlan d Protection Program (FRPP), also referred to as the Farmland Protection Program (FPP), is a voluntary easement purchase program that helps farmers and ranchers keep their land in agriculture. Pursuant to the Farmland Protection Policy Act (FPPA) of 1981 S ections 1539- 1549, the Secretary of Agriculture is directed to establish and carry out a program to “minimize the extent to which Federal programs contribute to the unnecessary and irreversible conversion of farmland to nonagricultural uses, and to the ex tent practicable, will be compatible with state, unit of local government, and private programs and policies to protect farmland,” (7 USC 4201-4209 & 7 USC 658).
The program provides matching funds to state, tribal, or local governments and nongovernmental organizations with existing farmland protection programs to purchase conservation easements or other interests in land. FPP is reauthorized in the Farm Security and Rural Investment Act of 2002 (Farm Bill).
The Natural Resources Conservation Service (NRCS ) manages the program. Funds are awarded to qualified entities to conduct their farmland protection programs. Although a minimum of 30 years is required for conservation easements, priority is given to applications with perpetual easements.
3.8.2.2 State
General Plans and Land Use Regulations
State planning law (California Government Code Section 65300) requires every city and county in California to adopt a comprehensive, long -term general plan for the physical development of the jurisdiction and of any land outside its boundaries that, in the planning agency's judgment, bears relation to its planning (sphere of influence). A general plan should consist of an integrated and internally consistent set of goals and policies grouped by topic into a set of elem ents and guided by a jurisdiction -wide vision.
State law requires that a general plan address seven elements or topics (land use, circulation, housing, conservation, open space, noise, and safety), but allows some discretion on the arrangement and content.
Additionally, each of the specific and applicable requirements in the state planning law should be
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examined to determine if there are environmental issues within the community that the general plan should address, such as hazards or flooding.
Cities and counties are also required to comply with the Subdivision Map Act (California Code section 66410 et seq.). The Subdivision Map Act sets forth the conditions for approval of a subdivision map and requires enactment of subdivision ordinances by which local governments have direct control over the types of subdivision projects to be approved and the physical improvements to be installed.
Natural Community Conservation Planning Act of 1991, as Amended The Natural Community Conservation Planning Act of 1991, as amended in 2003 (California Fish and Game Code Section 2800- 2835) established the Natural Community Conservation Planning program for the protection and perpetuation of the state’s biological diversity. The CDFW established the program in order to conserve natural communities at the ecosystem level while accommodating compatible land use.
A Natural Community Conservation Plan (NCCP) identifies and provides for the regional or area -wide protection of plants, animals, and their habitats, while allowing comp atible and appropriate economic activity. The CDFW provides support, direction, and guidance to participants in order to ensure that NCCPs are consistent with the state ESA.
State Density Bonus Law
The State Density Bonus law (California Government Code Section 65915), signed into law in 1979, requires jurisdictions to provide applicants with a density bonus and incentives or concessions for the production of housing development in which affordable housing is also provided. Eligible projects include housing developments with 10 percent housing for lower income households, 5 percent of the housing for very low income households, senior citizen housing, and 10 percent of the total dwelling units provided as affordable housing in condominium projects.
Assembly Bill (AB) 2222
On September 27, 2014, former Governor Jerry Brown signed AB 2222, which amended sections of the State Density Bonus Law. AB 2222 requires that density bonus projects resulting in a loss of existing affordable and otherwise locally-regulated (i.e., rent-stabilized) housing units replace those units one -for-one. It also extends the affordability period from 30 to 55 years and expands the use of equity sharing in for-sale units.
Several other clarifications of the existing law are also included, but they were not judged to represent a change to current City policy.
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Senate Bill 375
The Sustainable Communities and Climate Protection Act of 2008 (Sustainable Communities Act, SB 375, Chapter 728, Statutes of 2008) supports the state’s climate action goals to reduce greenhouse gas (GHG) emissions through coordinated transportation and land use planning with the goal of creating more sustainable communities. Under the Sustainable Communities Act, the California Air Resources Board (CARB) sets regional targets for GHG emissions reductions from passenger vehicle use. In 2010, ARB established these targets for 2020 and 2035 for each region covered by one of the State's metropolitan planning organizations (MPO). CARB periodically reviews and updates the targets.
While CARB is responsible for setting region -wide targets for reduction of GHG emissions, each MPO is responsible for developing its own Sustainable Communities Strategy (SCS) in conjunction with a Regional Transportation Plan (RTP). The combined RTP/SCS provides integrated land use and transportation strategies and policies that, if implemented, are intended to allow the MPO region to meet the region-wide GHG targets set by CARB. The City is a member of the SCAG MPO, which adopted the 2020-2045 RTP/SCS in 2020. The RTP/SCS guides the transportation policies and investments for the region. CARB must review the adopted SCS to confirm and accept SCAG’s determination that the SCS, if implemented, would meet the regional GHG targets.
3 SB 375 uses CEQA streamlining as an incentive to encourage residential or mixed-use residential projects, which help achieve AB 32 goals to reduce GHG emissions.
SB 375 amends CEQA to add Chapter 4.2 Implementation of the SCS, which allows a CEQA exemption for Sustainable Community Projects (SCP), as well as streamlined CEQA analysis for Transit Priority Projects (TPPs) and certain residential or mixed-use projects. The following is a summary of the CEQA streamlining provisions in SB 375.
A TPP may be eligible for four typ es of CEQA relief: (1) SCP CEQA Exemption, (2) Sustainable Communities Environmental Assessment (SCEA), (3) a streamlined Environmental Impact Report (EIR), or (4) traffic mitigation measures. Each of the four types of CEQA relief enabled through SB 375 re quires that TPPs meet specific criteria in order to be eligible.
To qualify as a TPP, a project must be consistent with the general plan land use designation, density, building intensity, and applicable policies in an SCS accepted by ARB. A project must also meet the following criteria to be considered a TPP:
• Be at least 50% residential use based on building square footage;
3 California Air Resources Board, Sustainable Communities, https://www.arb.ca.gov/cc/sb375/sb375.htm, accessed October 2, 2019.
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• Contain at least 20 dwelling units/acre;
− Have a floor area ratio for the commercial portion of the project at 0.75 if the project conta ins between 26% and 50% nonresidential uses; and
− Be within 0.5 mile of a major transit stop4 or high-quality transit corridor5 included in the RTP. (1) Sustainable Communities Project (SCP) Exemption. A TPP is eligible for an SCP exemption from CEQA if it is consistent with the SCS and meets all of the following environmental criteria:
• The TPP and other projects that were approved prior to the TPP approval can be adequately served by existing utilities, and the project has paid or will pay any applicable in-lieu or development fees; • The project site does not contain wetlands or riparian areas, and does not include wildlife habitat of significant value or harm protected species;
• The project site is not contaminated (i.e., the site is not on the Cortese list); • The project site is subject to preliminary endangerment assessment regarding the potential for existing on-site activities to release hazardous substance and to determine the potential exposure of f uture occupants to health hazards from any nearby property or activities. Any hazards will be mitigated to a less-than-significant level;
• The project will not significantly affect an historic resource; • The project site is not subject to wildland fire hazar d, unusually high risk of fire/explosion from materials on adjacent properties, health hazards, seismic risk, landslide, or flood hazards; • The project site is not located on developed open space; and − The project would be 15% more energy efficient than req uired by California Code of Regulations (CCR) Title 24, and landscaping would use 25% less water than the regional average household.
In addition, the project must meet all the following land use criteria:
• The site is not more than eight acres;
4 Defined as a site containing an existing rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods. 5 Defined as a corridor with fixed route bus service with 15-minute service intervals during peak commute hours.
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• The project does not contain more than 200 units;
• The project does not result in the net loss of affordable housing; • None of the building levels exceeds 75,000 square feet; • Applicable mitigation, performance standards, and criteria from prior EIRs will be incorporated into the TPP;
• The project would not conflict with nearby operating industrial use; and • The project site is located within 0.5 miles of a rail transit station or a ferry terminal included in the RTP, or within 0.25 miles of a high-quality transit corridor.
Moreover, the project must meet at least one of the following criteria:
• At least 20% of the housing will be for families of moderate income, at least 10% will b e rented to families of low income, or at least 5% will be rented to families of very low income, and the developer provides legal commitments to ensure continued availability to households of these income groups; • The developer has paid or will pay in -lieu fees pursuant to local ordinance to result in an equivalent number of units that would otherwise be required above; or • The project will provide public open space at a ratio of at least five acres per 1,000 residents.
After a public hearing where a legisla tive body finds that a TPP meets all the requirements, a project can be declared as an SCP and can be exempted from CEQA.
(2) Sustainable Communities Environmental Assessment (SCEA) . A TPP that is not eligible for an SCP Exemption may nevertheless qualify for a SCEA if the project incorporates all feasible mitigation measures, performance standards, or criteria set forth in prior applicable certified environmental impact reports (including the RTP/SCS PEIR) (Public Resource Code [PRC] Section 21155.2(b)). An SCEA is comparable to a Negative Declaration in that the lead agency must find that all potentially significant impacts of a project have been identified, adequately analyzed, and mitigated to a level of insignificance. However, unlike a Negative Declar ation, an SCEA need not consider the cumulative effects of the project that have been adequately addressed and mitigated in prior EIRs. Also, growth -inducing impacts are not required to be referenced, described, or addressed. Additionally, project -specific or cumulative impacts from cars and light duty truck trips on global warming or the regional transportation network need not be referenced, described, or discussed. The SCEA must be circulated for 30 days, comments will be considered, and then
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the SCEA ma y be approved after a public hearing provided impacts are mitigated. The adequacy of an SCEA is reviewed under the substantial evidence legal standard, which means a court will uphold an agency’s decision if there is substantial evidence in light of the wh ole record to support its action. This is different from the typical “fair argument” standard of legal review for CEQA documents, which is less deferential and states that an EIR must be prepared when, after examining the entire record, there is substantial evidence to support a fair argument that the project may have a significant effect on the environment. The substantial evidence standard makes it more difficult for a petitioner to challenge an SCEA.
(3) Transit Priority Project (TPP) Streamlined Environmental Impact Report (EIR). Instead of an SCEA, a lead agency may choose to perform a streamlined EIR. If the lead agency determines that an EIR is required after conducting an Initial Study, it only needs to address potentially significant impacts. Where a cumulative effect has been adequately addressed and mitigated in a previous EIR, that cumulative effect shall not be treated as cumulatively considerable. The EIR is not required to analyze off-site alternatives to the TPP or discuss a reduced residential density alternative to address the effects of car and light duty truck trips generated by the project. Furthermore, the EIR is not required to include an analysis of growth - inducing impacts or any project -specific or cumulative impacts from cars and ligh t duty trucks trips generated by the project on global warming or the regional transportation network. The Initial Study must identify any cumulative effects that have been adequately addressed and mitigated in the prior applicable certified EIRs, and these cumulative effects are not to be treated as cumulatively considerable in the EIR. (4) Traffic Mitigation Measures . After a public hearing, a legislative body or local jurisdiction may adopt traffic mitigation measures that apply to TPPs (such measures mu st be updated as necessary every five years), including requirements for the installation of traffic control improvements, street or road improvements, and contributions to road improvement or transit funds, transit passes for future residents, or other me asures that will avoid or mitigate traffic impacts of TPPs. If such measures are adopted by a local jurisdiction, no additional traffic mitigation are required for TPPs (measures addressing public health and bicycle safety may still be imposed).
Senate Bill 743
SB 743, adopted September 27, 2013, amends the State Congestion Management Act (California Government Code Section 65088) to harmonize the act and its definitions with SB 743 and the SCS. SB 743 includes new definitions for “bus rapid transit corridor” and “infill opportunity zone.” Key provisions of SB 743 include adding a new chapter to CEQA for Modernization of Transportation Analysis for Transit - Oriented Infill Projects, beginning with PRC Section 21099.
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An infill site is defined by PRC Sectio n 21099(a)(4) as “a lot located within an urban area that has been previously developed, or on a vacant site where at least 75% of the perimeter of the site adjoins or is separated only by an improved public right -of-way from parcels that are developed wit h qualified urban uses.”6
A transit priority area (TPA) is defined by PRC Section 21099(a)(7) as “an area that is within 0.5 miles of a major transit stop that is existing or planned, if the project is scheduled to be completed within the planning horizon included in an adopted Federal Transportation Improvement Program adopted pursuant to Section 450.216 or 450.322 of Title 23 of the Code of Federal Regulations.” SB 743 also requires that the State Office of Planning and Research (OPR) develop revisions to the CEQA Guidelines to establish criteria for determining the significance of transportation impacts of projects within TPAs that promote the reduction of GHG emissions, the development of multimodal transportation networks, and a diversity of land uses .
It also allows OPR to develop alternative metrics outside of TPAs. In addition, PRC Section 21099(d) provides that aesthetic and parking impacts of a residential, mixed use residential, or employment center project on an infill site within a transit prio rity area, shall not be considered significant impacts on the environment. See Section 3.1, Aesthetics, and Section 3.13, Transportation, for further discussion.
CEQA Streamlining for Infill Projects Senate Bill 226 (SB 226) The CEQA Streamlining for Infill Projects (SB 226) sets forth a streamlined review process for infill projects and includes performance standards that will be used to determine an infill project’s eligibility for streamlined review. The purpose of SB 226 a nd updated CEQA Guidelines Section 15183.3 is to streamline the environmental review process by “limiting the topics subject to review at the project level where the effects of infill development have been addressed in a planning level decision or by unifo rmly applicable development policies.” Residential, commercial and retail, public office buildings, transit stations, and schools are eligible for this streamlining provided they meet the following requirements: (1) are located in an urban area on a site t hat has been previously developed or adjoins existing qualified urban uses on at least 75 percent of the site’s perimeter; (2) satisfy the performance standards provided in Appendix M [of CEQA]; and, (3) are consistent with the general use designation, density, building intensity, and applicable policies specified for the project area in either a sustainable communities strategy or an alternative planning strategy, with some exceptions. Under SB 226, some development and transportation projects assumed as a part of the proposed Plan may be eligible to use a streamlined version of the environmental review process.
6 “Employment center project,” is defined as a project located on property zoned for commercial uses with a floor area ration of no less than 0.75 and that is located within a TPA (PRC Section 21099(a)(1)).
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Complete Streets Act
Assembly Bill 1358, the Complete Streets Act (Government Code Sections 65040.2 and 65302), was signed into law by former Gover nor Arnold Schwarzenegger in September 2008. As of January 1, 2011, the law requires cities and counties, when updating the part of a local general plan that addresses roadways and traffic flows, to ensure that those plans account for the needs of all road way users. Specifically, the legislation requires cities and counties to ensure that local roads and streets adequately accommodate the needs of bicyclists, pedestrians and transit riders, as well as motorists. At the same time, the California Department of Transportation (Caltrans) unveiled a revised version of Deputy Directive 64, an internal policy document that now explicitly embraces Complete Streets as the policy covering all phases of state highway projects, from planning to construction to maintenance and repair.
3.8.2.3 Local and Regional
Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) The Southern California Association of Governments (SCAG) is an association of local governments and agencies that serves as a Metropolitan Planning Organization, a Regional Transportation Planning Agency, and a Council of Governments. The SCAG region encompasses six counties (Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura) and 191 cities. SCAG is responsible for developing long-range regional transportation plans, including the regional Sustainable Communities Strategy and associated growth forecasts, regional transportation improvement programs, regional housing needs allocations and a portion of the South C oast Air Quality management plans (SCAG 2018).
SCAG’s 20 20-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), Connect SoCal, is a long-range regional transportation and land use network plan that looks ahead 20+ years and provides a vision of the region’s future mobility and housing needs with economic, environmental and public health goals. Connect SoCal builds upon and expands land use and transportation strategies established over several planning cycles to increase mobility op tions and achieve a more sustainable growth pattern. It charts a path toward a more mobile, sustainable and prosperous region by making connections between transportation networks, between planning strategies and between the people whose collaboration can improve the quality of life for Southern Californians. SCAG adopted its current RTP/SCS in September 2020.One of the key strategies included in Connect SoCal is focus regional growth around Transit Priority Areas that are within one half mile of existing or planned ‘major’ transit stops in the region.
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City of Compton General Plan
State Law (Government Code Section 65300) requires that each city and county, including charter cities and counties, adopt a comprehensive, integrated, long -term General Plan to direct future growth and development and accommodate potential changes or increases to population and employment. The General Plan is a fundamental policy document that defines how a city should use and manage its resources into the future. State law requires seven General Plan Elements: land use, circulation, housing, conservation, open space, noise, and safety.
The City’s current General Plan was adopted in December 1991. The General Plan serves as a blueprint for the City’s planning efforts and v ision for the future. The General Plan has nine citywide elements:
Land Use, Housing, Circulation, Public Safety, Noise, Public Facilities, Urban Design, and Economic Development. These elements contain goals, policies, and actions that apply to all incorporated areas in the City of Compton.7
City of Compton Land Use Element
The Land Use Element and the Land Use Policy Map establish the overall policy direction for land use planning decisions in the City. The Land Use Policy Map provides the location and distribution of land use in Compton while the Land Use Element describes the form these uses will take by defining land use designations. The Land Use Element of the General Plan outlines the following objectives:
• To revitalize the City through public and private redevelopment efforts; • To attain a mix of land use within the City, thereby providing residents with ready access to housing, employment, and commercial services;
• To encourage private investment in the City;
• To ensure that residents from all income levels have access to decent, affordable housing; • To stabilize and protect single-family housing resources in the community; • To create a City environment which makes Compton a pleasant place to live, work, shop, and do business;
• To improve Compton's built environment through design guidelines and aggressive code enforcement; and
7 The City is currently beginning a planning process to update their General Plan. A draft General Plan was released in 2011, but it was never adopted.
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• To enhance and diversify Compton's tax base.
The following goals and policies of the City of Compton General Plan are applicable to the proposed Compton TOD Specific Plan project.
Land Use Goal 1. Revitalize Compton, and create a safe, attractive, desirable community with attracts new businesses and residents of all income ranges.
Policy 1.2. Adopt redevelopment plans for the City’s commercial and industrial areas; limit the use of eminent domain in carrying out redevelopment programs.
Policy 1.4. Establish an implement a comprehensive economic development strategy which works in concert with redevelopment, housing, and land use goals Policy 1.6. Promote quality design in new development projects Policy 1.8. Use specific plans and similar planning approaches to focus revitalization efforts on target neighborhoods.
Land Use Goal 2. Maintain a balanced and diversified distribution of land use in Compton Policy 2.1. Provide increased market rate housing opportunities.
Policy 2.2. Provide incentives to attract retail commercial businesses which serve both the local and regional markets.
Policy 2.3. Encourage mixed use residential and retail/service commercial developments along Compton and Rosecrans Boulevards and Wilmington Avenue.
Land Use Goal 3. Provide a wide range of business opportunities and establish a strong commercial and industrial base
Policy 3.2. In efforts to attract new businesses, emphasize Compton’s accessibility via passenger rail, freeways, and arterial highways.
Policy 3.3. Recognize the important role that small, local businesses play in the local economy through their provision of jobs, as a source of sales tax revenue, and by providing a sense of identity to the City.
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Land Use Goal 4. Provide infrastr ucture systems and public services that adequately meet the demands created by land use policy.
Policy 4.1. Limit development of new Medium and High Density Residential projects to those areas where water, sewer, and street systems can support more dense development. Require systems to be upgraded as necessary to support higher residential densities.
Policy 4.2. Income necessary infrastructure improvements in project plans and funding arrangements in areas targeted for redevelopment and revitalization
Policy 4.3. Involve the Fire and Police Departments in the review of development proposals to ensure that these agencies’ needs and concerns are accounted for in project design.
Housing Element Goal 4. The City of Compton will encourage development of a viable urban community consistent with orderly growth and environmental conservation to provide suitable living environments, with access to employment, community facilities, and services.
Policy 4.3. The City of Compton will encourage the application of high quality urban design standards to create safe, attractive, functional housing units and neighborhoods.
Policy 4.6. The City of Compton will identify the best possible locations and development standards for residential development and encourage a high quality environment for family life.
Conservation/Open Space Element
Policy 1.2. Locate multi-family development close to commercial areas to encourage pedestrian rather than vehicular travel.
Policy 1.3. Develop a balance of land uses within the City to promote a reduction of distance between residence and workplace.
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City of Compton Zoning Ordinance
Chapter 30 of the CMC, known as the Zoning Law of the City of Compton, implements the land use policies of the General Plan. The Zoning Law is det ailed with respect to specific development standards and land use requirements. The City’s Zoning Law includes specific standards and development regulations regarding permitted uses, building heights, yard areas, parking requirements, setbacks, and other requirements. The City’s Zoning Law includes specific standards and development regulations regarding permitted uses, building heights, yard areas, parking requirements, setbacks, and other requirements. Zoning is used to implement long -term land use policy. In accordance with State requirements, the City’s zoning patterns are consistent with Compton’s Land Use Policy Map.
3.8.4 IMPACTS AND MITIGATION MEASURES
Thresholds of Significance
The following thresholds for determining the significance of impacts related to land use and planning are contained in the environmental checklist form contained in Appendix G of the most recent update of the CEQA Guidelines. Adoption and/or implementation of the Compton TOD Specific Plan could result in significant impacts if any of the following would occur:
• Physically divide an established community.
• Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect.
Methodology
The discussion in this impact section serves two purposes, identifying significant impacts related to land use, and compliance with CEQA Guidelines Section 15125(d) , which requires that an EIR include a discussion of any inconsistencies with applicable plans. However, it does not require the EIR to reach a conclusion on whether a conflict exists. Additionally, a conflict between a project and an applicable plan is not necessarily a significant impact under CEQA unless the inconsistency will result in an adverse physical change to the environment that is a “significant environmental effect” as defined by 15382. An inconsistency between a proposed project and an applicable plan is a legal determination that may or may not indicate the likelihood of a physical environmental impact. In some cases, an inconsistency may be evidence that an underlying physical impact is significant and adverse. For example, if a proposed project affected agricultural land, one standard for determining whether the impacts were significant would be to
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determine whether the project violated a plan or policy protecting agricultural land; the environmental impact, however, would be the physical conversion of agricultural land to non-agricultural uses. Similarly, an excerpt from Section 12.34 of the legal practice guide, Practice under the California Environmental Quality Act by the Continuing Education of the Bar, illustrates the point:
…if a project affects a river corridor, one standard for determining whether the impact is significant might be whether the project violates plan policies protecting the corridor; the environmental impact, however, is the physical impact on the river corridor.
Analysis of conflicts and consistency with applicable plans will be included in this impact section. Under State Planning and Zoning law (Gov’t Code §§ 65000, et seq.) strict conformity with all aspects of a plan is not required. Generally, plans reflect a range of competing interests and agencies are given great deference to determine consistency with their own plans. A proposed project should be considered consistent with a general plan or elements of a general plan if it furthers one or more p olicies and does not obstruct other policies. Generally, given that land use plans reflect a range of competing interests, a project should be compatible with a plan’s overall goals and objectives but need not be in perfect conformity with every plan policy.
For purpose of identifying significant impacts related to land use impacts, they can be either direct or indirect. Direct impacts result in division of neighborhoods or communities, such as a community that could be physically divided by the construction of a new road, freeway, or railway that effectively isolates a portion of the community from the remainder of the community; or interference with land use plans, including habitat or wildlife conservation plans that result in significant environmental effects. Land use compatibility is typically addressed based on direct physical environmental impacts – primarily noise and air quality but also aesthetics, traffic, hazards, water quality and other physical environmental issues, i.e., where one use genera tes physical impacts that could significantly adversely affect another use. These issues are generally addressed through existing regulations and policies and are comprehensively addressed in each environmental issue area in this document and summarized a s applicable and appropriate in the discussion of Impact 3.8-2 below. As related to impact analysis, this section focuses on direct land use impacts. Indirect impacts are secondary effects resulting from land use policy implementation are generally addressed in other topical sections of this PEIR. For example, traffic impacts resulting from increased traffic as a result of anticipated development under the Plan would be discussed in the transportation section of this P EIR; public service impacts resulting from increased demand from increased development under the Proposed Plan is discussed in public services section of this P EIR.
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3.8.5 ENVIRONMENTAL IMPACTS
Impact LAN-1 Physically divide an established community.
Less than significant
Existing established communities in the Plan area include the low-density residential areas in the west, northwest, east, and northeast of the Plan area; the high-density residential in the south of the Plan area; the public institutional areas throughout the Plan a rea; the general commercial areas to the east of the Metro A Line ; and the mixed -use areas along Compton Blvd, Rosecrans Ave, and Willowbrook. The Metro A Line currently divides the Plan Area in half, and the Alameda Corridor creates another dividing boundary to the east of the Metro A Line . The Specific Plan does not propose any new highways, airports, railways, or other physical features that would physically divide an established community in the Plan area.
The objective of the Plan is to ensure future development within the Specific Plan area would provide for a walkable neighborhood of integrated land uses near regional transit. The Plan would provide redevelopment and infill development that would res ult in higher density housing, employment opportunities, and mixed -use development. In addition, the Specific Plan would improve pedestrian and bicycle routes and linkages throughout the Specific Plan area and to/from the Compton Station.
The physical framework of Downtown Compton consists of three primary districts:
• Civic Center: This area, anchored by the MLK Memorial Plaza, would remain the symbolic center of the City with new plaza improvements and land uses. While much of the area will remain similar to existing conditions, the Proposed Specific Plan considers new buildings of 3 to 10 stories with densities up to 175 dwelling units per acre at selected sites.
• Commercial Core: This area consists of the Compton Renaissance Center and Towne Center shopping centers, the MLK Transit Plaza, and adjacent areas around the Metro A (Blue) Line Compton Station.
This area would retain its identity as the key commercial center of the City. In this area, the Proposed Specific Plan considers new buildings of 3 to 10 stories with residential sections allowing densities up to 175 dwelling units per acre at selected sites.
• Historic Core / Compton Boulevard East: This area stretches along Compton Boulevard between Alameda Street and Santa Fe Avenue. The Proposed Specific Plan considers development of 3 to 6 stories for this area. Densities may range up to 100 dwelling units per acre.
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Through the Plan, t hese three districts will be united through a pedestrian -friendly, activated Compton Boulevard and diagonal connection to the Metro station.
Additionally, the Specific Plan proposes improvements to the street network with particular attention on several corridors: Willowbrook Avenue ; Alameda East ; and Compton Boulevard to include new pedestrian and bicycle amenities to increase mobility and connection to the Compton Station. Each of these corridors is proposed to be modified to create a more walkable, bikeable, and transit-oriented station area.
Willowbrook Avenue (comprised of Willowbrook Avenue West and Willowbrook Avenue East) is the major access pathway to the Metro station, however it is currently unsafe and confusing to navigate for pedestrians, particularly at intersections . The Specific Plan will redesign Willowbrook Avenue West restricted to one-way traffic northbound and Willowbrook Avenue East to one-way traffic southbound.
Willowbrook Avenue East will be reconnected with the Compton Letters Plaza, which will enable direct access from Rosecrans Avenue to the Commercial Core. The Specific Plan will also construct bike lanes on both side, plant street tree bulbs, and build raised crossings to connect Compton Station to the Metro Plaza. The existing MLK bus station would be preserved.
Alameda East between Rosecrans Avenue and Compton Boulevard is a little-used roadway. The Specific Plan proposes to close the roadway and convert the street into a greenway that will provide safe bicycle and pedestrian access to Wilson Park and Downtown Compton. The greenway would also implement stormwater infiltration elements and plantings to provide buffers to the rail lines to the west, This would help facilitate residential development to the east of the greenway.
The Spec ific Plan proposes that Compton Boulevard become the center of Downtown Compton.
Compton Boulevard between Acacia Avenue and Santa Fe Avenue will be redesigned to increase the sidewalk widths and decrease the roadbed from five travel lanes to three travel lanes, and include a bike lane. This will be the setting of the Compton Walk, which will link the Civic Center, Commercial Core, and Historic Core districts with the Metro station through a pedestrian -friendly, activated streetscape.
These additions would further connect existing established communities in the Plan Area, improve ease of navigation, and increase safety.
The Specific Plan proposes to enhance the existing bicycle network and develop a new comprehensive network to improve safety and convenience. The Specific Plan implements feasible facilities throughout the plan area to provide a bikeway system that serves to link people with schools, parks, employment and shopping areas, and transit.
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Development occurring under the proposed Specific Plan is anticipated to occur over a 20 -year period and would involve infill development utilizing the established roadway netw ork, transit network, and urbanized land use pattern. The increase in development capacity that would occur through implementation of the Specific Plan is intended primarily to allow intensified development or a more transit-oriented mix of land uses. The proposed zoning changes do not introduce substantially different land uses, or otherwise introduce land uses that would physically divide the Specific Plan area. Rather, the proposed Specific Plan integrates existing uses in the area, enhances mobility, an d connectivity of land uses through implementation of mixed uses, resulting in a more physically connected community.
Overall, the proposed Specific Plan would increase the density/intensity of development as well as the presence of pedestrians throughout the Specific Plan area. The Plan area would increase from 12,323 residents to a projected 21,559 residents in 2040. The existing community would not be divided. The proposed Specific Plan would provide for additional residential and related commercial an d employment development and improved connectivity within the existing community and transit network, and would not result in the division of an established community. Conversely, the Plan would establish a more integrated network of community land uses an d mobility. Thus, impacts related to physical division of an established community would not occur.
Mitigation Measures
No mitigation is required.
Impact LAN-2 Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect.
Specific Plan Consistency with Applicable Land Use Plan, Policies, and Regulations SCAG’s Connect SoCal RTP/SCS is a long-range regional transportation and land use network plan that provides a vision of the region’s future mobility and housing needs with economic, environmental and public health goals. Similarly, the City’s current General Plan (1991) serves as a blueprint for the City’s planning efforts and vision for the future.
Table 3.8- 1 demonstrates the Specific Plan’s consistency with relevant Connect SoCal’s goals and policies, whereas Table 3.8-2 discusses the Plan’s consistency with relevant policies from the City of Compton’s General Plan’s Land Use Element, Housing Element, and Conservation/Open Space/Parks and Recreation Element. Policies that are redundant between elements are omitted, as are policies that call for City actions independent of review and approval or denial of the proposed Specific Plan. The
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ultimate determination of whether the proposed Specific Plan is consistent with applicable general plans lies with Compton’s decision- making bodies, specifically the Planning Commission and City Council.
Table 3.8-2
Specific Plan Consistency with SCAG’s Connect SoCal RTP/SCS Advisory Land Use Policies Connect SoCal RTP/SCS Goals Discussion
Goal 1. Encourage regional economic
prosperity and global competitiveness
Consistent. The Specific Plan encourages the redevelopment of this area with land uses that appropriately suit the transit station and introduces walkable, mixed-use, residential, and commercial uses within walking distance of the station. The location along the train line allows for residents and employees to travel more freely within the region, increasing the competitiveness of Compton as a desirable place to live and work.
Goal 2: Improve mobility, accessibility,
reliability, and travel safety for people and
goods
Consistent. The Specific Plan would allow for the creation of neighborhoods focused on transit-oriented housing, local and regional commercial services, community resources, and a range of multi- modal transportation practices. The Specific Plan would therefore increase mobility, accessibility, and safety by placing housing with adequate access to services, transportation, and open space.
Goal 3: Enhance the preservation, security,
and resilience of the regional transportation
system
Not Applicable. This Goal is directed towards SCAG and does not apply to the proposed project. While this strategy calls on enhancing the preservation, security, and resilience of the transportation system, the proposed plan would not interfere with such policymaking.
Goal 4: Increase person and goods movement
and travel choices within the transportation
system
Consistent. The Specific Plan aims to provide access to employment, retail services, and other daily needs via alternate modes of transportation, including public transit. The Specific Plan encourages a walkable, vibrant, and safe transit-oriented community around the Compton A Line Station. Accordingly, the Specific Plan would develop a node along the Metro A Line corridor by initiating, concentrating, and densifying mixed-use development around the Compton Station.
Goal 5: Reduce greenhouse gas emissions and
improve air quality
Consistent. The proposed project will decrease criteria air pollutant and GHG emissions because of its proximity to public transit and the reduction of vehicle miles traveled.
Goal 6: Support healthy and equitable
communities
Consistent. The Proposed Specific Plan would allow a range of housing types near the Compton Station that would appeal to the needs and lifestyles of a wide range of residents. In addition, the Specific Plan would maintain and create additional employment opportunities adjacent to transit by introducing new retail and office uses while preserving existing industrial and commercial jobs in the remainder of the Plan Area.
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Connect SoCal RTP/SCS Goals Discussion
Goal 7: Adapt to a changing climate and
support an integrated regional development
pattern and transportation network
Consistent. The Specific Plan would minimize congestion impacts on the region because of its proximity to public transit and would encourage mixed-use development within the Downtown
Compton area.
Goal 8: Leverage new transportation
technologies and data-driven solutions that
result in more efficient travel
Not Applicable. This Goal is directed towards SCAG and does not apply to the proposed project. This strategy calls on SCAG to use new transportation technologies and data-driven solutions to increase travel efficiency. The proposed plan would not interfere with this goal.
Goal 9: Encourage development of diverse
housing types in areas that are supported by
multiple transportation options
Consistent. The Proposed Specific Plan would encourage the development of multi-family residential buildings within walking distance of the Compton A Line station. Additionally, the Plan will preserve existing low-density neighborhoods east of Rose Avenue to North Matthisen Avenue. The range of housing types near the Compton Station would appeal to the needs and lifestyles of a wide range of residents.
Goal 10: Promote conservation of natural and
agricultural lands and restoration of habitats
Not Applicable. This Goal is directed towards SCAG and does not apply to the proposed project. This strategy calls on SCAG to promote the conservation of natural and agricultural land and the restoration of habitats. The Proposed Plan is located in an urban area. Therefore, the proposed plan would not interfere with this goal.
Connect SoCal RTP/SCS Strategies Discussion
Strategy 1: Focus growth near destinations
and mobility options
Consistent. The Proposed Specific Plan concentrates growth around the Compton A Line Metro Station, and provides
improved pedestrian and bicycle infrastructure
Strategy 2: Promote diverse housing choices. Consistent. The Proposed Specific Plan would encourage the development of multi-family residential buildings in Downtown Compton, while preserving existing low-density residential areas.
Strategy 3: Leverage technology innovations Not Applicable. This strategy is directed to SCAG and does not apply to the proposed project. This strategy aims to promote low emission technologies, improve access to services through technology, and identify ways to incorporate “micro-power grids” in communities. The proposed plan would not interfere with this strategy.
Strategy 4: Support implementation of
sustainability policies
Consistent. The proposed project incorporates Design Guidelines that encourage green infrastructure and sustainable features such as green roofs and landscaping.
Strategy 5: Promote a Green Region Consistent. The Specific Plan would promote the creation of a greenway system along Alameda East between Rosecrans Avenue and Compton Boulevard, which will provide green space, and pedestrian and bicycle access.
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The project is a specific plan that would govern development in the Plan area. To approve the development of the Plan as proposed, the City of Compton must adopt the Specific Plan. By adopting the Specific Plan, the City of Compton would also be adopting the anticipated development associated with the Plan. Development under the Specific Plan and its elements would be consistent with the City of Compton General Plan. Table 3.8-3, General Plan Goals and Policies, includes the goals and policies included in the General Plan and pertinent to the project.
The Specific Plan would function as a regulatory document which supersedes the Development Code within the Specific Plan boundary. In cases where the Specific Plan conflicts with the Development Code, the Specific Plan would take precedence. Where the Specific Plan is silent on a topic(s), the Development Code would remain in force.
Table 3.8-3
Specific Plan Consistency with the City of Compton General Plan General Plan Policy Discussion
Land Use Element
Goal 1.0: Revitalize Compton, and create a safe, attractive, desirable community which attracts new businesses and residents of all income ranges
Policy 1.2: Adopt redevelopment plans for the City’s
commercial and industrial areas; limit the use of eminent domain in carrying out redevelopment programs.
Consistent. The Proposed Specific Plan will create
development opportunities across the entire Specific
Plan area, and identifies key opportunity sites. Eminent domain is not proposed.
Policy 1.4: Establish an implement a comprehensive
economic development strategy which works in concert
with redevelopment, housing, and land use goals
Consistent. The Specific Plan facilitates the
development of a mixed-use district with enhanced
access to public spaces, attracting investment and
strengthening the City’s economic base and
infrastructure. The Plan clusters residential,
commercial, and office space in the area surrounding
the Metro A Line’s Compton station
Policy 1.6: Promote quality design in new development
projects.
Consistent. The Specific Plan would establish design
standards (e.g., façade enhancements, lighting, building orientation, etc.) to ensure that new development
throughout the Specific Plan area exhibits quality
design.
Policy 1.8: Use specific plans and similar planning
approaches as means to focus revitalization efforts on
target neighborhoods.
Consistent. The Specific Plan would initiate transit-
oriented planning around the Compton A Line Station.
The Specific Plan would encourage development in the
Specific Plan’s three proposed districts to revitalize
neighborhoods on a locally-oriented planning-scale.
Goal 2.0: Maintain a balanced and diversified distribution of land use in Compton
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Policy 2.1: Provide increased market rate housing
opportunities.
Consistent. The Specific Plan would allow for up to
2,178 new multi- family housing units. Some affordable
units may be implemented due to density bonus and
other transit-oriented development incentives;
however, most of the residential development expected
under the proposed Specific Plan is anticipated to be
market-rate.
Policy 2.2: Provide incentives to attract retail
commercial businesses which serve both the local and
regional markets.
Consistent. The Specific Plan would allow for
increased development potential of commercial land
uses in the Commercial Core district. Mixed-use
development would be encouraged to attract new
businesses that serve residents and regional markets
for those travelling along the Metro A Line.
Policy 2.3: Encourage mixed use residential and
retail/service commercial developments along
Compton and Rosecrans Boulevards and Wilmington
Avenue.
Consistent. The Specific Plan encourages mixed-use
residential and commercial development along
Compton Blvd, Rosecrans Blvd, and Wilmington
Avenue.
Policy 2.7: Provide sufficient park land and open space resources to meet the community’s diverse needs.
Consistent. The Specific Plan would provide new park
and open space resources by laying the framework to
revitalize MLK Plaza and other Civic Center and
Historic Core open spaces. These resources would
create new opportunities for walking, biking, and other recreation for the community.
Goal 3.0: Provide a wide range of business opportunities and establish a strong commercial and industrial base.
Policy 3.2: In efforts to attract new business,
emphasize Compton’s accessibility via passenger rail,
freeways, and arterial highways.
Consistent. The Specific Plan would create new
commercial development potential near the Metro A
Line’s Compton station, Alameda Rail Corridor, and
the SR-91 freeway, which would promote accessibility
to transit options.
Policy 3.3: Recognize the important role that small,
local businesses play in the local economy through
their provision of jobs, as a source of sales tax
revenue, and by providing a sense of identity to the
City.
Consistent. The Specific Plan would allow for the
development of new retail and office space in mixed-
use projects that include housing units. In so doing, the project would create new, localized employment
opportunities, new sales tax revenue, and new identity
as a transit-oriented community.
Goal 4.0: Provide infrastructure systems and public services that adequately meet the demands created by land use policy.
Policy 4.1: Limit development of new Medium and
High-Density Residential projects to those areas where
water, sewer, and street systems can support more
dense development. Require systems to be upgraded
as necessary to support higher densities.
Consistent. As discussed in Section 3.13, Utilities and Service Systems, the City’s local sewer lines would be
expanded or improved on an as-needed basis during
implementation of each project phase and no major
alterations to Los Angeles County Sanitation District
(LACSD) regional trunk lines are anticipated to be
necessary as a result of implementation of the
proposed project phases. Nonetheless, with adherence
to applicable regulations and General Plan policies, the proposed project would have adequate wastewater
conveyance systems and impacts related to wastewater
conveyance would be less than significant. Although
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the Specific Plan would alter the Plan Area’s
circulation systems, all streets are intended to
accommodate sidewalks with ample space for
landscape, walkways, and bikeways where planned.
Intersection and curb-cuts should be designed to
prioritize pedestrian safety and accessibility.
Policy 4.2: Include necessary infrastructure
improvements in project plans and funding
arrangements in areas targeted for development
and revitalization.
Consistent. The Specific Plan analyzed the existing
infrastructure capacity and determined that the
existing water and sewer system will accommodate
future demands. Electricity, natural gas, and
telecommunications systems will be reviewed on a
case-by-case basis to determine whether improvements
will be needed as part of development approval.
Approval of individual development projects will
require the inclusion of infrastructure as necessary.
Policy 4.3: Involve the Fire and Police Departments
in the review of development proposals to ensure
that these agencies’ needs and concerns are
accounted for in project design.
Consistent. The Compton Fire Department and the Los
Angeles County Sheriff’s Department have been
contacted regarding the impact of the Specific Plan to
public safety services. As described in Section 3.12,
Public Services, environmental impacts related to
sheriff services would be less than significant.
However, upon development of the Specific Plan, the
individual applicant’s will be required to pay their fair share contribution to a new fire station and/or required equipment to maintain response times; the
construction of this facility may have significant and
unavoidable environmental impacts.
Housing Element
Goal 3.0: Eliminate conflicts between residential and non-residential uses.
Policy 3.2: Require new residential projects adjacent to commercially and industrially zoned properties to
incorporate adequate buffers into site plan design.
Consistent. The Specific Plan incorporates design
guidelines, which include provisions for residential
uses to be buffered from adjacent industrial uses
and off-site parking by a wall and vegetation. New
buildings will be oriented to promote privacy.
Policy 3.3: Perform thorough environmental review
of all industrial development proposals planned near
residentially zoned land.
Consistent. The Specific Plan does not propose any
new industrial square footage or new industrial land
uses. Any new industrial uses would need to be
developed in areas that are currently industrially-
designated. Such projects would be subject to
environmental review pursuant to CEQA.
Conservation/Open Space/Parks and Recreation Element
Goal 1.0: Reduce air pollution through land use, transportation, and energy use planning.
Policy 1.2. Locate multi-family development close
to commercial areas to encourage pedestrian rather
than vehicular travel.
Consistent. The Commercial Core district
promotes mixed-use commercial and residential
development. Mixed-use buildings will include
ground floor retail and upper floor residential
units. Commercial uses will be interspersed with
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residential uses on the same block. Additionally,
the district would include a pedestrian mall to
facilitate walkability and transit access.
Policy 1.3: Develop a balance of land uses within
the City to promote a reduction of distance
between residence and workplace.
Consistent. The Proposed Specific Plan facilitates
new residential uses near the existing employment
centers in Downtown Compton. The Plan would
also introduce new commercial employment
opportunities near housing in mixed-use projects.
Less than Significant Impact.
Mitigation Measures
No mitigation is required.
3.8.6 CUMULATIVE IMPACTS
As discussed in Section 2.0, Project Description, the Specific Plan would accommodate up to 2,178 multi- family residential units, a net reduction in 39,000 s quare feet of new retail space, 97,000 square feet of new office space, and a 90,000 square feet, 150-room hotel. In addition to the development capacity of the Proposed Specific Plan, the City of Compton is developing a Transit Oriented Development Specific Plan surrounding the Artesia A Line Station, which includes the Art -Com mixed-use development and the Crystal Casino redevelop ment. The Artesia TOD Specific Plan will add 989 units of housing, 36,988 square feet of retail space, 52,447 square feet of office space, and 73,000 square feet of other commercial space. This will result in a total addition of 3,167 units of housing, 149,447 square feet of office space, 73,000 square feet of other commercial space, a 150-room hotel, and a net loss of 2,012 square feet of retail to the City of Compton. Additionally, there are several developments in the pipeline in Specific Plan Area, including 501/601 E Compton Boulevard, which will contain 290 residential units, an Innovation Hub, and 7,000 square feet of retail uses at N Willow Avenue and Compton Boulevard.
While the Specific Plan and other land use changes would increase the intensity of development in Compton beyond that envisioned in the Compton General Plan adopted in 1991 and Connect SoCal RTP/SCS, the project-specific impacts related to land use compatibility would be less than significant, as discussed in Impact LU -2. The development would be consistent with overall goals and policies in the Compton General Plan, as discussed in Section 3.8.2, Regulatory Framework . Any future developments proposed within the Plan Area and the City would need to be reviewed on a case- by-case basis for compliance with the Specific Plan and the City’s General Plan Urban Design Element, Zoning Code, and any other relevant governing policies or plans. Therefore, the project -specific impacts associated w ith
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land use consistency would be less than significant. Potential impacts would not be cumulatively considerable.
Mitigation Measures
No mitigation is required.
3.8.6 REFERENCES
California Air Resources Board, Sustainable Communities, https://www.arb.ca.gov/cc/sb375/sb375.htm , accessed October 2, 2019.
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3.9 NOISE
INTRODUCTION
The purpose of this noise analysis is twofold: (1) to evaluate the Specific Plan in terms of its design to ensure that it is appropriately planned from a noise perspective , and (2) to evaluate the noise impact of the project on t he surrounding (off -site) areas. Noise modeling conducted for the project is contained within Appendix 3.9 of this PEIR.
3.9.1 FUNDAMENTALS OF NOISE AND VIBRATION
3.9.1.1 Character istics of Noise
Noise is usually d efined as unwanted sound. Noise becomes unwant ed when it interferes with normal activities, causes actual physical harm, or has adverse effects on health. The definition of “ noise” as unwanted sound implies that it has an adverse effect on people and their environment.
Noise is measured on a logarithmic scale of sound pressure level known as a decibel (dB). The human ear does not respond uniformly to sounds at all frequencies; it is less sensitive to low and high frequencies than to medium frequencies , which correspond with human speech. In response, the A -weighted noise level (or scale) has been developed. It corresponds better with people’s subjective judgment of sound levels. This A-weighted sound level is called the “noise level” and is referenced in uni ts of dB(A). Because noise is measured on a logarithmic scale, a doubling of sound energy results in a 3 dB(A) increase in noise levels. However, changes in a noise level of less than 3 dB(A) are not typically noticed by the human ear. 1 A change from 3 to 5 dB(A) m ay be noticed by some individuals wh o are extremely sensitive to changes in noise, and a 5.0 dB(A) increase is readily noticeable. The human ear perceives a 10 dB(A) increase in sound level as a doubling of sound.
Noise sources occur in two forms: (1) poin t sources, such as stati onary equipme nt, loudspeakers, or individual motor vehicles; and (2) line sources, such as a roadway with a large number of point sources (motor vehicles). Sound generated by a point source typically diminishes (attenuates) at a rat e of
6.0 dB(A) for each doubling of d istance from the source to the receptor at acoustically “hard” sites and
7.5 dB at acoustically “soft” sites. 2,3 For example, a 60 dB(A) noise level measured 50 feet from a point source at an acoustically hard site would be 54 dB(A) 100 feet from the sour ce and 48 dB(A) 200 feet from
1 California Department of Transportation, Technical Supplement to the Traffic Noise Analysis Protocol. September, 2013.
2 Ibid.
3 California Department of Transportation, Technical Supplement to the Traffic Noise Analysis Protocol. October, 1998.
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the source. Sound generated by a line source typically attenuates at a rate of 3.0 dB(A) and 4.5 dB(A) per doubling of distance from the source to the receptor for hard and soft sit es, respectively. 4 Sound levels can also be attenuated by man-made or natural barriers.
Solid walls and berms typically reduce point and line source noise levels by 3 to 23 dB(A).5 Sound levels for a source may also be attenuated 3 dB(A) by a first row of houses and 1.5 dB(A) for each add itional row of houses. 6 Outside to inside noise attenuation pr ovided by typical structures is provided in Table
3.9-1, Building Noise Reduction Factors.
Table 3.9-1
Building Noise Reduction Factors
3.9.1.2 Sound Rating Scales
Various rating scales approximate the human subjective assessment to the “loudness” or “noisiness” of a sound. Noise metrics have been developed to account for additional parameters, s uch as duration and cumulative e ffect of multiple events. Noise metrics are categorized as single event metrics and cumulative metrics, as summarized below.
In order to simplify the measurement and computation of sound loudness levels, frequen cy wei ghted networks have obtained wide accept ance. The A -weighted scale, discussed above, has become the most prominent of these scales and is widely used in community noise analysis. Its advantages are that it has shown good correlation with community re sponse and is easily measured. The metrics us ed in this analysis are all based upon the dB(A) scale.
4 California Department of Transportation, Technical Supplement to the Traffic Noise Analysis Protocol. September, 2013.
5 Ibid.
6 Ibid.
Building Type
Noise Reduction - dB(A)
Window Condition Noise Reduction Due to
Exterior of the Structure
All
Light Frame
Masonry
Open
Ordinary Sash (Closed)
Storm Windows
Single Glazed
Double Glazed
10 20
25 25
35 Source: Federal Highway Administration, Highway Traffic Noise Analysis and Abatement Guidance. December 2011.
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Equivalent Noise Level
Equivalent Noise Level (Leq) is the sound level corresponding to a steady- state A-weighted sound level containing the same total ene rgy as several single event noise exposure le vel events during a given sample period. Leq is the “ acoustic energy” average noise level during the period of the sample. It is based on the observation that the potential for noise annoyance is dependent on the tota l acous tical energy content of the nois e. The equivalent noise le vel is expressed in units of dB(A). Leq can be measured for any period, but is typically measured for 15 minutes, 1 hour, or 24 hours . Leq for a 1 -hour period is used by the Federal Highway A dministration (FHWA) for assessing high way noise impacts.
Leq for 1 hour is referred to as the Hourly Noise Level (HNL) in the California Airport Noise Regulations and is used to develop Community Noise E quivalent Level values for aircraft operations . Construction noise levels and ambient noise measurements in this section use the Leq scale.
Community Noise Equivalent
Community Noise Equivalent Level (CNEL) is a 24-hour, time-weighted energy average noise level based on the A-weighted decibel. It is a measure of the overall noise experienced during an entire day. The term “time-weighted” refers to the penalties attached to noise events occurring during certain sensitive periods. In the CNEL scale, 5 dB are added to measured noise levels occurring between the hours of 7:00 p.m. and 10:00 p.m. For measured noise levels occurring between the hours of 10:00 p.m. and 7:00 a.m., 10 dB are added. These decibel adjustments are an attempt to account for the hig her sensitivity to noise in the evening and nighttim e hour s and t he expected lower ambient noise l evels during these periods.
Day-Night Average Noise Level
The day -night average sound level (Ldn) is another average noise level over a 24 -hour period. Noise levels occurring between the hours of 10:00 p.m. and 7:00 a.m. are increased by 10 decibels (dB). This noise is weighted to take into account the decrease in community b ackground noise of 10 dB(A) during this period. Noise levels measured using the Ldn scale are typically similar to CNEL measurements.
3.9.1.3 Adverse Effects of Noise Exposure
Noise is known to have several adverse effects on humans, which has led to laws and standards being set to protect public health and safety, and to ensure compatibility between land uses and activities. Adverse effects of no ise on p eople include hearing loss, comm unication interference, sleep interference, physiological responses, and annoyance. Each of these potential noise impacts on people is briefly discussed in the following narrative.
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Hearing Loss
Hearing loss is genera lly not a community noise concern, even n ear a major airport or a major freeway.
The potential for noise -induced hearing loss is more commonly associated with occupational noise exposures in heavy industry, very noisy work environments with long -term exposure, or certain very loud recreational a ctivities (e.g., target shooting and motorcycle or car racing ). The Occupational Safety and Health Administration (OSHA) identifies a noise exposure limit of 90 dB(A) for 8 hours per day to protect from hearing loss (higher limits are allowed for shorter du ration exposures). Noise levels in neighborhoods, even in very noisy neighborhoods, are not sufficiently loud enough to cause hearing loss.
Communication Interference
Communication interference is one of the pr imary concerns in environmental noise. Commun ication interference includes speech disturbance and intrusion with activities such as watching television. Noise can also interfere with communications such as within school classrooms. Normal conversational sp eech is in the range of 60 to 65 dB(A) and any noise in this range or louder may interfere with speech.
Sleep Interference
Noise can make it difficult to fall asleep, create momentary disturbances of natural sleep patterns by causing shifts from deep to lighter stages, and cause awakening. Noise may e ven cause awakening that a person may or may not be able to recall.
Physiological Responses
Physiological responses are those measurable effects of noise on people that are realized as changes in pulse rate, bl ood pressure, and other physical changes . Studies to determine whether exposure to high noise levels can adversely affect hum an health have concluded that, while a relationship between noise and health effects seems plausible, there is no empirical evidence of the relationship.
Annoyance
Annoyance is an individual characteristic and can vary widely from person to person. Noise t hat one person considers tolerable can be unbearable to another of equal hearing capability. The level of annoyance depends both on the characteristics of the noise (including l oudness, frequency, time, and duration), and how much activity interference (su ch as speech interference and sleep interference) results from the noise. However, the level of annoyance is also a function of the attitude of the receiver. Personal sensitivity to noise varies widely. It has been estimated that 2 % to 10% of the population is highly susceptible to annoyance from any noise not of their own making, while approximately 20% are
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unaffected by noise. 7 Attitudes may also be affected by the relationshi p between the person affected and the source of noise, and whether attempts have been made to abate the noise.
3.9.1.4 Characteristics of Vibration
Vibration consists of waves transmitted through solid material. Groundborne vibration propagates from a source through the ground to adjacent buildings by surface waves. Vibration may comprise a single pulse, a series of pulses, or a continuous oscillatory motion. The frequency of a vibrating object describes how rapi dly it is osc illating and is measured in hertz (Hz). Most environmental vibrations consist of a composite, or “spectrum” of many frequencies, and are generally classified as broadband or random vibrations. The normal frequency range of most groundborne vib ration that c an be felt generally starts from a low frequency of less than one Hz to a high of about 200 Hz. Vibration is often measured in terms of the peak particle velocity (PPV) in inches per second (in/sec) when considering impacts on buildings or other s tructures, as PPV represents the max imum instantaneous peak of vibration that can stress buildings. Because it is a representation of acute vibration, PPV is often used to measure the temporary impacts of short -term construction activities that could i nstantaneously damage built structures.
Vibration is often also measure d by the Root Mean Squared (RMS) because it best correlates with human perception and response. Specifically, RMS represents “smoothed” vibration levels over an extended period of time and is often used to gauge the long -term chronic impact of a project’s operation on the adjacent environment. RMS amplitude is the average of a signal’s squared amplitude. It is most commonly measured in decibel notation (VdB).
Vibration energy attenuates as it travels through the ground, causing the vibration amplitude to decrease with distance away from the source. High frequency vibrations reduce much more rapidly than low frequencies, so that in the far- field from a source, the low frequencies tend to d ominate. Soil properties also affect the propagation of vibration. When groundborne vibration interacts with a building, there is usually a ground-to-foundation coupling loss (i.e., the foundation of the structure does not move in sync with the ground vibr ation), but t he vibration can also be amplifie d by the structural resonances of the walls and floors. Vibration in buildings is typically perceived as rattling of windows or items on shelves, or the motion of building surfaces. At high levels, vibration can result in damage to structures.
Manmade groundborne vibration is generally limited to areas within a few hundred feet of certain types of construction activities, especially pile driving. Road vehicles rarely create enough groundborne vibration to be perceptible to humans unless the road surf ace is poorly maintained and there are potholes or bumps. If traffic induces perceptible vibration in buildings, such as window rattling or shaking of
7 Wayne County Airport Authority. Background information on noise & its measurement, 2009
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small loose items (typically caused by heavy trucks in passing) , then it is mo st likely an effect of low - frequency airborne noise or ground characteristics. Human annoyance by vibration is related to the number and duration of events. The more events or the greater the duration, the more annoying it will be to humans.
3.9.2 ENVIRONMENTAL SETTING
3.9.2.1 Existing Ambient Noise Levels
Transportation activity is the primary noise source in the Plan Area. Modes of transportation that generate noise include automobile use, trucking, railroad, and airport operations. Nearby roadways with the highest traffic volum es and associated noise levels inc lude Willowbrook Avenue , Compton Boulevard, Alameda Street, and Rosecrans Avenue. Ambient noise levels are generally highest during the daytime and rush hour unless congestion substantially slows speeds.
A noise monitoring survey was completed to establish existing noise levels in the Plan Area. Figure 3.9-1, Noise Measurement Locations shows the location of noise measurements throughout the Plan Area . The measured noise levels are presented in Table 3.9-2, Existing Ambient Daytime Noise Levels.
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Table 3.9-2
Existing Ambient Daytime Noise Levels
Noise Monitoring Locations
Primary
Noise
Sources
Noise Levels (dBA)
Leq Lmin Lmax
1. Wilson Park Traffic,
Railroad 60.6 49.6 76.8
2. S. Alameda Street East/E. Laurel Street
Traffic,
Railroad 68.2 47.3 88.3
3. S. Willow Avenue/E. Gladys Street Traffic 56.1 45.4 77.3
4. E. Compton Boulevard/S. Willow
Avenue
Traffic 59.2 45.9 72.8
5. E. Compton Boulevard/N. Spring
Avenue
Traffic 57.9 45.7 72.3
6. N. Alameda Street West/Isadore Hall
Drive
Traffic,
Railroad 74.8 54.4 94.1
7. 200 S. Alameda Street West
Traffic,
Railroad 74.1 50.3 93.0
8. S. Acacia Avenue/W. Myrrh Street Traffic 68.6 50.6 84.5
9. S. Acacia Avenue/W. Almond Street Traffic 66.1 45.9 87.4
10. N. Willowbrook Avenue/W. School
Street
Traffic 67.2 52.3 81.3
11. N. Tamarind Avenue/E. Cedar Street Traffic 58.3 45.8 72.6
12. Rosecrans Avenue/N. Willowbrook
Avenue
Traffic 74.9 54.6 87.6
Source: Impact Sciences, Inc., January 202 2. See Append ix 3.9 – Noise and Vibration Tec hnical Data
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3.9.2.2 Existing Modeled Roadway Noise Levels
Existing roadway noise levels w ere calculated for primary roadway segments located throughout the Plan Area. The roadways selected are representative of t he segments that would be most impacted by an increase in traffic according to the traffic study.
Calculation of the existing roadway noise levels was based on the Federal Highway Administration Highway Noise Prediction Model (FHWA-RD-77-108) and traffic v olumes from the Specific Plan ’s traffic analysis.8 The model calc ulates the average noise level at specific locations based on traffic volum es, average speeds, roadway geometry, and site environmental conditions . The average vehicle noise rates (energy rat es) utilized in the FHWA Model have been modified to reflect average vehicle noise rates identified for California by Caltrans. The Caltrans data show that California automobile noise is 0.8 to 1.0 dBA higher than national l evels and that medium and heavy truck noise is 0.3 to 3.0 dBA lower than national levels. The average daily noise levels along study area roadway segments are presen ted in Table
3.9-3, Existing Roadway Noise Levels.
8 See Appendix 3.9 for roadway noise calculations.
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Table 3.9-3
Existing Roadway Noise Levels
Roadway Roadway Segment Predominant Existing Land
Use Along Segment
dBA
CNEL
Rosecrans Ave.
West of Willowbrook Ave. Residential 70.2
Between Willowbrook Ave. & Alameda St. Commercial 70.8
Between Alameda St. & Santa Fe Ave. Residential/Commercial 70.1 Elm St. Between Alameda St. & Santa Fe Ave. Residential 59.4 Palmer St. Between Alameda St. & Santa Fe Ave. Residential/Open Space 58.9 Compton Blvd.
Between Mathisen Ave. & Acacia Ave. Residential/Commercial 67.8 Between Acacia Ave. & Willowbrook Ave. Commercial/Open Space/Library 67.8 Between Willowbrook Ave. & Alameda St. Commercial 67.2
Between Alameda St. & Santa Fe Ave. Commercial 67.5
Myrrh St. Between Willowbrook Ave. & Alameda St. Residential 61.1 Acacia Ave. Between Compton Blvd. & Myrrh St. Residential/Institutional 59.4 Willowbrook Ave. (west)
Between Rosecrans Ave. & Compton Blvd. Residential 61.9 Between Compton Blvd. & Myrrh St. Institutional 61.3
Willowbrook Ave. (east)
South of Rosecrans Ave. Residential 57.8
Between Compton Blvd. & Myrrh St. Residential/Commercial 57.3 Alameda St. (west)
Between Rosecrans Ave. & Compton Blvd. Commercial/Industrial 66.0 Between Compton Blvd. & Myrrh St. Residential/Commercial 65.5 Alameda St. (east)
Between Rosecrans Ave. & Compton Blvd. Institutional/Open Space 60.7 Between Compton Blvd. & Myrrh St. Commercial 60.9
Santa Fe Ave. Between Rosecrans Ave. & Compton Blvd. Residential 68.8
Source: Impact Sciences, March 2022. See Appendix 3.9.
Traffic data: Traffic information provided by Iteris. See Appendix 3.12 for traffic analysis.
3.9.2.3 Existing Groundborne Vibration
The primary sources of groundborne vibration in the Plan Area are heavy -duty vehicles (e.g., refuse trucks, delivery trucks, and school buses) traveling on local roadways. Trucks and buses typically generate gro undborne vibration velocity levels of around 63 VdB, and these levels could reach 72 VdB where trucks and buses pass over bumps in the road. 9
3.9.2.4 Noise Sensitive Receptors
Noise-sensitive land uses are generally considered to inc lude those uses where noise exposure could result in health -related risks to individuals, as well as places where quiet is an essential element of their
9 California Department of Transportation, Technical Noise Supplement to the Traffic Noise Analysis Protocol, 2013.
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intended purpose . Residential dwellings are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels. Additional land uses such as parks, historic sites, cemeteries, and recreation areas are considered sensitive to incre ases in exterior noise levels. Schools, churches, hotels, libraries, and other places where low interior noise levels are essential are also considered noise -sensitive land uses. Noise -sensitive receptors within the Plan Area include residential uses, schools, and institutional uses such as churches and libraries.
3.9.3 REGULATORY FRAMEWORK
3.9.3.1 Federal Laws and Regulations
Currently, no federal noise standards regulate en vironmental noise associated with short -term construction or the long-term operations of development projects.
Federal Transit Administration Vibration Guidance
The Federal Transit Administration (FTA) has published guidance relative to vibration impacts.
Construction vibration damage criteria are assessed based on structural category (e.g. , reinforced- concrete, steel, or timber). The Federa l Transit Administration (FTA) guidelines consider 0.2 inch/sec PPV to b e the significant impact level for non -engineered timber and masonry buildings. Structures or buildings constructed of reinforced concrete, steel, or timber have a vibration damage cri terion o f 0.5 inch/sec PPV pursu ant to FTA guidelines.10 The FTA guidelines include a table showing the vibration damage criteria based on structura l category and is presented below in Table 3.9-4, Construction Vibration Damage Criteria.
Table 3.9-4
Construction Vibration Damage Criteria
Building/Structural Category PPV, in/sec
I. Reinforced-concrete, steel, or timber (no plaster) 0.5 II. Engineered concrete and masonry (no plaster) 0.3
III. Non-engineered timber and masonry buildings 0.2
IV. Buildings extremely susceptible to vibration damage 0.12
Source: Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual. September 2018.
10 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual. September 2018.
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The FTA has also set standa rd that address the effect of lo ng-term vibration on human annoy ance.
Ground-borne vibr ation levels rarely affect human health. Instea d, most people consider ground -borne vibration to be an annoyanc e that may affect concentration or disturb sleep. The RMS amplitude is most frequently used to describe the effect of vibra tion on the human body . The RMS amplitude is defined as the average of the squared amplitude of the signal. Decibel notation (VdB) is commonly used to measure RMS. The decibel notation acts t o compress the rang e of numbers required to describe vibration. F or residential land uses which experience occasional events of ground- borne vibration or noise, the FTA has established a threshold o f 75 VdB. S ome commercial buildings, such as auditoriums a nd theaters have additional vibration and noise annoyance criteria.
3.9.3.2 State Laws and Regulations
Title 24, California Code of Regulations
The California Noise Insulation Standards of 1988 (California Code of Regulations Title 24, Section 3501 et seq.) require that interior noise le vels from the exterior sources n ot exceed 45 dBA Ldn/community noise equivalent level (CNEL) 11 in any habitable room of a multi -residential use facility (e.g., ho tels, motels, dormitories, long-term care facilities, and apar tment houses and other dwellings, except detached single- family d wellings) with doors and windows closed. Where exterior noise levels exceed 60 dBA CNEL/Ldn, an acoustical analysis is required t o show that the building construction achieves an interior noise level of 45 dBA CNEL/Ldn or less.
3.9.3.3 Local Plans and Policies
City of Compton General Plan Noise Element
The following goals and policies of the City of Compton General Plan are applicable to the prop osed Compton TOD Specific Plan.
Noise Goal 1. Enforce transportation-related noise regulations.
Policy 1.1. The C ity of Compton will ensure that City, State, and Federal n oise standards for motor vehicles are achieved, especially those for mufflers and modified exhaust systems.
Policy 1.2. The City of Compton will ensure t hat new transportation equipment purchased by the City will comply with noise performance standards.
11 Measurements are based on Ldn or CNEL.
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Policy 1.3. The City of Compton will require the measurement and miti gation of noise impa cts of all new or remodeled transportation and circulation facility or infrastructure project s. Mit igation may entail re designing the architecture or circulation patterns.
Policy 1.4. The City of Compton will imp ose traffic restri ctions to reduce transportation noise.
Noise Goal 2. Incorporate noise considerations into land use planning decisions.
Policy 2.1. The City of Compton will require noise stud ies for new development projects and expansion of existing dev elopments tha t will result in construction activities in exc ess of 30 days or pr ojects that a re 5,00 0 square feet or more of b uilding or structure area or fifteen units or more to measure and propose mitigation measures for noise impacts on the nearby community, especially on existing noise-sensitive land uses.
Policy 2.2. The C ity of Compto n will review the site plan, buil ding o rientation, design, and interior layout of proposals for new d evelopment in noisy environments for solutions that lessen noise intrusion.
Policy 2.3. The of Compton will require that mixed -use structures provide sufficient noise and vibration m itigation for the residential uses through noise - reducing design and materials.
Noise Goal 3. Control non-transportation noise impacts.
Policy 3.1. The City of Compton will enforce the State standard of 6 5 dbA for exterior noise levels for all commercial uses,
Policy 3.2. The City of Compton will regulate noise levels from lawn blowers, trimmers, machinery, or other disturbances,
Policy 3.3. The City of Compton will require sound attenuation de vices on construction equipment.
In addition to the listed policies, the City ’s General Plan Noise Element includes a land use compatibility matrix as a g uide for noise standards . Table 3.9-5, Land Use Compatibility Standards shows the noise
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level stand ards for v arious land uses throughout the City, a s shown in the City ’s G eneral Plan Noise Element.
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Table 3.9-5
Land Use Compatibility Standards
Land Use Category
Community Noise Exposure (dB, Ldn or CNEL)
55 60 65 70 75 80 Residential - Single-Family, Duplex, Multiple-
family
Residential – Mobile Homes, Mixed-use
Commercial – Hotel, Motel, Other Lodging
Commercial – General Commercial, Retail
Commercial - Office
Industrial – Business Park, Research &
Development
Industrial – Manufacturing, Warehousing
Institutional – Hospitals, Schools, Libraries
Institutional – Churches, Civic Uses
Recreation and Open Space – Public Parks
Recreation and Open Space – Golf Course,
Natural Habitat, Commercial Recreation
Clearly Compatible - Ambient noise levels are not significant enough to require special construction and/or noise mitigation.
Normally Compatible - Most land uses will not be affected by ambient noise. Some form of design measures and/or mitigation may be required for noise sensitive land uses.
Normally Incompatible - Noise sensitive land uses should not be located in these areas unless mitigatio n is employed to reduce interior noise levels.
Clearly Incompatible - Noise sensitive land uses should not be located in these areas due to excessive and continuous high ambient noise.
*Please note that these guidelines are general and may not apply to specific sites.
Source: California General Plan Guidelines. City of Compton General Plan Noise Element (Exhibit 7-3).
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City of Compton Municipal Code
Chapter 7 -12, Noise, of the Compton Municipal Co de (CMC) establishes regulations and standards regarding the generation of noise. Ambient base noise level standards for various zones in the City are set forth in Table 3.9-6, Presumed Ambient Noise Levels.
Table 3.9-6
Presumed Ambient Noise Levels
Zone Time Very Quiet Quiet Slightly Noisy
Rural Suburban Suburban Suburban Urban
Low-Density
Residential, Medium-
Density Residential
10:00 P.M. to 7:00
A.M.
35 50 40 55 45
7:00 P.M. to 10:00
P.M.
40 55 45 60 50
7:00 A.M. to 7:00 P.M. 45 65 50 65 55
High-Density
Residential
10:00 P.M. to 7:00
A.M.
40 70 45 70 50
7:00 A.M. to 10:00
P.M.
45 50 55 N/A N/A
Commercial 10:00 P.M. to 7:00
A.M.
N/A
7:00 A.M. to 10:00
P.M.
Limited
Manufacturing
Anytime N/A
Heavy Manufacturing Anytime N/A
Note: N/A = Not applicable because noise levels are not currently established for this zone or time period in the CMC Source: CMC, Chapter 7-12.4
Section 7-12.6 of the CMC proh ibits the use or operation of any radio r eceiving set, musical in struction, phonograph, television set or similar devices between the hours o f 10:00 P.M. and 7:00 A.M. in a m anner which exceeds the ambient noise level at the property line of any property (or, if a condominium or apartment, within any adjoining apartment) by more than 5 dBA.
Similarly, Section 7-12.11 of the CMC prohibits the use or operation of any machinery, equipment, pump, fan, air condition apparatus or other similar mechanical devices from exceeding the ambient noise level at the property line of any property by more than 5 dBA.
Under Section 7 -12.22 of the CMC, constructi on activities (including operation of any tools, equipment, impact devices, derri cks or hoists used in construction, drilling, repair, alteration, demolition or earthwork) may only occur between the hou rs of 7:00 A.M. and 8:00 P.M. on weekdays and Saturday . No
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construction activities are permitted outside of these hours except with express written permission from a City Building Official.
Section 7-12.25 prohibits the delivery to any commercial zone in t he City between the hours of 11:00 P.M. and 6:00 A.M. t hat would produce or generate noi se which can be heard at more than 50 feet from the source.
Section 7-12.28 of the CMC prohibits noise emanating from or at tributable to a party or gathering that is audible from a distance of at least 50 feet or more from the property line of a property w here the party or gathering is taking place.
3.9.4 THRESHOLDS OF SIGNIFICANCE
Pursuant to Appendix G of the St ate CEQA Guidelines, potentially sign ificant impacts would occur if adoption of the Specific Plan would:
• Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in exces s of standards established in the local general plan or noise ord inance, or applicable standards of other agencies.
• Generation of excessive groundborne vibration or groundborne noise levels. • For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two mile s of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels.
3.9.5 METHODOLOGY
The CEQA Guidelines do not provide a definition for “ substantial increas e” in noise and they do not provide a threshold of sign ificance for potenti al nois e or v ibration impacts. Therefore, the following discussion explains the application of thresholds of significance developed for this noise analysis based upon the General Pl an Noise Element discussed previously in this P EIR section. These thresholds apply to both project impacts and cumulative impacts and are as follows:
Construction Noise
The primary source of temporary noise associated with the Specific Plan would be constru ction activities associated with f orecast development in the Plan Area. Th e Specific Pl an would focus future development at key sites and opportunity sites located throughout the Plan Area. Construction at these
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sites would typically involve several stages, including dem olition, site prepa ration, grading, building construction, architectural coating, and paving. Noise generated by construction equipm ent can vary in intensity and duration during e ach phase of construction. While construction in the Plan Area would occur over several years (the planning horizon year for the Specific Plan is 2040), the actual location from which noise would be generated would shift as different areas are developed.
The Federal Highway Admin istration’s Roadway Construction Noise Model (RCNM) was used to estimate the equipment noise levels at distanc es of 50 f eet, 100 feet , and 500 feet for each phase of construction. This model predicts noise levels based on the exp ected construction equipment in each phase of construction, empirical d ata for n oise generated by t his equipment, the expected usage of equipment during each work day, and formulas to estimate sound attenuation f rom source to receiver.
Equipment used and n umber of each piece of equipment duri ng construction was ob tained from Appendix D of the CalEEMod User Guide for each construction phase.12 Construction noise levels would attenuate at a rate of a pproximately 6 dBA per doubling of distance (li ne-of-sight me thod of sound attenuation for point sources of noise). Ground absorption adds to the attenuation from distance alone.
Noise would be lower at loc ations farther from the Plan Area. The analysis do es not account for attenuation from intervening structures between construction equipment and rece ivers and or for soft - site attenuation.
The City has not adopt ed or established qua ntitative standard s specific to construction noise, but has restricted cons truction to the hours between 7:00 A.M. and 8:0 0 P.M. on week days and Saturday pe r Section 7.12-22 of the CMC. Therefore, construction noise generated by forecast development under the Specific Plan would be significant if construction activities create noise outside of hours established by the CMC.
Operational Noise
The Specific Plan would have a significant impact on noise levels from operations if:
• Permanent ambient noise level measured at the pro perty line of affected uses increases by 3 dBA CNEL to or within the “ normally incompatible” or “ clearly incompatible” categories, as shown in Table 3.9-5, or any 5 dBA CNEL or more increase in noise level.
The land use and noise compatibility guidelines in the Noise Element are not adopted standards relevant to determining the significance of incremental increased in permanent noise levels. Exhibit 7-3 of the
12 California Air Pollution Control Officers Association (CAPCOA). 2021. California Emissions Estimator Model (CalEEMod) User’s Guide Appendix D – Default Data Tables. Available at: http://www.aqmd.gov/docs/default- source/caleemod/user-guide-2021/appendix-d2020-4-0-full-merge.pdf?sfvrsn=12
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City’s Noise Element includes criteria or general guidance associated with incremental increases i n noise.
Exhibit 7-3 is shown in Table 3.9-5. This Exhibit is inten ded to guide determination of appropria te land use and mitigation measures related to existing o r anticipated ambient noise levels. This guidance is useful in determining if a land use is c ompatible with the existing noise environment ( i.e., identifying the impact of the environment on a project) but is not u seful alone for assessing if a project would significantly increase noise levels compared to existing conditions. This is particularly true i n urban environments like the Plan Area, where existing noise le vels often exceed the guidelines shown in Table
3.9-5. In addition, sound transmission control requirements are included in the International Building Code, which are the basis for the C alifornia Bu ilding Standards Code (CCR Title 24). Section 1207.4 of CCR Title 24 provides noise insulation standards. The standards require tha t intrusive noise not exceed 45 dB in any habitable room.
Groundborne Vibration
Construction activities have th e greatest po tential to generate groundborne vibration affecting near by receivers. Since groundborne vibration could c ause physical damage t o st ructures, vibration impacts were modeled based on the di stance from the location of vibration- intensive construc tion ac tivities, conservatively assumed to be at edge of a developmen t area to the edge of nearby structures. Due to the anticipated construction phasing for the various key and opportunity sites in the Plan Area, this analysis conservatively assumes that construction would potentially occur as close at 50 feet vibration receptors.
The City has not adopted any ground borne vibration thresholds associated w ith human annoyance or building damage during construction. Therefore, this analysis uses the FTA’s vibr ation impact thresholds identified in their Transit Noise and Vibration Impact Assessment Manual (September 2018). These thresholds utilize the root mea n square (RMS) velocity to describe human response measu red using vibration decibels (VdB). The FTA thres holds include 80 VdB at resi dences and build ings where people normal ly sleep and 83 VdB at institutional buildings such as schools or ch urches. No threshold s f or human annoyance have been adopted or recommended for commercial and office uses.
The FTA also provides gr oundborne vibration impact crite ria with respect to building damage duri ng construction activities. PPV , expressed in inches per second, is used to measure building vibration damage. Construction vibration damage criteria are assessed based on structural c ategory (e.g., reinforced-concrete, engineered concrete, non-engineered timber, and buildings extremely susceptible to vibration damage ). FTA guidelines co nsider 0.1 2 inch/sec PPV to be the significant impact level for buildings extremely susc eptible to vibration damage, 0.2 inch/sec PPV to be the significant impact level for non-engineered timber and masonry buildings , 0.3 inch/sec PPV to be the significant impact level for
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engineered concrete an d masonry, and 0.5 inch/sec PPV to be the signif icant impact level for r einforced- concrete, steel or timber.13
3.9.5 ENVIRONMENTAL IMPACTS
Impact NOI-1 Generation of a substantial te mporary or permanent increase in am bient noise levels in the vicinity of the proje ct in excess of standar ds established in the local ge neral plan or noise ordinance, or applicable standards of other agencies.
Significant and Unavoidable Impact.
Construction Noise
Construction activities under the Specific Plan would result in tempora ry increases in ambient noise in the Plan Area on an intermittent basis and, as such, would expose nearby sens itive receivers both in an d adjacent to the Plan Area t o increased noise lev els. The increase in noise at off -site receivers during construction of development projects such as those id entified in the Specific Plan would be temporary in nature and would not generate continuously high noise l evels, although occasional single -event disturbances from construction would occur . Construction no ise wou ld typically be higher during the heavier perio ds of initial construction (i.e., demolition and g rading work) and reduced in the later construction phases (i.e., interior building construction) because the physical structure of the building would break line-of-sight noise transmission from the construction area to the nearby sensitive receivers.
Noise levels would fluctuate depending on the construction phase, equipment type and duration of use, distance between the noise source and receivers, and presence or absence of intervening structures, terrain, or other noise attenuation barriers.
Table 3.9-7, Estimated Construction Noise Levels by Phase , shows the maximum ex pected noise levels at distanc es of 50, 100, and 500 feet from construction equipment , bas ed on the combined use of equipment anticipated to be u sed conc urrently dur ing demolition, site pre paration, grading, building construction, paving, and architectural coating.
13 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual. September 2018.
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Table 3.9-7
Estimated Construction Noise Levels by Phase
Construction
Phase Equipment
Estimated Construction Noise Level (dBA Leq)
50 feet 100 feet 500 feet
Demolition Dozer, Concrete Saw, Tractor, Front End Loader 85.7 79.7 65.7 Site Preparation Grader, Tractor 83.6 77.5 63.6
Grading Dozer, Tractor, Grader 84.6 78.5 64.6
Building
Construction
Crane, Backhoes (2), Tractors (2) 84.2 78.2 64.2
Architectural
Coating
Air Compressors 73.7 67.7 53.7
Paving Paver, Drum Mixers (4), Roller, Backhoe 84.3 78.3 64.3
Source: Impact Sciences, March 2022. See Appendix 3.9 for equipment noise data sheets and assumptions.
As shown in Table 3.9-7, construction activity would generate noise levels up to an estimated 85.7 dB(A) Leq at 50 feet from a noise -sensitive recept or. As su ch, temporary construction noise would exceed existing ambient noise levels measured throughout the Plan Area , which were measured b etween 56.1 and 74.9 dB(A) Leq (see Tab le 3.9-2). These estimates are conservative because they assume no attenuation of no ise by intervening structures and assume cons truction activity adjac ent to sensitive receptors. Compliance with Section 7.12-22 of the CMC would restrict con struction activities to the hours between 7:00 A.M. and 8:00 P.M. on wee kdays and Saturday. Additi onally, as individual project applications are processed, project-specific design features and mitigation measures would be considered on a case-by-case basis to reduce construction noise levels to the maximum extent feasible (see Mitigation Measure NOI-1). Nevertheless, as temporary construction noise wou ld exceed existing ambient noise levels measured throughout the Plan Area, this is impact is considered significant and unavoidable.