080922-H-8sr&att.pdf — Long Beach City Council, August 16, 2022 (part 4 of 5)

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-24 • Attainment of the 24-hour PM2.5 standard in 2019 with no additional measures • Attainment of the annual PM 2.5 standard by 2025 with implementation of a portion of the O 3 strategy
• Attainment of the 1-hour O3 standard by 2022 with no reliance on “black box” future technology (Federal Clean Air Act [FCAA] Section 182(e)(5) measures) The AQMP control mea sures and related emission s reduction estimates are based upon emissions projections for a future development scenario derived from land use, population, and employment characteristics defined in consultation with local governments. Accordingly, conformanc e with the AQMP for development projects is determined by demonstrating compliance with local land use plans and/or population projections. The AQMP uses the assumptions and projections of local planning agencies to determine control strategies for regional compliance status. Since the AQMP is based on local land use plans, projects that are deemed consistent with local land use plans are found to be consistent with the AQMP. CEQA requires that general plans and projects be evaluated for consistency with the AQMP using the two key indicators for consistency with the AQMP. • Indicator 1: Whether the project would result in an increase in the frequency or severity of existing air quality violations, cause or contribute to new violations, or delay timely attainme nt of the AAQS or emission reductions in the AQMP.
• Indicator 2: Whether the project would exceed the assumptions in the AQMP. The AQMP strategy is, in part, based on projections from local general plans.

Indicator 1: The proposed CAAP was included as M itigation Measure GHG-1 in the 2019 Certified Program EIR, and once adopted, will serve as a qualified climate action plan pursuant to CEQA . The proposed project would be implemented through future discretionary projects and ministerial actions to implemen t the proposed CAAP Actions and Adaptation Actions, as well as through the application of the CAAP Checklist (Appendix D) to allow for CEQA GHG streamlining. Additional analysis will be needed to determine the potential impacts of how these actions will be implemented at specific locations, and future improvements would be analyzed at the project level and would be subject to CEQA , as required. Implementation of the proposed project may also include improvements that are not subject to discretionary action or CEQA review; however, future actions not subject to CEQA review are not considered in this programmatic CEQA document.

In order to demonstrate consistency with the proposed CAAP, future projects utilizing the CAAP Checklist would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would help achieve the City’s GHG emissions targets. While many measures to reduce GHG emissions may also result in a reduction of air quality emissions, the CAAP Checklist does not provide for CEQA streamlining for any topics other than GHGs. A project -level air quality emissions analysis would be required for all future discretionary projects, regardless of consistency with the CAAP.

Each of the CAAP A ctions provides details on implementing the GHG reduction strategies, including the party or parties responsible for implementation . The CAAP A ctions also include GHG reduction

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-25 strategies that apply to the City itself. For future development projects seeking to use the CAAP Checklist for CEQA GHG streamlining , the City will determine whether: (a) the project is consistent; (b) the project with conditions would be consistent; (c) the Tier 1 and Tier 2 measures are relevant for new development, but not the subject project; or (d) the project includes one or more replacement strategies that would be equally or more effective in reducing GHG emissions, and such replacement strategy or strategies are not included in the proposed CAAP or required by any other regulation, standard, design criteria, or other existing requirement. As described above, projects that are deemed consistent with local land use plans would also be consistent with the AQMP.

The proposed CAAP is a comprehensive planning document outlining the City’s proposed approach both to address climate impacts in Long Beach and to reduce the City’s impact on the climate by reducing future GHG emissions. Several CAAP Actions, Tier 1 and Ti er 2 measures that support the CAAP Actions and Adaptation Actions included in the proposed CAAP , would actively reduce air pollution from both stationary and mobile pollutant sources as a component of the broader strategies that would reduce energy consum ption and VMT . As described in Section 3.4.4 of this Draft SEIR, the proposed CAAP includes seven Adaptation Actions for types of future projects specifically related to reducing air pollution from a variety of sources. All future discretionary projects w ould be subject to project -level CEQA analysis to determine if construction and/or operational air quality emissions are consistent with this indicator. As a programmatic planning document that does not constitute approval for any physical improvements or development and does not alter the land use designations or development assumptions of the General Plan buildout condition, the proposed project would not result in an increase in the frequency or severity of existing air quality violations, cause or contribute to new violations, or delay timely attainment of the AAQS or emission reductions in the AQMP. Therefore, the proposed project is considered consistent with Indicator 1.

It should be noted that the proposed CAAP was included as Mitigation Measure GHG -1 for the approved Land Use and Urban Design Elements Project, which was determined to not be consistent with Indicator 1. While the Approved Project was also a program -level document, the Approved Project included land use designations and zoning changes that would directly alter the land use buildout and housing development anticipated within the City. The proposed CAAP would not alter the emissions anticipated under the General Plan buildout conditions and does not alter the conclusions of the 2019 Certified Program EIR.

Indicator 2: The AQMP is based on projections in population, employment, and VMT in the Basin projected by SCAG. SCAG projections for the City’s land uses are partially based on the current adopted General Plan. Implementation of the proposed project does not include a ny physical development and would not result in higher population or generate additional employment for the City compared to SCAG forecasts. As described above, the proposed CAAP does not alter land use designations or the development assumptions of the Ge neral Plan buildout. The 2019 Certified Program EIR concluded that the Approved Project was consistent with the AQMP. The proposed CAAP includes CAAP Actions related to Building and Energy, such as access to renewably generated electricity, Transportation, such as expansion of the bicycle and pedestrian network and other measures to reduce VMT, and Waste, such as organic -waste collection programs . The CAAP is intended to meet the City’s GHG reduction targets based on the existing development and

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-26 population projects anticipated in the adopted LUE through future projects that implement CAAP Actions or that utilize Tier 1 and Tier 2 measures to support CAAP Actions. Therefore, implementation of proposed CAAP would not alter the development assumptions of the General Plan and would result in reductions in VMT, consistent with the goals of the adopted LUE and AQMP. Future discretionary projects that would utilize the CAAP Checklist for GHG streamlining and would also be reviewed for consistency with the adopted LUE through Step 1 of the CAAP Checklist.

Projects determined to be consistent with the adopted LUE would also be consistent with SCAG’s forecast and the AQMP . As described in Section 3.4.4 of this Draft SEIR, the proposed CAAP also includes seven Adaptation Actions for types of future projects specifically related to reducing air pollution from a variety of sources. Based on the requirements for consistency with emission control strategies in the AQMP, the proposed CAAP would be consistent with the 2016 AQMP ’s land use policies aimed at reducing air emissions and would not increase population or employment in the City. The proposed project is therefore considered consistent with Indicator 2.

Summary: The proposed CAAP includes a roadmap for implementing new policies, programs, incentives, requirements, projects, and initiatives designed to reduce GHG emissions and adapt to climate change impacts. The GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the Genera l Plan buildout conditions. The 2019 Certified Program EIR concluded that while the LUE was consistent with the AQMP’s policies aimed at reducing air emissions and would not increase population or employment in the City, the project would result in additio nal housing units that would generate VOC and CO emissions above established SCAQMD thresholds. As the proposed CAAP would not alter the development assumptions of the adopted LUE, the proposed project would not alter the significant and unavoidable impac t identified in the 2019 Certified Program EIR . However , the proposed CAAP would not conflict with or obstruct the implementation of the air quality plans prepared by SCAQMD to attain State and national air quality standards, or violate any air quality sta ndard. In addition, several CAAP Actions and measures to support CAAP Actions, and the Adaptation Actions related to air quality would help minimize air pollutant emissions and their impacts in the planning area. As such, the proposed CAAP would result in a less than significant impact related to a conflict or obstruction of implementation of applicable air quality plans. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency. Thes e text amendments to the Safety Element represent a planning action intended to comply with State law. Text chan ges to the Safety Element would not facilitate or entitle any physical development that would conflict or obstruct implementation of applicable air quality plans. Therefore, the Safety Element Update would have no impact related to a conflict or obstructio n of implementation of applicable air quality plans , and no mitigation is required.

Threshold 4.2.2: Would the project result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable Federal or State ambient air quality standard? CAAP: Less Than Significant Impact. The proposed CAAP is a programmatic document that identifies CAAP Actions and Adaptation Actions that could be proposed as future discretionary projects or

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-27 ministerial actions to meet the City’s GHG reduction target. The CAAP Checklist may also be used by future discretionary projects seeking to demonstrate consistency with the CAAP in-lieu of a project- specific GHG analysis. T he proposed CAAP itself is a policy docume nt and does not propose any specific future project s. As a result, no emissions calculations can be performed for the types of future projects and improvements that could be facilitated by adoption of the proposed CAAP . This analysis assumes that the California Emissions Estimator Model (CalEEMod), or a successor model that is approved for use for CEQA air quality analyses by the SCAQMD, would be used to calculate construction and operational emissions for any such future project’s independent , project-level CEQA analysis.

Pursuant to State CEQA Guidelines Section 15064.7, a lead agency may consider using significance criteria established by the applicable air quality management district or air pollution control district when making determinations of significance. The CAAP , if approved, would be implemented within the boundaries of the SCAQMD. SCAQMD has established air quality significance thresholds in its CEQA Air Quality Handbook . These thresholds are based on the rec ognition that the Basin is a distinct geographic area with critical air pollution problems for which ambient air quality standards have been promulgated to protect public health. 17 Potential programmatic air quality impacts analyzed in this Draft SEIR are e valuated according to the most recent thresholds adopted by the SCAQMD in connection with its CEQA Air Quality Handbook , Air Quality Analysis Guidance Handbook, and subsequent SCAQMD guidance.18
As described above, t he Basin is currently designated nonatta inment for the federal and State standards for O 3 and PM2.5. In addition, the Basin is in nonattainment for the PM 10 standard. The Basin’s nonattainment status is attributed to the region’s development history. Past, present, and future development projects contribute to the region’s adverse air quality impacts on a cumulative basis.

In developing thresholds of significance for air pollutants, the SCAQMD considered the emission levels for which a project’s individual emissions would be cumulatively c onsiderable. If a project exceeds the identified significance thresholds, its emissions would be cumulatively considerable, resulting in significant adverse air quality impacts to the region’s existing air quality conditions.

Therefore, additional analysis to assess cumulative impacts is not necessary. Specific project-level construction and operational activities that may occur with implementation of the CAAP are unknown at this time. Future discretionary projects that utilize the CAAP Checklist for GHG streamlining would be reviewed on a project- by-project basis, and mitigation would be identified during project-level review as appropriate. The following analysis assesses the potential program - level air quality impacts associated with implementation of CAAP Actions, Tier 1 and Tier 2 measures

17 SCAQMD, 1993. CEQA Air Quality Handbook (1993). Website: http://www.aqmd.gov/home/rules- compliance/ceqa/air-quality-analysis-handbook/ceqa-air-quality-handbook-(1993) (accessed January 2022).
18 While the SCAQMD CEQA Air Quality Handbook contains significance thresholds for lead, projects undertaken in furtherance of the proposed CAAP would not include sources of lead e missions and would not exceed the established thresholds for lead. Unleaded fuel and unleaded paints have virtually eliminated lead emissions from commercial and residential land use projects. As a result, lead emissions are not further evaluated.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-28 to support the CAAP Actions, and Adaptation Actions that may be implemented as or with future discretionary projects. Implementation of the proposed project may also include improvements that are not subject to discretionary action or CEQA review; however, future actions not subject to CEQA review are not considered in this programmatic CEQA document.

Construction. Since precise descriptions and locations of activities involving construction approved for site -specific projects facilitated by the proposed CAAP are not known at this time, it is not possible to quantify construction emissions. Thus, construction air quality impact s described in this analysis are qualitatively based on the possibility for projects facilitated by implementation of CAAP to involve construction activities, reasonably resulting in construction emissions.

During construction activities of any future discretionary projects that would implement the proposed CAAP, short-term degradation of air quality may occur due to the release of particulate emissions generated by grading, paving, building, and other activities. Emissions from construction equipment are also anticipated and would include CO, NO x, VOCs, directly -emitted particulate matter (PM2.5 and PM10), and TACs such as diesel exhaust particulate matter.

While details for construction of future projects that may implement CAAP Actions, measures to support CAAP Actions or Adaptation Actions cannot be known at t his time, construction activities related to the required (Tier 1) and encouraged (Tier 2) measures on the CAAP Checklist are described below. However, use of the CAAP Checklist only provides CEQA streamlining for a project - level GHG analysis, and a projec t-level air quality analysis is still required for all future discretionary projects. Tier 1 measures are required because either they were quantified as part of the City’s GHG reduction pathway , or because they are mandatory under the regulatory environme nt (i.e., compliance with building energy codes) and help demonstrate CAAP consistency. Tier 1 measures or equivalent strategies would also be required for other improvements to existing development to demonstrate consistency with the goals and policies of the CAAP.

Tier 1 measures required for the Building and Energy sector include zero -carbon electricity, building energy efficiency for municipal projects , reduction of energy use and supply of renewable energy, and compliance with building energy codes and ordinances. Tier 2 measures encouraged for the Building and Energy sector include building energy efficiency upgrades . Implementation of these measures would support the CAAP Actions for Building and Energy by requiring increased access and incentives for clean energy (BE-1) and the increased use of solar panels and community solar (BE -2 and BE-3), or equivalent alternative measures . Installation of renewable energy infrastructure such as rooftop solar and electric vehicle charging stations would involve minor construction activities , but are not expected to result in substantial construction emissions. Other Building and Energy CAAP Actions would increase energy efficiency of existing facilities (BE-4 and BE -5), electrify new residential and commercial buildings (BE-7), and reduce energy use and increas e renewable electricity supply for municipal projects (BE -6). Energy efficiency improvements such a s energy management programs, appliance retrofits, and zero -net-energy construction are anticipated to involve only minor construction activities and are not expected to result in substantial construction - related air quality pollutant emissions. There is also a CAAP Action for the City to take actions to reduce emissions from local oil and gas extraction (BE-8). CAAP Actions such as the reduction of emissions related to oil and gas extraction (BE-8), such as through regulatory restrictions or additional monitoring, are not included on the CAAP Checklist for future discretionary projects.

Any

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-29 actions taken by the City in support of BE -8 are not anticipated to result in construction or operational air quality emissions, but any future project to implement such actions would be subject to project-level CEQA review.

Tier 1 measures for the Transportation sector include trip reduction features to reduce VMT ; incorporating pedestrian, bicycle, and electric vehicle charging infrastructure ; and complying with the City’s TDM Ordinance and TIA Guidelines. Tier 2 measures for the Transportation Sector include meeting the Transportation Screening Criteria and High -Density, Mixed -Use, Transit -Oriented, Walkable Infill Project Design. Implementation of Tier 1 measures w ould support the CAAP Action s for Transportation by improving transit service, providing bicycle, pedestrian, and electric vehicle infrastructure (T-1, T-3, and T-5), complying with the C ity’s TDM requirements (T-7), and complying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to SB 743 (T -9).

Implementation of the Tier 2 measures would support CAAP Actions to increase employment and residential development along transit corridors and increase density and mixing of land uses (T -6 and T-8). Other Tier 2 measures that support the CAAP Actions for Transportation listed on the CAAP Checklist are designed to focus increased housing and employment density along major transit corridors, increase rapid bus service, establishing bus -only lanes, and expanding electric -vehicle charging infrastructure to further reduce emissions. Similar to the Building and Energy CAAP Actions, future projects to support Transportation Actions that include new development would result in construction-related emissions but would be evaluated at the project- level, with mitigation identified during project-level review as appropriate.

Tier 1 measures required for the Waste sector include the recycling of appropriate materials and organics composting. Tier 2 measures for the Waste sector include incorporation of on -site composting, mulching, and/or anaerobic digestion. Implementation of the Tier 1 measures would support CAAP Actions for Waste by requiring recycling (W-1) and organic waste collection and processing (W-2, W-3). Any new construction required to facilitate such actions would be subject to project-level CEQA review. Other CAAP Actions for Waste supported by the measures listed on the CAAP Checklist would expand community -wide participation in organic waste collection and diversion.

Construction activities associated with future discretionary projects implementing CAAP Actions, Adaptation Actions, or that include measures to support the CAAP Actions utilizing the CAAP Checklist, could result in construction emissions that could increase pollutant concentrations and contribute to existing air pollution in the B asin. Specific project-level construction project data that may occur with implementation of the measures to support CAAP Actions are unknown at this time.

Future projects would be subject to project -level CEQA review to determine if substantial dust - generating construction activities would occur. Project -level mitigation would be required as applicable.

In addition, all future projects that implement the CAAP would be reviewed for consistency with the adopted LUE. T he goals and policies of the adopted LUE are intended to minimize impacts associated with nonattainment criteria pollutants . In addit ion, a list of potential Best Management Practices (BMPs) and compliance measures are outlined in Compliance Measure (CM) AQ-1 from the 2019 Certified Program EIR . Compliance with these measures will ensure that the intended environmental protections are achieved. These BMP measures are identified for future project

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-30 developments that may be implemented under the adopted LUE project and the proposed CAAP that would require environmental evaluation under CEQA. Additionally, Mitigation Measure (MM) AQ-1 of the 2019 Certified Program EIR requires the preparation of project -specific technical assessments evaluating construction-related air quality impacts to further ensure that construction - related emissions are reduced to the maximum extent feasible for projects that require environmental evaluation under CEQA. MM AQ-1 of the 2019 Certified Program EIR is a project-level mitigation measure and therefore does not apply to the proposed project but would apply to future projects that implement the CAAP.

As the CAAP does not alter the land use designations or development assumptions of the LUE, the proposed project does not alter the significant and unavoidable impact identified in the 2019 Certified Program EIR . However , the proposed project as a program to reduce the City’s GHG emissions would result in a less than significant impact related to a cumulatively considerable net increase of any criteria pollutant.

Operation. SCAQMD provides daily regional significance thresholds for criteria air pollutant emissions, for which individual project operations are calculated and compared against to determine if a project- level or cumulatively considerable impact would occur. Since precise descriptions and locations of activities involving operation approved for site -specific projects facilitated by the proposed CAAP are not known at this time, it is not possible to quantify operational emissions.
19 Thus, operational air quality impact s are qualitatively described for potential future projects facilitated by the CA AP related to the SCAQMD significance thresholds for operational emissions.

Long-term air pollutant emission impacts are those associated with mobile sources (e.g., vehicle trips), energy sources (e.g., electricity and natural gas), and area sources (e.g., architectural coatings and the use of landscape maintenance equipment) that would result from future projects that would implement the proposed CAAP Actions, Adaptation Actions or measures to support CAAP Actions through use of the CAAP Checklist.

As described above, Tier 1 measures to support the CAAP Actions related to Building and Energy are designed to ensure that future discretionary projects reduce GHG emissions, such as through increased use of zero-carbon electricity and/or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Through the reduction of energy consumption and efficiency retrofits, air pollutant emissions generated by buildings and facilities would also be reduced. Other Tier 1 measures would support Building and Energy CAAP Actions by requiring energy efficient improvements and increased use of solar power and clean energy source s which would be constructed on existing or proposed buildings (e.g., new rooftop solar or retrofits). In

19 Section 4.4, Greenhouse Gas Emissions, also does not provide GHG emissions quantification of any specific projects that may be facilitated by the proposed CAAP. The GHG analysis include s a baseline GHG inventory, and 2030, 2040, and 2050 emissions projections based on growth in population, housing, and employment that are expected for the City through the year 2050. However, unlike GHG emissions, which generate exclusively cumulative impacts, air quality significance thresholds are based on individual project-level emissions. Information is not available to quantify individual project -level air pollutant emissions and such quantification would be speculative at this time.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-31 addition, operation of the proposed measures to support the CAAP Actions for Building and Energy would ensure that future development implement sustainable energy measures and strategies that would reduce air pollutant emissions from energy sources that are not e xpected to result in long - term emissions that would exceed SCAQMD’s daily operational thresholds for criteria pollutants.

Furthermore, CAAP Actions and the measures to support the CAAP Actions would help to reduce adverse air quality effects through the reduction of fossil fuel consumption and use of private motor vehicles. Measures to reduce VMT would reduce automobile-generated air pollutants throughout the C ity. Similar to the adopted LUE, the proposed CAAP would not generate volumes of traffic required to generate a CO hot spot.

CAAP Actions and measures to support these actions related to Waste may result in new facilities for organic waste processing that would result in operational emissions. However, operational emissions that may result from future projects that would support organic waste collections and processing would reduce operational emissions currently occurring at landfills and other waste processing facilities. In addition, such new facilities would be subject to their own project-level CEQA review.

As described above, the CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. The Adaptation Actions provide general strategies that may be needed to lessen climate change impacts based on the CAAP Vulnerability Assessment. While incorporation of Adaptation Actions strategies would not be required to meet the City’s GHG emission reduction targets, specific adaptation requirements are listed in the CAAP Checklist for future discretionary projects to implement as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actio ns related to lessening the impacts of climate change on critical infrastructure and public facilities. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact. There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of A daptation Actions in the CAAP because there is not enough information to evaluate specific pro jects at their particular locations. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations, and future improvements would be analyzed on a project level pursuant to CEQA . A project-level evaluation would be required to de termine if daily emissions would exceed SCAQMD’s significance thresholds for any criteria air pollutant and project -specific mitigation measures would be required as applicable . Furthermore, there are seven Adaptation Actions specifically related to air quality to reduce air pollution and its impacts from a variety of sources such as buses, landscaping equipment, the Long Beach Airport, and food transportation.

Therefore, while project-level emissions cannot be known, the CAAP’s potential operational impacts of the Adaptation Actions at a program level to result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or State ambient air quality standard would be less than significant, and no mitigation would be required.

All future discretionary projects that implement CAAP Actions or utilize the CAAP Checklist for GHG streamlining would implement measures to support the CAAP Actions to achiev e the City’s GHG

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-32 emissions targets, which would also serve to reduce air quality emissions. Therefore, the potential program-level operational impacts of the CAAP to result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or State ambient air quality standard would be less than significant, and no mitigation would be required. In addition, the proposed CAAP does not alter the land use designations or development assumptions of the adopted LUE. Therefore, the proposed project does not alter the conclusion of the 2019 Certified Program EIR , and impacts of the adopted LUE would remain significant and unavoidable. Mitigation Measure MM AQ-2 from the 2019 Certified Prog ram EIR requires the preparation of project -specific technical assessments evaluating operational- related air quality impacts to further ensure that operational-related emissions are reduced to the maximum extent feasible for projects that require environm ental evaluation under CEQA. MM AQ-2 would apply to all future projects that implement the CAAP but would not apply to the proposed project as a program-level document.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to c limate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with S tate law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicabl e federal or State ambient air quality standard. Therefore, the Safety E lement Update would have no impact on criteria pollutants, and no mitigation is required.

Threshold 4.2.3: Would the project expose sensitive receptors to substantial pollutant concentrations?
CAAP: Less Than Significant Impact. As discussed previously , the proposed project is a policy/planning action and approval of the CAAP at a programmatic level does not constitute approval of physical development necessary to implement CAAP Actions that would require project- level CEQA review, nor would it grant any entitlements for development that would result in the exposure of sensitive receptors to substantial pollutant concentrations . As described above, the proposed project includes CAAP Actions for Building and Energy efficiency, Transportation vehicle trip reductions, and Waste organics and recycling processing. The CAAP Checklist includes required Tier 1 measures to support the CAAP Actions related to Building and Energy designed to ensure t hat future discretionary projects reduce energy-related GHG emissions, such as through increased use of zero-carbon electricity and/or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Other Tier 1 measures would support Building and Energy CAAP Actions by requiring energy efficiency improvements and the increased use of solar power and zero- carbon electricity sources. The CAAP Checklist also includes Tier 1 and Tier 2 measures to support Transportation CAAP Actions including expansion of the bicycle and pedestrian network and other measures to reduce VMT, and increased housing and employment along major transit corridors and increased density and mixing of land use s. Measures to support CAAP Actions for Wast e include encouraging recycling compliance and expanded organic waste collection.

The SCAQMD recommends the evaluation of localized air quality impacts to sensitive receptors such as residential land uses in the immediate vicinity of the project site as a result of construction

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-33 activities. The thresholds are based on standards established by the SCAQMD in its Localized Significance Thresholds (LST) Methodology20 and are measured against construction emissions that occur on a specific project site. These emi ssions are primarily generated from heavy -duty construction equipment and demolition, grading, and trenching activities. However, the LSTs are applicable to projects at the project -specific level and are not applicable to programmatic documents, such as the proposed CAAP.

Implementation the CAAP Actions and Adaptation Actions may involve new or remodeled construction which could result in short -term construction emissions. The measures to support the CAAP Actions and Adaptation Actions may be included in future discretionary projects that may develop larger renewable energy facilities, construct new transit, pedestrian, and bikeway facilities, construct increased residential, commercial, and mixed -use development , develop larger waste facilities, elevate infrastructure, and create sand dunes . Localized construction impacts of future projects could potentially exceed the LSTs. However, as discussed above, a ll future discretionary projects would be reviewed in accordance with CEQA and would require further ev aluation at the project level to demonstrate whether emissions would exceed SCAQMD’s LSTs and require project- specific mitigation . In addition, regulatory measures (e.g., SCAQMD Rule 201 for a permit to operate, Rule 403 for fugitive dust control, Rule 1113 for architectural coatings, Rule 1403 for new source review, and CARB ’s Airborne Toxic Control Measures) are currently in place, and mitigatio n would be imposed at the project level , once such future projects are proposed. In addition, while the CAAP Actions and measures to support the CAAP Actions would promote increased housing and employment along major transit corridors and increased density and mixing of land uses, consistent with the goals of the adopted LUE, these actions would not result in the development of land uses that would expose sensitive receptors to substantial pollutant concentrations beyond those which were anticipated in the adopted LUE . Therefore, the proposed CAAP would not alter the significant and unavoidable impact identified in the 2019 Certified Program EIR . MM AQ -3 of the 2019 Certified Program EIR would ensure that mobile sources of TACs not covered under SCAQMD permits are considered during subsequent project -level environmental review and would ensure that the potential TAC health risk impact associated with the development anticipated in the General Plan buildout would be less than significant. Future projects to i mplement CAAP Actions, Adaptation Actions, and that utilize the CAAP Checklist would be subject to MM AQ -3. However, as MM AQ-3 is a project -level requirement, this mitigation measure does not apply to the proposed project as a program-level document.

Once implemented, the proposed CAAP would support energy conservation and renewable energy, encourage alternative transportation, and encourage recycling compliance and expanded organic waste collection . These measures would help to reduce adverse air quality effects through the reduction of fossil fuel consumption and use of private motor vehicles. In addition, measures to support the CAAP Actions related to Transportation would reduce VMT, and thus automobile - generated air pollutants, throughout the City. A reduction of annual VMT would result in a benefit to regional air quality. Adaptation Actions related to air quality would also result in a beneficial impact to regional air quality for sensitive receptors within the planning area.

20 SCAQMD. 2021. Localized Significance Thresholds. Website: http://www.aqmd.gov/home/rules- compliance/ceqa/air-quality-analysis-handbook/localized-significance-thresholds (accessed November 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-34 Therefore, the proposed CAAP as a program to reduce GHG emissions citywide , which includes actions to improve air quality and reduce air pollutant emissions, would not expose sensitive receptors to substantial pollutant concentrations and impacts would be less than significant. N o mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to c omply with State law. Text changes to the Safety Element would not fa cilitate or entitle any physical development that would expose sensitive receptors to substantial pollutant concentrations. Therefore, the Safety Element U pdate would have no impact on substantial pollutant concentrations, and no mitigation is required.

Threshold 4.2.4: Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people? CAAP: Less Than Significant Impact. Although the proposed CAAP does not include a ny physical development, future projects that implement the CAAP Actions or Adaptation Actions or utilize the Checklist and incorporate measures to support the CAAP Actions , could generate new sources of odors. Nuisance odors from land uses in the Basin are regulated under SCAQMD Rule 402, Nuisance, which states:

A person shall not discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property. The provisions of this rule shall not apply to odors emanating from agricultural operations necessary for the growing of crops or the raising of fowl or animals.

Industrial land uses have the potential to generate objectionable odors. Examples of odor- generating industrial projects are wastewater treatment plants, compost facilities , landfills, solid - waste transfer stations, fiberglass manufacturing facilities, paint/coating operations (e.g., auto body shops), dairy farms, petroleum refineries, asphalt batch plants, chemical manufacturing, and food manufacturing facilities. Residential and commercial land uses could result in the generation of odors such as exhaust from landscaping equipment. However, unlike industrial land uses, these are not considered potential generators of odor that could affect a substantial number of people.

In general, future projects to implement the CAAP would not create new sources of substantial permanent odors. During construction activities associated with future discretionary projects , construction equipment exhaust and application of asphalt and archit ectural coatings c ould temporarily generate odors. Any construction -related odor emissions would be temporary and intermittent. Additionally, noxious odors would be confined to the immediate vicinity of the construction equipment and would be unlikely to affect a substantial number of people . In addition, by the time such emissions reached any sensitive receptor sites, they would be diluted to well below

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-35 any level of air quality concern. However, all future discretionary projects would be subject to project-level CEQA review to determine if impacts related to odors would occur and if project - specific mitigation is required. Therefore, for these reasons and because the proposed CAAP does not include any physical development, impacts associated with construction -generated odors are considered less than significant.

CAAP Actions encourage increased residential, commercial, and mixed-use development consistent with the City’s adopted PlaceTypes and regulations in the adopted LUE . While odor sources are present within the City, the odor policies enforced by the SCAQMD, including Rule 402, and City of Long Beach Municipal Code Section 8.64.040, prohibit nuisance odors and identify enforcement measures to reduce odor impacts to nearby receptors. Development of future residential , commercial, and mixed-use development that implements CAAP Actions or incorporate s measures to support the CAAP Actions would have the potential to result in nuisance odors that would be required to comply with these regulations.

CAAP Actions also encourage the development of larger waste facilities . However, future discretionary projects for new or expanded solid waste facilities would be required to undergo project-level CEQA review, disclose any potential impacts related to creating objectionable odors, and provide mitigation of any significant impacts, if necessary. Any other future discretionary projects implemented by the City, other agencies, or private developers that would help achieve the goals of the CAAP would also be sub ject both to project- specific CEQA review and the City’s Municipal Code requirements . Since the proposed CAAP does not include any specific proposed facilities or identify facility locations, no further analysis of this potential impact can be provided at this time. Therefore, impacts associated with other emissions (such as those leading to odors) adversely affecting a substantial number of people would be less than significant. No mitigation is required.

These policies are intended to improve the ability of Long Beach and its residents and businesses to adapt to climate change and related impacts now and in the future and include air quality actions that include incentives for photocatalytic tiles, encouragement of urban agriculture practices, development of the Long Beach A irport Sustainability Plan, electrification of small local emitters, school bus electrification, and increasing monitoring and regulation of oil extraction and refinement.

These Adaption Actions are expected to reduce air pollutant emissions in the City, w hich would result in a beneficial impact. No mitigation is required.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-36 as those leading to odors) adversely affecting a substantial number of people. Therefore, the Safety Element Update would have no impact on criteria pollutants, and no mitigation is required.

4.2.6 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to air quality , and no mitigation is required.

4.2.7 Regulatory Compliance Measures and Mitigation Measures The proposed project does not include any physical develop ment of any buildings or structures, would not be required to adhere to any compliance measures, and as a planning action , does not include any project design features related to air quality.

4.2.8 Level of Significance after Mitigation
No mitigation measures related to air quality are required for the proposed project.

4.2.9 Cumulative Impacts
As defined in Section 15130 of the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects o f past, current, and probably future projects within the cumulative impact area for air quality. The cumulative study area analyzed for potential air quality impacts is the South Coast Air Basin. Each project in the Basin is required to comply with SCAQMD rules and regulations and is subject to independent review. For purposes of the cumulative air quality analysis with respect to State CEQA Guidelines Section 15064(h)(3), the proposed CAAP’s contribution to cumulative air quality impacts is determined based on compliance with the SCAQMD’s adoption of the AQMP. As discussed above in the context of Threshold 4.2.1 above, the proposed CAAP as a programmatic document does not conflict with or obstruct implementation of AQMP.

SCAQMD recommends that project -specific air quality impacts be used to determine the potential cumulative impacts to regional air quality because p rojects that exceed the p roject-specific significance thresholds are considered by the SCAQMD to be cumulativ ely considerable. This is the reason project-specific and cumulative significance thresholds are the same. Conversely, projects that do not exceed the project- specific thresholds are generally not considered to be cumulatively significant (SCAQMD 2003). Ho wever, as the proposed project is a programmatic document, a project-level analysis for either project-specific impacts or cumulative impacts does not apply.

Cumulative growth within the City could increase pollutant concentrations and contribute to existing air pollution in the Basin. As described in the 2019 Certified Program EIR, implementation of the adopted LUE could contribute to an increase in frequency or severity of air quality violations and delay attainment of the AAQS or interim emission reductions in the AQMP due to the increase in VMT associated with implementation of the project. Therefore, emissions generated from the adopted LUE project were determined to result in a significant cumulative air quality impact. The proposed project does not include physical improvements or development; however, the GHG reduction targets of the CAAP that were used to inform the proposed CAAP Actions, Adaptation Actions, and CAAP Checklist, were developed based on the development and growth anticipated by

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.2 Air Quality.docx (03/15/22) 4.2-37 the a dopted LUE. Implementation of the CAAP assumes that future discretionary projects would implement CAAP Actions and measures to support the CAAP Actions to achieve the City’s GHG emissions targets, but would also include the construction of new facilities or retrofits to existing buildings, new transit and waste facilities, and changes to the existing streetscape. Although locations and sizes of these future discretionary projects are unknown, if the construction of a nearby project occurs at the s ame time as the construction of a project that implements the CAAP, cumulative construction air quality impacts could occur. Where there is the potential for these cumulative impacts, they would be addressed through project -level environmental review and permitting, and mitigated at the project level if necessary . Construction activities and operational emissions associated with future discretionary projects that implement the CAAP would be subject to CEQA and ensure consistency with local, State, and federal air quality standards that are intended to protect air quality. In addition, future development facilitated by the proposed CAAP would be required to comply with CARB motor vehicle standards, SCAQMD regulations from stationary sources and architectural coatings, and Title 24 energy efficiency standards. Future discretionary development would also require compliance with the project- level mitigation measures MM -AQ-1, MM AQ -2, and MM -AQ-3 identified in the 2019 Certified Program EIR . As such, the CAAP as a program-level document would not cumulatively contribute to air quality impacts and includes goals and policies that seek to improve air quality in the planning area. No mitigation is required.

The proposed project also includes text changes to the Safety Element to incorporate recognition of climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in cumulatively significant impacts . Therefore, the Safety Element Update would not cumulatively contribute to air quality impacts. No mitigation is required.

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4.3 ENERGY
This section discusses energy use resulting from implementation of the Climate Action and Adaptation Plan (CAAP) and Safety Element Update Project (proposed project) and evaluates whether the proposed project would result in the wasteful, inefficient, or unnecessary consumption of energy resources or conflict with any applicable plans for renewable energy and energy efficiency. The analysis contained in this section is based on the Draft Climate Action and Adaptation Plan (Appendix B), the Draft Safety Element (Appendix C), and the Climate Action and Adaption Plan Consistency Review Checklist (CAAP Checklist) : Technical Support Documentation (ESA 2021) (Appendix D). As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element Update and is considered a policy/planning action. The proposed project does not include physical improvements or development , and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects would also be subject to project -level CEQA as required. Therefore, the analysis in this Subsequent Env ironmental Impact Report (SEIR) focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist (CAAP Checklist) required for future discretionary projects, as well as the potential programmatic level impacts of the CAAP Actions, Adaptation Actions, and the Safety Element Update.

4.3.1 Scoping Process
The City of Long Beach (City) received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this SEIR. No comment letters included comments related to energy.

4.3.2 Existing Environmental Setting

4.3.2.1 Existing Planning Area
The CAAP and Safety Element Update addresses all land within the City’s jurisdictional limits.

Throughout this Draft SEIR, these areas are referred to as the “planning area.” The planning area encompasses approximately 50 square miles within the limits of the City of Long Beach (excluding the City of Signal Hill, which is completely surrounded by the City of Long Beach) in the southern region of Los Angeles County. The planning area is bordered on the west by the Cities of Carson and Los Angeles (including Wilmington and the Port of Los Angeles); on the north by the Cities of Compton, Paramount, and Bellflower; and on the east by the Cities of Lakewood, Hawaiian Gardens, Cypress, Los Alamitos, and Seal Beach. Additionally, the City of Signal Hill is centrally located within the planning area and is completely surrounded by development in the City of Long Beach.

The planning area is currently developed and co nsists of a mix of residential, commercial, medical, institutional, industrial, and open space and recreation uses. These uses currently generate energy usage associated with natural gas and electricity use and gasoline and diesel fuel associated with vehicle, bus, and truck trips.

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4.3.2.2 Electricity
In February 2021, California consumed an average of over 12,205 thousand megawatt -hours (MWh) of electricity. Natural gas is the main source of electricity in the State (approximately 49.4 percent) followed by non -hydroelectric renewables 1 (27.3 percent), hydroelectric facilities (6.3 percent), nuclear facilities (6.5 percent), and coal-fired facilities (less than 1 percent).2 The City of Long Beach receives its electricity from Southern California Edison (SCE). SCE , an independently owned utility, provides electrical service to 15 million people in 50,000 square miles across central, coastal, and southern California, including the City of Long Beach. SCE delivers electrical power to its service area through 12,635 m iles of transmission lines, 91,375 miles of distribution lines, 1,433,336 electric poles, 720,800 distribution transformers, and 2,959 substation transformers.
3 In 20 20, SCE’s primary source of energy was natural gas ( 48.35 percent of California in -state generation). The second main source of SCE’s energy was from non -hydroelectric renewable resources ( 33.35 percent). Other SCE energy sources include large hydroelectric ( 9.40 percent), nuclear (8.53 percent), coal ( 0.17 percent), and oil ( 0.02 percent).4 SCE generates a portion of the energy to provide to its own facilities.

In February 2018, the California Energy Commission ( CEC) published preliminary California Energy Demands for 2018 through 2030 within the SCE Planning Area.5 According to the CEC, the electricity consumption in the SCE service area for 2018 was 110,349 gigawatt -hours (GWh) in the high- demand scenario. Forecasted electricity consumption within the SCE service area is estimated to be 125,112 GWh by 2025 and 133,754 GWh by 2030 (the furthest horizon year for which data are available). In addition, the CEC estimates that net peak demand and net energy load within SCE’s service territory will continue to grow annually by 2.45 percent until 2030.

4.3.2.3 Natural Gas
As of 2020, California produced less than 1 percent of the total United States supply of natural gas. 6 Natural gas production includes onshore facilities located across the State, as well as offshore in the Pacific Ocean. In the State of California, electricity generation is the largest user of natural gas (nearly 45 percent), followed by industrial uses (25 percent), residential uses (e.g., space and water heating) (21 percent), and commercial uses (9 percent). Due to the decline in natural gas production 1 “ Nonhydroelectric renewables” refer to energy sources such as wind, solar, biomass, and geothermal. 2 U .S. Department of Energy, EIA . California. Website: https://www.eia.gov/state/?sid=CA#tabs -4, (accessed August 2021).
3 S outhern California Edison (SCE). Powering Southern California for 130+ Y ears, Website: https://www.sce. com/about-us/—who-we-are (accessed August 2021).
4 S CE . 2020 Total System Electric Generation. Website: https://www.energy.ca.gov/data-reports/energy- almanac/california-electricity-data/2020-total-system-electric-generation (accessed November 2021). 5 C alifornia Energy Commission (CEC). 2018– 2028 Electricity Demand Preliminary Forecast. CEC -200-2017- 006-SD. Published August 9, 2017 (accessed August 2021). 6 U. S. Department of Energy, EIA . 2020. California State Profile and Energy Estimates. Rankings: Natural Gas Marked Production . Website: https://www.eia.gov/dnav/ng/ng_prod_sum_a_EPG0_VGM_mmcf_a.htm (accessed November 2021).

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The City of Long Beach Municipal Energy Resources (ER) Department purchases natural gas from Southern California Gas Company (SoCalGas) and provides natural gas services to residents and businesses of Long Beach and Signal Hill and portions of surrounding communities, including the cities of Bellflower, Compton, Lakewood, Los Alamitos, Paramount, and Seal Beach. Currently, the ER Department is the fifth largest municipal gas utility in the nation, serving approximately 500,000 residents
8 and businesses through over 1,900 miles of ER pipelines. 9 The ER Department’s customer profile is 53 percent residential and 47 percent commercial/industrial.

The ER Department receives a small portion (ap proximately 5 percent) of its natural gas supply directly into its pipeline system from local production fields in the planning areas, as well as offshore facilities. The remainder of ER’s natural gas supplies is purchased from the southwestern United States. The ER Department also receives intrastate transmission service for purchased gas from SoCalGas.

In 2018, the California Gas and Electric Utilities
10 published the 2018 California Gas Report. In
addition to providing a summary of the existing and historic natural gas demands, the 2018 California Gas Report provides projected annual gas supplies for future years through year 2035.

According to the 2018 California Gas Report, the natural gas demand in the ER Department’s service area was estimated to be 8. 65 billion cubic feet (bcf) per year in 2018 with a future annual demand projected to reach 9.02 bcf per year in 2035 (the furthest horizon year for which data are available).
11 4.3.2.4 Petroleum/Transportation Energy
Petroleum is also a non -renewable fossil fuel. Petroleum is a thick, flammable, yellow -to-black mixture of gaseous, liquid, and solid hydrocarbons that occurs naturally beneath the earth's surface.

Petroleum is primarily recovered by oil drilling. It is refined into a large number of consumer products, primarily fuel oil, gasoline, and diesel.
7 C EC. Supply and Demand of Natural Gas in California. Website: https://www.energy.ca.gov/data -reports/ energy-almanac/californias-natural-gas-market/supply-and-demand-natural-gas-california (accessed August 2021). Note: The full set of estimates for the 2020 data cycle will be released on June 24, 2022. 8 L ong Beach Energy Resources Department. Website: http://www.longbeach.gov/energyresources// (accessed August 2021).
9 C alifornia Gas and Electric Utilities. 2018 California Gas Report. Website: https://www.socalgas.com/ regulatory/documents/cgr/2018_California_Gas_Report.pdf (accessed August 2021). 10 C onsists of the following: Southern California Gas Company, Pacific Gas & Electric Company, San Diego Gas & Electric Company, Southwest Gas Corporation, City of Long Beach Energy Resourc es Department, Sacramento Municipal Utilities District, and Southern California Edison Company. 11 C alifornia Gas and Electric Utilities. 2018, op cit.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-4 The average fuel economy for light -d uty vehicles (autos, pickups, vans, and SUVs) in the United States has steadily increased from about 14.9 miles per gallon (mpg) in 1980 to 22.2 mpg in 2019. 12 Federal fuel economy standards have changed substantially since the Energy Independence and Security Act was passed in 2007. The Act, which originally mandated a national fuel economy standard of 35 mpg by year 2020 13, applies to cars and light trucks of M odel Years 2011 through 2020. In March 2020, the United States Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) finalized the Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021–2026 Passenger Cars and Light Trucks, further detailed below.

Gasoline is the most used transportation fuel in California, with 97 percent of all gasoline being consumed by light-duty cars, pickup trucks, and sport utility vehicles. According to the most recent data available, total gasoline consumption in California was 365,610 thousand barrels or 1,847.8 trillion British Thermal Units (BTU) in 2018.
14 Of the total gasoline consumption, 349,108 thousand
barrels or 1,764.4 trillion BTU were consumed for transportation. 15 Based on fuel consumption obtained from EMFAC2020, approximately 507 million gallons of diesel and approximately 3.8 billion gallons of gasoline will be consumed from vehicle trips in Los Angeles County in 2021.

4.3.3 Regulatory Framework
Federal and State agencies regulate energy use and consumption through various means and programs. On the federal level, the United States Department of Transportation, the United States Department of Energy, and the United States Environmental Protection Agency (USEPA ) are three federal agencies with substantial influence over energy policies and programs. Generally, federal agencies influence and regulate transportation energy consumption through establishment and enforcement of fuel economy standards for automobiles and light trucks, through funding of energy-related research and development projects, and through funding for transportation infrastructure improvements. On the State level, the California Public Utilities Commission (CPUC) and the CEC are two agencies with authority over different aspects of energy.

The CPUC regulates privately owned electric, natural gas, telecommunications, water, railroad, rail transit, and passenger transportation companies and serves the public interest by protecting consumers and ensuring the provision of safe, reliable utility service and infrastructure at reasonable rates, with a commitment to environmental enhancement and a healthy California economy.
12 U. S. Department of Transportation (DOT). “Table 4 -2 3: Average Fuel Efficiency of U.S. Light Duty Vehicles.” Website: https://www.bts.dot.gov/bts/bts/content/average -fuel-efficiency-us-light-duty- vehicles (accessed July 19, 2021).
13 U. S. Department of Energy. 2007. “Energy Independence & Security Act of 2007.” Website: https://www. afdc.energy.gov/laws/eisa (accessed July 19, 2021).
14 A British Thermal Unit is defined as the amount of heat required to raise the temperature of one pound of water by one degree Fahrenheit.
15 U.S. Department of Energy, EIA. 2020. California State Profile and Energy Estimates. Table F3: Motor gasoline consumption, price, and expenditure estimates, 201 8. Website: eia.gov/state/seds/data.php? incfile=/state/seds/sep_fuel/html/fuel_mg.html&sid=CA (accessed August 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-5 The CEC is the State's primary energy policy and planning agency. The CEC forecasts future energy needs, promotes energy efficiency, supports energy research, develops renewable energy resources, and plans for/directs state response to energy emergencies. The a pplicable federal, State, regional, and local regulatory framework is discussed below.

4.3.3.1 Federal Regulations
Energy Policy Act of 2005. The Energy Policy Act of 2005 seeks to reduce reliance on non-renewable energy resources and provide incentives to reduce current demand on these resources. For example, under this Act, consumers and b usinesses can obtain federal tax credits for purchasing fuel-efficient appliances and products (including hybrid vehicles), building energy-efficient buildings, and improving the energy efficiency of commercial buildings. Additionally, tax credits are available for the installation of qualified fuel cells, stationary microturbine power plants, and solar power equipment.

Safer Affordable Fuel-Efficient Vehicles Rule. On March 21, 2020, the USEPA and National Highway Traffic Safety Administration (NHTSA) finalized the Safer Affordable Fuel- Efficient (SAFE) Vehicles Rule for Model Years 2021 –2026 Passenger Cars and Light Trucks (SAFE Vehicles Rule) . The SAFE Vehicles Rule amends certain existing Corporate Average Fuel Economy and tailpipe CO 2 emissions
standards for passenger cars and light trucks and establish es new standards, all covering model years 2021 through 2026. More specifically, the NHTSA set new Corporate Average Fuel Economy standards for model years 2022 through 2026 and amended its 2021 model year Corporate Average Fuel Economy standards, and the USEPA amended its CO2 emissions standards for model years 2021 and later.

4.3.3.2 State Regulations
Assembly Bill 1575, Warren -Alquist Act. In 1975, largely in response to the oil crisis of the 1970s, the State Legislature adopted Assembly Bill (AB) 1575 (also known as the Warren-Alquist Act), which created the CEC. The statutory mission of the CEC is to forecast future energy needs; license power plants of 50 megawatts (MW) or larger; develop e nergy technologies and renewable energy resources; plan for and direct State responses to energy emergencies; and, perhaps most importantly, promote energy efficiency through the adoption and enforcement of appliance and building energy efficiency standard s. AB 1575 also amended Public Resources Code (PRC) Section 21100(b)(3) and State CEQA Guidelines Section 15126.4 to require EIRs to include, where relevant, mitigation measures proposed to minimize the wasteful, inefficient, and unnecessary consumption of energy caused by a project. Thereafter, the State Resources Agency created Appendix F to the State CEQA Guidelines. Appendix F assists EIR preparers in determining whether a project will result in the inefficient, wasteful, and unnecessary consumption of energy. Appendix F of the State CEQA Guidelines also states that the goal of conserving energy implies the wise and efficient use of energy and the means of achieving this goal, including (1) decreasing overall per capita energy consumption; (2) decreasing reliance on fossil fuels such as coal, natural gas, and oil; and (3) increasing reliance on renewable energy sources.

Senate Bill 1389, Energy: Planning and Forecasting. In 2002, the State Legislature passed Senate Bill (SB) 1389, which required the CEC to develop an integrated energy plan every 2 years for electricity, natural gas, and transportation fuels for the California Energy Policy Report. The plan calls for the

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-6 State to assist in the transformation of the transportation system to improve air quality, reduce congestion, and increase the efficient use of fuel supplies with the least environmental and energy costs. To further this policy, the plan identifies a number of strategies, including assistance to public agencies and fleet operators in implem enting incentive programs for zero emission vehicles (ZEVs) and their infrastructure needs, and encouragement of urban designs that reduce vehicle miles traveled (VMT) and accommodate pedestrian and bicycle access.

In compliance with the requirements of SB 1389, the CEC adopts an Integrated Energy Policy Report every 2 years and an update every other year. CEC approved the 2020 Integrated Energy Policy Report in March 2021.
16 The 2020 Integrated Energy Policy Report covers a broad range of topics, including decarbonizing buildings, integrating renewables, energy efficiency, energy equity, integrating renewable energy, updates on Southern California electricity reliability, climate adaptation activities for the energy sector, natural gas assessment, transportation energy demand forecast, and the California Energy Demand Forecast.

Renewable Portfolio Standard. SB 1078 established the California Renewable Portfolio Standards program in 2002. SB 1078 initially required t hat 20 percent of electricity retail sales be served by renewable resources by 2017; however, this standard has become more stringent over time. In 2006, SB 107 accelerated the standard by requiring that the 20 percent mandate be met by 2010. In April 2011, SB 2 required that 33 percent of electricity retail sales be served by renewable resources by 2020. In 2015, SB 350 established tiered increases to the Renewable Portfolio Standards of 40 percent by 2024, 45 percent by 2027, and 50 percent by 2030. In 20 18, SB 100 increased the requirement to 60 percent by 2030 and required that all the State's electricity come from carbon - free resources by 2045. SB 100 took effect on January 1, 2019. 17 Title 24, California Building Code. Energy consumption by new buildings in California is regulated by the Building Energy Efficiency Standards, embodied in Title 24 of the California Code of Regulations (CCR), known as the California Building Code (CBC). The CEC first adopted the Building Energy Efficiency Standards for Residential and Nonresidential Buildings in 1978 in response to a legislative mandate to reduce energy consumption in the State. The CBC is updated every 3 years, and the current 2019 CBC went into effect on January 1, 20 20. The efficiency standards ap ply to both new construction and rehabilitation of both residential and non -residential buildings, and regulate energy consumed for heating, cooling, ventilation, water heating, and lighting. The building efficiency standards are enforced through the local building permit process. Local government agencies may adopt and enforce energy standards for new buildings, provided these standards meet or exceed those provided in CCR Title 24.

California Green Building Standards Code ( CALGreen Code ). In 2010, the Ca lifornia Building Standards Commission (CBSC) adopted Part 11 of the Title 24 Building Energy Efficiency Standards, referred to as the California Green Building Standards Code ( CALGreen Code). The CALGreen Code took effect on January 1, 2011. The CALGreen Code is updated on a regular basis, with the most recent update consisting of the 201 9 CALGreen Code standards that became effective January 1,

16 CEC. 2020. 2020 Integrated Energy Policy Report. Docket No. 20-IEPR-01. 17 California Public Utilities Commission (CPUC). 2019. Renewables Portfolio Standard Program. Website:
cpuc.ca.gov/rps (accessed August 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-7 2020. The CALGreen Code established mandatory measures for residential and non -residential building construction and encouraged sustainable construction practices in the following five categories: (1) planning and design, (2) energy efficiency, (3) water efficiency and conservation, (4) material conservation and resource efficiency, and (5) indoor environmental quality. Although the CALGreen Code was adopted as part of the State’s efforts to reduce greenhouse gas ( GHG) emissions, the CALGreen Code standards have co -benefits of reducing energy consumption from residential and non-residential buildings subject to the standard.

California Energy Efficiency Strategic Plan. On September 18, 2008, the CPUC adopted California’s first Long -Term Energy Efficiency Strategic Plan, presenting a roadmap for energy efficiency in California.18 The Plan articulates a long-term vision and goals for each economic sector and identifies specific near-term, mid-term, and long- term strategies to assist in achieving those goals. The Plan also reiterates the following four specific programmatic goals known as the “Big Bold Energy Efficiency Strategies” that were established by the CPUC in Decisions D.07-10-032 and D.07-12-051:
• All new residential construction will be zero net energy (ZNE) by 2020. • All new commercial construction will be ZNE by 2030.
• 50 percent of commercial buildings will be retrofit to ZNE by 2030. • 50 percent of new major renovations of State buildings will be ZNE by 2025.

4.3.3.3 Regional Regulations
Assembly Bill 811, Contractual Assessments: Energy Efficiency Improvements. In July 2008, in partnership with Los Angeles County, the City participated in a program to use AB 811 funds for a program providing energy audits, energy efficiency upgrades, and installation of photovoltaic solar power systems permanently attached to real property to reduce out- of-pocket expenses to the property owner.

4.3.3.4 Local Regulations
Sustainable City Action Plan. The City adopted the Sustainable City Action Plan on February 2, 2010, with the purpose of moving the City towards becoming a more sustainable City. Sustainability is defined in this plan as maxim izing individual benefits and minimizing negative environmental impacts to ensure the long -term health of the environment for the enjoyment and use of current and future generations. The Sustainable City Action Plan includes initiatives, goals, and actions that are meant to guide City decision -makers in striving towards achieving a sustainable City. The following goals, initiatives, and actions are applicable to the proposed project:
19 Sustainability Goal 2: Reduce electricity use in City operations by 25% by 2020.

Sustainability Goal 3: Reduce natural gas use in City operations by 15% by 2020.

18 CPUC. 2008. California Long -Term Energy Efficiency Strategic Plan. September. Website: cpuc.ca.gov/ General.aspx?id=4125 (accessed August 2021).
19 City of Long Beach. Office of Sustainability. 2010. Sustainable City Action Plan. Adopted February 2, 2010.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-8 Sustainability Goal 4: Facilitate the development of at least 2 megawatts of solar energy on City facilities by 2020.

Sustainability Goal 5: Reduce community electricity use by 15% by 2020.

Sustainability Goal 6: Reduce community natural gas use by 10% by 2020.

Sustainability Goal 7: Facilitate the development of at least 8 megawatts of solar energy within the community (private rooftops) by 2020.

Energy Initiative 2: Ensure all of the City of Long Beach’s operational needs are met through energy efficiency, conservation, and renewable energy sources.

Energy Initiative 3: Reduce electricity and natural gas consumption of the Long Beach community.

Action 1: Increase energy efficiency in City facilities through ongoing energy audits, retrofits, weatherization, and preventative maintenance.

Action 4: Encourage the use of energy -efficient products including efficient lighting, energy monitoring systems, cool and green roofs, insulation, and efficient HVAC systems.

Action 9: Implement energy efficiency and conservation measures.

The City’s Sustainable City Commission works with staff every year to develop an Annual Work Plan that identifies projects and programs that will be prioritized for the upcoming year. In January 2021, a presentation was made to provide a 10 -Year Report for the preliminary results of the Action Plan.20

4.3.4 Methodology
The effects of the proposed CAAP and Safety Element Update are evaluated below to determine whether they would result in a significant adverse impact on the environment. The impact analysis presented in this section is based on the effect that implementation of the proposed project would have on energy use in the City.

4.3.5 Analysis Approach
Site-specific subsequent activities or future projects that incorporate CAAP Actions and Adaptation Actions, as applicable, their associated locations, and physical effects on the environment related to energy are not known at this time. Therefor e, this analysis uses a programmatic approach in evaluating possible energy impacts of implementation of the CAAP and the Safety Element Update.

20 City of Long Beach. 2021. Sustainable City Actio n Plan 10- Year Report. Website: http://longbeach. legistar.com/View.ashx?M=F&ID=9091134&GUID=6F0A933E-6DF8-478C-B87B-227B7C7B8303 (accessed November 2021).

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4.3.6 Thresholds of Significance
The following thresholds of significance are based on Appendix G of the State CEQA Guidelines .

Based on these thresholds, implementation of the proposed project would have a significant adverse impact with respect to energy if it would:

Threshold 4.3.1: Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation, or
Threshold 4.3.2: Conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

4.3.7 Project Impacts
Threshold 4.3.1: Would the project result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation?
CAAP: Less Than Significant Impact. The proposed project includes the proposed CA AP that was included as Mitigation Measure GHG-1 in the General Plan Land Use and Urban Design Elements Environmental Impact Report (2019 Certified Program EIR) and is a policy document that provides a framework outlining requirements, incentives, and pote ntial policies to ensure sustainable development consistent with the adopted Land Use Element ( LUE). The proposed CAAP is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development. Implementation of CAAP Actions by the City or other agencies, such as performance of municipal energy and water audits (BE-7), may not be subject to discretionary approval and project -level CEQA review. Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locations, and future improvements would be analyzed at the project level and would be subject to CEQA as required. The proposed project would also be implemented through t he application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining. In order to demonstrate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would help achieve the City’s GHG emission targets. CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a project does not include specific Tier 1 measures, equivalent measures for GHG emission reductions backed by substantial evidence must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-10 electricity (BE-1 and BE-5) and increase use of solar panels and community solar ( BE-2 and BE-3), or equivalent alternative measures . The installation of infrastructure to support clean energy alternatives such as rooftop solar and electric vehicle charging stations would not result in substantial energy demand during construction or in stallation. Other Building and Energy CAAP Actions, supported by the measures included on the CAAP Checklist would increase energy efficiency of existing facilities, electrify new residential and commercial buildings, and reduc e emissions from local oil and gas extraction. As the measures to support the CAAP Actions related to Building and Energy are largely improvements to existing facilities (e.g., rooftop solar) or operational programs to reduce emissions, these measures to su pport the CAAP Actions are designed to minimize future energy use of future development and would not result in wasteful or inefficient energy use during construction or operation of future discretionary projects . In addition , by incorporating sustainability elements with existing and proposed facilities, the proposed CAAP would result in a beneficial effect to the City’s overall energy demand and would not result in any wasteful or inefficient energy usage. As described in the CAAP Checklist : Technical Support Documentation (Appendix D), the CAAP Business as Usual (BAU) forecast projects growth in electricity use from 2015–2030 including 19,970 MWh for residential development, 85,529 MWh for commercial development, and 153,269 MWh for industrial development . Therefore, CAAP Actions BE-1 and BE -2 are included on the CAAP Checklist to ensure that future projects that implement these CAAP Actions would achieve the City’s “fair share” contribution for electricity reduction and associated emissions reductions for future discretionary projects.

Tier 1 measures for the Transportation sector include trip reduction features to reduce vehicle miles traveled (VMT), incorporation of pedestrian, bicycle, and electric vehicle charging infrastructure, and compliance with th e City’s Transportation Demand Management (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. Tier 2 measures for the Transportation s ector include meeting the Transportation Screening Criteria and High -Density, Mixed -Use, Transit -Oriented, Walkable Infill Project Design. Implementation of Tier 1 measures would support the CAAP Actions for Transportation by improving transit service (T -1), providing bicycle, pedestrian, and electric vehicle infrastructure (T-2, T-3, and T-5), complying with City’s TDM requirements (T-7), and complying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to SB 743 (T-9).

Tier 1 measures required for the Waste sector include the recycling of appropriate materials and organics composting . Tier 2 measures for the Waste sector include incorporation of on -site composting, mulching, and/or anaerobic digestion. Implementation of the Tier 1 measures would support CAAP Actions for Waste by requiring recycling (W -1) and organic waste collection and processing (W-2 and W-3). Any new construction required to facilitate such actions would be subject

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-11 to project-level CEQA review. Other CAAP Actions for Waste, supported by the measures included on the CAAP Checklist would expand community-wide participation in organic waste collection and diversion.

As described above, t here are several measures to implement the CAAP Actions that would be implemented with future discretionary projects, which would involve retrofits to existing buildings , new transit and waste facilities, and changes to the existing streetscape such as expand ed bicycle and pedestrian networks. Future discretionary projects would be subject to CEQA level review.

Several measures to implement the CAAP Actions include improvements or programs that would apply to existing buildings, facilities, and infrastructure within the City, and no construction would occur. All future discretionary projects that utilize the CAAP Checklist to achieve the City’s GHG emissions targets would be reviewed in accordance with CEQA and would require further evaluation to demonstrate that construction activities would not result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources . However, with incorporation of CAAP Actions, energy use will be minimized , and the use of alternative energy sources will be maximized.

Specific construction and operation information for future projects that utilize the CA AP Checklist are unknown at this time. Future discretionary projects that implement measures to support the CAAP Actions would be reviewed on a project - by-project basis, and mitigation would be identified during project-level review as appropriate. It should be noted that the construction of these future discretionary projects do es not constitute the CAAP p roject; they are projects that would be incorporating measures to support the CAAP Actions, which in and of themselves do not involve the construction of buildings. All future discretionary projects that utilize the CAAP Checklist to achieve the City’s GHG emissions targets would be reviewed under CEQA. Therefore, potential impacts of the measures to support the CAAP Actions to result in wasteful, inefficient, or unnecessary consumption of energy resources, would be less than significant, and no mitigation would be required.

In addition to the Tier 1 and Tier 2 measures to support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future development to achieve the GHG emissions target of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. The Adaptation Actions provide general strategies that may be needed to lessen climate change based on the CAAP Vulnerability Assessment. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets, Adaptation Actions are listed in the C AAP Checklist for future discretionary projects, as applicable, to help lessen the impacts of climate change and demonstrate consis tency with the overall goals and strategies of the CAAP. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions to lessen the impacts of climate change on critical infrastructure and public facilities. The proposed CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions. There is not sufficient information at this time to analyze potential future physical improvements that are suggested as A daptation Actions in the CAAP as specific projects and locations are unknown. Additional analysis will be needed to develop specific adaptation

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-12 approaches and projects at specific locations, and future discretionary improvements would be analyzed on a project level pursuant to CEQA and would require further evaluation to demonstrate that such projects would not result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources . As such, impacts would be less than significant, and no mitigation would be required.

Safety Element Update : No Impact. The proposed project also inclu des text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development and, as such , would not result in any potentially significant environmental impac ts due to wasteful, inefficie nt, or unnecessary consumption of energy resources . Therefore, the Safety Element U pdate would have no impact on energy, and no mitigation is required.

Threshold 4.3.2: Would the project conflict with or obstruct a state or local plan for renewable energy or energy efficiency?
CAAP: Less Than Significant Impact. As described above, energy usage during construction would be temporary in nature and all future discretionary projects utilizing the CAAP Checklist would be reviewed in accordance with CEQA to demonstrate that construction activities would not result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources.

In addition, measures to support the CAAP Actions would be implement ed with future discretionary projects to support energy conservation and renewable energy, encourage alternative transportation, promote mixed -use development, and encourage recycling compliance and expanded organic waste collection . These measures to supp ort the CAAP Actions would help to reduce energy use through the reduction of fossil fuel consumption, reduce vehicle trips and VMT, and foster energy efficiency. Thus, implementation of the measures to support the CAAP Actions would promote energy efficie ncy and would support the goals of the City’s Sustainable City Action Plan.

In addition, energy efficient measures are intended to maximize energy efficiency building and appliance standards, pursue additional efficiency efforts including new technologies and new policy and implementation mechanisms, and pursue comparable investment in energy efficiency from all retail providers of electricity in California. In addition, these measures are designed to expand the use of green building practices to reduce th e carbon footprint of California’s new and existing inventory of buildings. The CAAP Checklist Tier 1 measures for the Building and Energy sector require increased access to and incentives for clean electricity (BE-1 and BE-5) and the increased use of solar panels and community solar (BE-2 and BE-3), or equivalent alternative measures that would be consistent with the intent of the Renewable Portfolio Standards, Title 24, CALGreen Code, and the Energy Efficiency Strategic Plan.

Further, the proposed CAAP identifies Adaptation Actions that prioritize the locations and types of future projects that may be needed to lessen climate change based on the CAAP Vulnerability

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-13 Assessment. There is not sufficient information at this time to analyze potential future ph ysical improvements that are suggested as adaptation strategies in the proposed CAAP, such as elevating infrastructure or creating sand dunes to lessen the impacts of flooding due to climate change; however, it is not expected that these adaptations strategies would generate substantial energy demand and any future projects would undergo project-level CEQA review as required.

Therefore, the proposed CAAP would result in both a decrease in energy demands overall (through improvements in efficiency in buildings, vehicles, and infrastructure) and an increase in renewable energy production. Furthermore, the proposed measures to support the CAAP Actions would be implemented through future discretionary projects , which would be reviewed under CEQA and would be re quired to undergo the Site Plan Review process. Therefore, potential impacts of the measures to support the CAAP Actions to result in wasteful, inefficient, or unnecessary consumption of energy resources, during project operation, would be less than signif icant, and no mitigation would be required.

Thus, implementation of the CAAP would not conflict with or obstruct the City’s Sustainable City Action Plan or other State plans related to energy efficiency . Potential impacts related to conflict with or obstruction of a State or local plan for renewable energy or energy efficiency would be less than significant, and no mitigation is required.

Safety Element Update : No Impact. The proposed project also includes text changes to the Saf ety Element to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State la w. Text changes to the Safety Element would not facilitate or entitle any physical development and, as such , would not conflict with or obstruct a State or local plan for renewable energy or energy efficiency . Therefore, the Safety Element Update would have no impact on energy, and no mitigation is required.

4.3.8 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to energy , and no mitigation is required.

4.3.9 Regulatory Compliance Measures and Mitigation Measures The proposed project does not include the physical development of any buildings or structures, would not be required to adhere to any compliance measures, and as a planning action , does not include any project design features related to energy.

4.3.10 Level of Significance after Mitigation
There would be no significant unavoidable adverse impacts related to energy , and no mitigation is required.

4.3.11 Cumulative Impacts
As defined in the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.3 Energy.docx (03/15/22) 4.3-14 projects. The proposed project does not include physical improvements or development . Future projects to implement CAAP Actions would be subject to project-level CEQA review as required. The proposed project would also be implemented through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining. In order to demonstrate consistenc y with the proposed CAAP, future projects would implement both mandatory (Tier 1) measures and encouraged (Tier 2) measures that support the CAAP Actions and would help achieve the City’s GHG emissions targets. CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). As described above, the measures to support the CAAP Actions support energy conservation and renewable energy, encourage alternative transportation, promote mixed -use development, and encourage recycling compliance and expanded organic waste collection . These CAAP Actions would help to reduce energy use through the reduction of fossil fuel consumption, reduce vehicle trips and VMT, and fostering energy efficiency. Thus, implementation of the CAAP Actions would promote energy efficiency and not cumulatively contribute to energy impacts.

Further, the Adaptation Actions prioritize the locations and types of future discretionary projects that may be needed to lessen climate change based on the CAAP Vulnerability Assessment. There is not sufficient information at this time to analyze potential future physical improvements that are suggested as adaptation strategies in the CAAP, such as elevating infrastructure or creating sand dunes to lessen the impacts of flooding due to climate change; however, it is not expected that these adaptations strategies would generate substantial energy demand. Therefore, Adaptation Actions would not cumulatively contribute to energy impacts. No mitigation is required.

The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in cumulatively significant impacts. Therefore, the Safety Element Update would not cumulatively contribute to energy impacts. No mitigation is required.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-1

4.4 GREENHOUSE GAS EMISSIONS
This section summarizes existing greenhouse gas (GHG) emissions and discusses global climate change, its causes, and the contribution of human activities. This section also estimates potential impacts associated with GHG emissions that would result from implementation of the proposed Climate Action and Adapt ation Plan (CAAP) and Safety Element Update Project (proposed project ).

The analysis contained in this section is based on the Draft Climate Action and Adaptation Plan (Appendix B), the Draft Safety Element Update (Appendix C), and the Climate Action and Adaption Plan Consistency Review Checklist (CAAP Checklist) : Technical Support Documentation (ESA 202 2) (Appendix D). As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element Update and is considered a policy/planning action . The proposed project does not include physical improvements or development and project-level impacts from implementation of future CAAP Actions at this time would be speculative. Any future discretionary projects wo uld also be subject to project -level CEQA as required. Therefore, the analysis in this Subsequent Env ironmental Impact Report (SEIR) focuses on the potential programmatic-level impacts of the CAAP, which includes both CAAP Actions and Adaptation Actions, potential impacts from the measures that support CAAP Actions required for future discretionary projects that would utilize the CAAP Checklist for CEQA GHG streamlining , and the potential programmatic level impacts of the Safety Element Update.

4.4.1 Scoping Process
The City of Long Beach (City) received five comment letters during the public review period of the Initial Study/Notice of Preparation (IS/NOP). For copies of the IS/NOP comment letters, refer to Appendix A of this SEIR. One comment letter included comments related to GHG emissions.

The letter from the California Department of Transportation ( Caltrans) received on September 23, 2021, stated Caltrans’ support of the City’s efforts to reduce GHG emissions and provided information on additional resources related to policies, plans, guidance, and strategies related to climate change impacts and adaptation strategies.

4.4.2 Existing Environmental Setting

4.4.2.1 Existing Planning Area
The CAAP and Safety Element Update address all land within the City’s jurisdictional limits.

Throughout this Draft SEIR, these areas are referred to as the “planning area.” The planning area encompasses approximately 50 square miles within the limits of the City of Long Beach (excluding the City of Signal Hill, which is completely surrounded by the City of Long Beach) in the southern region of Los Angeles County. The planning area is bordered on the west by the Cities of Carson and Los Angeles (including Wilmington and the Port of Los Ange les); on the north by the Cities of Compton, Paramount, and Bellflower; and on the east by the Cities of Lakewood, Hawaiian Gardens, Cypress, Los Alamitos, and Seal Beach. Additionally, the City of Signal Hill is centrally located within the planning area and is completely surrounded by development in the City of Long Beach.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-2 The planning area is currently developed and consists of a mix of residential, commercial, medical, institutional, industrial, and open space and recreation uses. These uses currently generate GHG emissions from area, mobile, stationary, waste, and water sources as well as indirect emissions from sources associated with energy consumption.

4.4.2.2 Background
The following section provides background information on GHGs and global climate change.

Global Climate Change. Global climate change is the observed increase in the average temperature of the Earth’s atmosphere and oceans in recent decades. The Earth’s average near -surface atmospheric temperature rose 0.6 ± 0.2° Celsius (°C) or 1.1 ± 0.4° Fahrenheit (°F) in the 20 th century.

The prevailing scientific evidence on climate change demonstrates that most of the warming observed over the last 50 years is attributable to human activities. The increased amounts of carbon dioxide (CO
2) and other GHGs are the primary causes of the human-induced component of warming.

GHGs are released by the burning of fossil fuels, land clearing, agriculture, and other activities, and lead to an increase in the greenhouse effect.
1 GHGs are present in the atmosphere naturally, are released by natural sources, or are formed from secondary reactions taking place in the atmosphere. The gases that are widely seen as the principal contributors to human-induced global climate change are the following:
• Carbon dioxide (CO2)
• Methane (CH4)
• Nitrous oxide (N2O)
• Hydrofluorocarbons (HFCs)
• Perfluorocarbons (PFCs)
• Sulfur Hexafluoride (SF6)
Over the last 200 years, humans have caused substantial quantities of GHGs to be released into the atmosphere. These extra emissions are increasing GHG concentrations in the atmosphere and enhancing the natural greenhouse effect, which is believed to be causing global warming. While manmade GHGs include naturally -occurring GHGs such as CO 2, methane, and N 2O, some gases, like
HFCs, PFCs, and SF6 are completely new to the atmosphere.

Certain gases, such as water vapor, are short -lived in the atmosphere. Others remain in the atmosphere for significant periods of time, contributing to climate change in the long term. Water

1 The temperature on Earth is regulated by a system commonly known as the “greenhouse effect.” Just as the glass in a greenhouse allows heat from sunlight in and reduces the heat escaping, GHGs like carbon dioxide, methane, and nitrous oxide in the atmospher e keep the Earth at a relatively even temperature.

Without the greenhouse effect, the Earth would be a frozen globe; thus, although an excess of GHG s results in global warming, the naturally occurring greenhouse effect is necessary to keep our planet at a comfortable temperature.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-3 vapor is excluded from the list of GHGs above because it is short -lived in the atmosphere and its atmospheric concentrations are largely determined by natural processes, such as oceanic evaporation. For the purposes of this analysis, the term “GHGs” will refer collectively only to the six gases listed above.

These gases vary considerably in terms of Global Warming Potential (GWP), which is a concept developed to compare the ability of each GHG to trap heat in the atmosphere relative to another gas. The global warming potential is based on several factors, including the relative effective ness of a gas to absorb infrared radiation and length of time that the gas remains in the atmosphere (“atmospheric lifetime”). The GWP of each gas is measured relative t o carbon dioxide, the most abundant GHG; the definition of GWP for a particular GHG is the ratio of heat trapped by one unit mass of the GHG to the ratio of heat trapped by one unit mass of CO 2 over a specified time period.

GHG emissions are typically meas ured in terms of pounds or tons of “CO 2 equivalents” (CO 2e).

Table 4.4.A shows the GWP for each type of GHG. For example, sulfur hexafluoride is 22,800 times more potent at contributing to global warming than carbon dioxide.

Table 4.4.A: Global Warming Potential of Greenhouse Gases Gas
Atmospheric Lifetime
(Years)
Global Warming Potential
(100-year Time Horizon)
Carbon Dioxide (CO2) 50-200 1
Methane (CH4) 12 25
Nitrous Oxide (N2O) 114 298
HFC-23 270 14,800
HFC-134a 14 1,430
HFC-152a 1.4 124
PFC: Tetrafluoromethane (CF4) 50,000 7,390
PFC: Hexafluoromethane (C2F6) 10,000 12,200
Sulfur Hexafluoride (SF6) 3,200 22,800
Source: Climate Change 2007: The Physical Science Basis (Intergovernmental Panel on Climate Change [IPCC] 2007).

The following summarizes the characteristics of the six GHGs and black carbon. Black carbon also contributes to climate change and is therefore discussed below.

Carbon Dioxide. In the atmosphere, carbon generally exists in its oxidized form, as CO

2. Natural
sources of CO2 include the respiration (breathing) of humans, animals and plants, volcanic out gassing, decomposition of organic matter and evaporation from the oceans. Human caused sources of CO
2 include the combustion of fossil fuels and wood, waste incineration, mine ral production, and deforestation. Natural sources release approximately 150 billion tons of CO 2 each year, far outweighing the 7 billion tons of man -made emissions of CO2 each year.

Nevertheless, natural removal processes, such as photosynthesis by land - and ocean -dwelling plant species, cannot keep pace with this extra input of man -made CO2, and consequently, the gas is building up in the atmosphere.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-4 In 2019, total annual CO 2 accounted for approximately 83 percent of California's overall GHG emissions.2 Transportation is the single largest source of CO 2 in California, which is primarily comprised of on-road travel. Electricity production, industrial and residential sources also make important contributions to CO2 emissions in California.

Methane. Methane (CH4) is produced when organic matter decomposes in environments lacking sufficient oxygen. Natural sources include wetlands and oceans. Decomposition occurring in landfills accounts for the majority of human -generated CH4 emissions in California and in the United States as a whole. Agricultural processes such as intestinal fermentation in dairy cows , manure management, and rice cultivation are also significant sources of CH 4 in California. Total annual emissions of CH 4 accounted for approximately 9 perc ent of GHG emissions in California in 2019.

Nitrous Oxide. Nitrous oxide (N2O) is produced naturally by a wide variety of biological sources, particularly microbial action in soils and water. Tropical soils and oceans account for the majority of natural s ource emissions. Nitrous oxide is a product of the reaction that occurs between nitrogen and oxygen during fuel combustion. Both mobile and stationary combustion emit N
2O, and the quantity emitted varies according to the type of fuel, technology, and pollution control device used, as well as maintenance and operating practices. Agricultural soil management and fossil fuel combustion are the primary sources of human -generated N 2O emissions in California. Nitrous oxide emissions accounted for approximately 3 percent of GHG emissions in California in 2019.

Hydrofluorocarbons, Perfluorocarbons, and Sulfur Hexafluoride. HFCs are primarily used as substitutes for ozone -depleting substances regulated under the Montreal Protocol. 3 PFCs and SF6 are emitted from various industrial processes, including aluminum smelting, semicon ductor manufacturing, electric power transmission and distribution, and magnesium casting. There is no aluminum or magnesium production in California; however, the rapid growth in the semiconductor industry has resulted in greater use of PFCs. HFCs, PFCs, and SF 6 accounted for about 5 percent of GHG emissions in California in 2019.4 Black Carbon. Black carbon is the most strongly light -absorbing component of particulate matter ( PM) formed by burning fossil fuels such as coal, diesel, and biomass. Black carbon is emitted directly into the atmosphere in the form of particulate matter less than 2.5 microns in size (PM2.5) and is the most effective form of PM, by mass, at absorbing solar energy. Per unit of mass in the atmosphere, black carbon can absorb one million times more energy than CO 2.5

2 California Air Resources Board (CARB). 2021. GHGs Descriptions & Sources in California . Website:
ww2.arb.ca.gov/ghg-descriptions-sources (accessed October 2021). 3 The Montreal Protocol is an international treaty that was appr oved on January 1, 1989 , and was designated to protect the ozone layer by phasing out the production of several groups of halogenated hydrocarbons believed to be responsible for ozone depletion. 4 CARB. 2021. op cit.
5 United States Environmental Protection Agency (USEPA). 2017. Black Carbon, Basic Information. February 14, 2017. Website: 19january2017snapshot.epa.gov/ www3/airquality/blackcarbon/basic.html (accessed September 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-5 Black carbon contributes to climate change both directly, such as absorbing sunlight, and indirectly, such as affecting cloud formation. However, because black carbon is short-lived in the atmosphere, it can be difficult to quantify its effect on global-warming.

Most U.S. emissions of black carbon come from mobile sources (52 percent), particularly from diesel fueled vehicles.6 The other major sour ce of black carbon is open biomass burning, including wildfires, although residential heating and industry also contribute. Black carbon emissions in the U.S. are p rojected to decline substantially by 2030, largely due to controls on new mobile diesel emissions.7
Effects of Global Climate Change. Effects from global climate change may arise from temperature increases, climate-sensitive diseases, extreme weather events, and air quality. There may be direct temperature effects through increases in average temperature leading to more extreme heat waves and less extreme cold spells. Those living in warmer climates are likely to experience more stress and heat -related problems. Heat -related problems include heat rash and heat stroke. In addition, climate-sensitive diseases may increase, such as those spread by mosquitoes and other disease - carrying insects. Such diseases include malaria, dengue fever, yellow fever, and encephalitis.

Extreme events such as flooding and hurricanes can displace people and agriculture . Global climate change may also result in impacts to local air quality from increased ground -level ozone and particulate matter.
8 Additionally, according to the 2006 California Climate Action Team (CAT) Report, 9 the following climate change effects, which are based on trends established by the United Nations Intergovern - mental Panel on Climate Change (IPCC), can be expected in California over the course of the next century:
• The loss of sea ice and mountain snow pack, resulting in higher sea levels and higher sea surface evaporation rates with a corresponding increase in tropospheric water vapor due to the atmosphere’s ability to hold more water vapor at higher temperatures; 10 • Rise in global average sea level, prima rily due to thermal expansion and melting of glaciers and ice caps in the Greenland and Antarctic ice sheets;11
• Changes in weather that include widespread changes in precipitation, ocean salinity, wind patterns, and more energetic aspects of extreme weather, including droughts, heavy precipitation, heat waves, extreme cold, and the intensity of tropical cyclones; 12 6 USEPA. 2017. Black Carbon, Basic Information. February 14 , 2017. Website: 19january2017snapshot.epa. gov/www3/airquality/blackcarbon/basic.html (accessed September 2021). 7 Ibid.
8 USEPA. 2020. Air Quality and Climate Change Research. Website: https://www.epa.gov/air -research/air- quality-and-climate-change-research (accessed September 2021). 9 California Environmental Protection Agency (CalEPA). 2006. Climate Action Team Report to Governor Schwarzenegger and the Legislature. March.
10 Ibid.
11 Ibid.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-6 • Decline of the Sierra snowpack, which accounts for approximately one -half of the surface water storage in California by 70 percent to as much as 90 percent over the next 100 years;13 • Increase in the number of days conducive to ozone (O 3) formation by 25 to 85 percent (depending on the future temperature scenario) in high O 3 areas of Los Angeles and the San Joaquin Valley by the end of the 21st century;14 and
• High potential for erosion of California’ s coastlines and seawater intrusion into the Delta and levee systems due to the rise in sea level.15
A summary of these potential effects is provided in Table 4.4.B, below.

Effects of Ri sing Ocean Levels in California. Rising ocean levels, more intense coastal storms, and warmer water temperatures may increasingly threaten the Long Beach coastal region. As previously described, global surface temperatures have increased by 1.5 degrees F ahrenheit (°F) during the period from 1880 to 2012, with temperatures anticipated to rise in California by 3 to 10.5°F by the end of the century.

Rising sea levels may affect the natural environment in the coming decades by eroding beaches, converting wetl ands to open water, exacerbating coastal flooding, and increasing the salinity of estuaries and freshwater aquifers. Coastal headlands and beaches are expected to erode at a faster pace in response to future sea level rise. The California Coastal Commissio n estimates that 450,000 acres of wetlands exist along the California coast,
16 but additional work is needed to evaluate the
extent to which these wetlands would be degraded over time, or to what extent new wetland habitat would be created if those lands a re protected from further development. Cumulatively, the effects of sea level rise may be combined with other potential long -term factors such as changes in sediment input and nutrient runoff. The cumulative impacts of physical and biological change due to sea level rise on the quality and quantity of coastal habitats are not well understood. 17

12 Intergovernmental Panel on Climate Change (IPCC). 2007. C limate Change 2007: The Physical Science Basis, Summary for Policymakers. February.
13 CalEPA. 2006, op. cit.
14 Ibid.
15 Ibid.
16 California Coastal Commission (CCC). Procedural Guidance for the Review of Wetland Projects in California’s Coastal Zone. Website: http://www.coastal.ca.gov/wetrev/wetch4.html (accessed September 2021).
17 Climate Change Science Program (CCSP) 4.1. January 15, 2009, 1 of 784 Final Report, United States CCSP, Synthesis and Assessment Product 4.1. Coastal Sensitivity to Sea -Level Rise: A Focus on the Mid -Atlantic Region. Lead Agency: U.S. Environmental Protection Agency, Other Key Participating Agencies: U.S.

Geological Survey, National Oceanic and Atmospheric Administration. Contributing Agencies: Department of Transportation.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-7 Table 4.4.B: Potential Impacts of Global Warming and Expected Consequences for California
Potential Water Resource Impacts Anticipated Consequences Statewide Reduction of the State ’s average annual
snowpack
 The decline of the Sierra snowpack would lead to a loss in half of the surface water storage in California by 70% to 90% over the next 100 years
 Potential loss of 5 million acre -feet or more of average annual water storage in the State’s snowpack
 Increased challenges for reservoir management and balancing the competing concerns of flood protection and water supply  Higher surface evaporation rates with a cor responding increase in tropospheric water vapor
Rise in average sea level  Potential economic impacts related to coastal tourism, commercial fisheries, coastal agriculture, and ports
 Increased risk of flooding, coastal erosion along the State ’s coastline, seawater intrusion into the Sacramento -San Joaquin River Delta (Delta) and levee systems
Changes in weather  Changes in precipitation, ocean salinity, and wind patterns  Increased likelihood for extreme weather events, including droughts, heavy precipitation, heat waves, extreme cold, and the intensity of tropical cyclones
Changes in the timing, intensity, location,
amount, and variability of precipitation
 Potential increased storm intensity and increased potential for flooding  Possible increased potential for droughts
 Long-term changes in vegetation and increased incidence of wildfires  Changes in the intensity and timing of runoff
 Possible increased incidence of flooding and increased sedimentation  Sea level rise and inundation of coastal marshes and estuaries  Increased salinity intrusion into the Delta
 Increased potential for Delta levee failure
 Increased potential for salinity intrusion into coastal aquifers (groundwater)
 Increased potential for flooding near the mouths of rivers due to backwater effects
Increased water temperatures

 Increased environmental water demand for temperature control  Possible increased problems with foreign invasive species in aquatic ecosystems
 Potential adverse changes in water quality, including the reduction of dissolved oxygen levels
 Possible critical effects on listed and endangered aquatic species Changes in urban and agricultural water
demand
 Changes in demand patterns and evapotranspiration
Increase in the number of days conducive
to O3 formation
 Increased temperatures
 Potential health effects, including adverse impacts to respiratory systems
Source: Environmental Water Account Draft Supplemental EIS/EIR to the Environmental Water Account Final EIS/EIR, Bureau of Reclamation Mid-Pacific Region, Sacramento, California (U.S. Department of the Interior, October 2007).

EIR = Environmental Impact Report
EIS = Environmental Impact Statement
O3 = ozone

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-8 Sea level along the west coast of the United States is affected by a number of factors, including climate patterns such as El Niño, effects from the melting of modern and ancient ice sheets, and geologic processes such as plate tectonics. Regional projections for California, Oregon, and Washington show a sharp distinction at Cape Mendocino in northern California. South of that point, sea-level rise is expected to be very close to global projections. Projec tions are lower north of Cape Mendocino because the land is being pushed upward as the ocean plate moves under the continental plate along the Cascadia Subduction Zone.

The Final Climate Change Vulnerability Assessment Results 18 (2018) prepared for the Long Beach
CAAP identifies the California Ocean Protection Council’s (OPC) guidance on sea level rise in its State of California Sea- Level Rise Guidance 2018 Update (OPC, March 2018), which relied on previous findings from its Rising Seas in California, an Update on Sea-Level Rise Science [April 2017]). The OPC developed future sea level rise projections at each tide station along the California coast. The OPC guidance incorporated a range of global emissions scenarios ranging from aggressive emissions reductions to no emissions reductions through the end of the century. Sea level rise will cause many harmful economic, ecological, physical, and social impacts but incorporating sea level rise impacts into agency decisions can help mitigate some of these potential impacts. The updated State of California’s Sea-Level Guidance Document recommends the ranges of sea level rise presented in the March 2018 OPC guidance report as a starting place for analysis of potential impacts related to sea level rise. Table 4.4.C presents sea level rise projections for Los Angeles based on the OPC guidance.

Table 4.4.C: Sea Level Rise Projections for Los Angeles, California Year (Emissions
Scenario)
Inches Above 1991–2009 Mean Sea Level
Median
(50% probability of
exceedance)
Likely Range
(67% likely range)
1-in-20 Chance
(5% probability of
exceedance)
1-in-200 Chance
(0.5% probability of
exceedance)
2030 4 2 to 6 7 8
2050 8 6 to 12 14 22
2100
(low emissions) 16 8 to 25 36 65
2100
(very high emissions) 26 16 to 38 49 80
Source: State of California Sea-Level Rise Guidance 2018 Update (OPC, March 2018).

OPC = California Ocean Protection Council

Rising sea levels may also affect the built environment, including coastal development such as buildings, roads, and infrastructure. Coastal areas within the City are relatively flat, low -lying, and developed and may be directly affected by the change in s ea level resulting from global climate change.

Areas that are essentially at sea level are potentially exposed to the rising of the ocean levels and could result in on -site flood conditions. A recent wave uprush study completed for a project along the coast in Long Beach indicated that sea levels along the Long Beach coast could be expected to

18 AECOM. 2018. Final Climate Change Vulnerability Assessment Results.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-9 rise 0.5 to 2.6 feet (ft) by 2060 and 1.4 to 5.5 ft by 2100. 19 This is consistent with the sea level rise projections included in Table 4. 4.C above. In addition, the Final Climate Change Vulnerability Assessment Results 20report identifies the sea level rise vulnerability for geographical areas, buildings and facilities, parks and open space, transportation assets, energy assets, stormwater assets, wastewater assets, and potable water assets based on 11, 24, 36, and 66 inches of sea level rise.

Emissions Inventories. An emissions inventory that identifies and quantifies th e primary human - generated sources and sinks of GHG s is a well- recognized and useful tool for addressing climate change. This section summarizes the latest information on global, United States , and California GHG emission inventories.

Global Emissions. Worldwide emissions of GHGs in 2018 totaled 25.6 billion metric tons (MT) of CO2e. Global e stimates are based on country inventories developed as part of the programs of the United Nations Framework Convention on Climate Change.21 United States Emissions. In 2019, the year for which the most recent data are available, the United States emitted about 6,558 million metric tons of CO 2e (MMT CO2e). Overall, emissions in 201 9 decreased by 1.7 percent since 201 8 and were 13 percent 2005 levels. This decrease was driven largely by a decrease in emissions from fossil fuel combustion resulting from a decrease in total energy use in 2019 compared to 2018 and a continued shift from coal to natural gas and renewables in the electric power sector. Of the six major sectors – residential, commercial, agricultural, industry, transportation , and electricity generation – transportation accounted for the highest amount of GHG emissions in 2019 (approximately 29 percent), with electricity generation second at 25 percent and emissions from industry third at 23 percent. 22 State of California Emissions. The State emi tted approximately 418.2 MMT CO2e emissions in 2019, 7.2 MMT CO2e lower than 201 8 levels and almost 13 MMT CO2e below the 2020 GHG Limit of 431 MMT CO2e.23 The California Air Resources Board ( CARB) estimates that transportation was the source of approximately 40 percent of the State’s GHG emissions in 2019, followed by industrial sources at approximately 21 percent and electricity generation at 14 percent. The remaining sources of GHG emissions were agriculture at 8 percent, reside ntial

19 AECOM. 2018. Final Climate Change Vulnerability Assessment Results. 20 Ibid.
21 United Nations Framework Convention on Climate Change (UNFCCC). 2021. GHG Data from UNFCCC.

Website: unfccc.int/process -and-meetings/transparency-and-reporting/greenhouse-gas-data/ghg-data- unfccc/ghg-data-from-unfccc (accessed September 2021).
22 USEPA. 2021. Inventory of U.S. Greenhouse Ga s Emissions and Sinks: 1990- 2019. Website: https://www. epa.gov/ghgemissions/inventory-us-greenhouse-gas-emissions-and-sinks-1990-2019 (accessed October 2021).
23 CARB. 2021. California Greenhouse Gas Emissions for 2000 to 2019, Trends of Emissions and Other Indicators Report . Websi te: https://ww3.arb.ca.gov/cc/inventory/pubs/reports/2000_2019/ghg_ inventory_trends_00-19.pdf (accessed October 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-10 activities at 7 percent, commercial activities at 4 percent, high GWP at 5 percent, and waste at 2 percent.24
City of Long Beach Emissions. As part of preparing the City’s Draft CAAP (Appendix B), the City developed ba seline GHG emissions inventor ies for the year 2015 for production and consumption “jurisdictional emissions” —those emissions sources over which the City and community have some amount of influence. These jurisdictional emissions sources are primarily aligned with the BASIC inventory methodology described in Appendix A of the Draft CAAP (Appendix B), except for the removal of port-based waterborne activities like cargo shipping.

As shown in Table 4.4 .D below, the City’s 2015 total jurisdictional production emissions were

6.0 MT CO2e per capita or 4.5 MT CO 2e per service population with the majority coming from stationary sources (49 percent) and transportation contributing the remainder (44 percent). The remaining approximately 6 percent comes from solid waste and wastewater.

Table 4.4.D: City of Long Beach 2015 Jurisdictional Production Emissions Inventory by Subsector
Sector/Subsector MT CO2e/yr Percent of Total
Stationary Energy 1,377,291 49.20%
Residential Energy 428,245 15.30%
Commercial and Institutional Buildings Energy 300,818 10.75% Manufacturing Industries and Construction Energy 399,089 14.26% Energy Industries 219,899 7.86%
Fugitive Emissions from Natural Gas 29,240 1.04%
Transportation 1,244,981 44.48%
On-Road Transportation 1,213,601 43.36%
Railways 11,883 <1.00%
Aviation 4,550 <1.00%
Off-Road Equipment 14,947 <1.00%
Waste 176,850 6.32%
Solid Waste 173,164 6.19%
Solid Waste Incineration 95 <1.00%
Wastewater 3,592 <1.00%
TOTAL 2,799,123 100.00%
Source: City of Long Beach (November 2020).

Note: Percentages may not appear to total correctly due to rounding CO2e = carbon dioxide equivalent
MT CO2e/yr = metric tons of carbon dioxide equivalent per year

In addition, a consumption emissions inventory of the City of Long Beach was conducted for the Draft CAAP (Appendix B) for informational purposes, based on the average carbon generated in the productio n and use of goods and services by households in Long Beach . Consumption emissions are categorized as energy, transportation, or goods and services. The City’s 2015

24 CARB. 2021. California Greenhouse Gas Emissions for 2000 to 2019, Trends of Emissions and Other Indicators Report . Website: https://w w3.arb.ca.gov/cc/inventory/pubs/reports/2000_2019/ghg_ inventory_trends_00-19.pdf (accessed October 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-11 consumption emissions were 15.1 MT CO2e per capita with the majority coming from goods and services (50 percent) and transportation contributing (32 percent). The remaining approximately 18 percent comes from energy consumption.

4.4.3 Regulatory Framework

4.4.3.1 Federal Regulations
Federal Clean Air Act. The United States has historically had a voluntary approach to reducing GHG emissions. However, on April 2, 2007, the United States Supreme Court ruled that the United States Environmental Protection Agency ( USEPA) has the authority to regulate CO 2 emissions under the Federal Clean Air Act (FCCA). While there currently are no adopted federal regulations for the control or reduction of GHG emissions, the USEPA commenced several actions in 2009 to implement a regulatory approach to global climate change.

This includes the 2009 USEPA final rule for mandatory reporting of GHG s from large GHG emission sources in the United States. Additionally, the USEPA Administrator signed an endangerment finding action in 2009 under the Federal Clean Air Act, finding that six GHGs (CO 2, CH4, N2O, HFCs, PFCs, and
SF6) constitute a threat to public health and welfare, and that the combined emissions from motor vehicles cause and contribute to global climate change, leading to national GHG emission standards.

4.4.3.2 State RegulationsAssembly Bill 1493 (2002). In a response to the transportation sector’s significant contribution to California CO2 emissions, Assembly Bill (AB) 1493 was enacted on July 22, 2002. AB 1493 requires the California Air Resources Board (CARB) to set GHG emission standards for passenger vehicles and light duty trucks (and other vehicles whose primary use is noncommercial personal transportation in the State) manufactured in 2009 and all subsequent model years. These standards (starting in model years 2009 to 2 016) were approved by the CARB in 2004, but the needed waiver of Clean Air Act Preemption was not granted by the USEPA until June 30, 2009. CARB responded by amending its original regulation, now referred to as Low Emission Vehicle III, to take effect for model years starting in 2017 to 2025.

Executive Order S-3-05 (2005). Executive Order (EO) S-3-05 was signed by the Governor on June 1, 2005, which proclaimed that California is vulnerable to the impacts of climate change. To combat those concerns, the ex ecutive order established California GHG emissions reduction targets, which established the following goals:
• GHG emissions should be reduced to 2000 levels by 2010; • GHG emissions should be reduced to 1990 levels by 2020; and • GHG emissions should be reduced to 80 percent below 1990 levels by 2050.

The Secretary of the California Environmental Protection Agency (CalEPA) is required to coordinate efforts of various State agencies in order to collectively and efficiently reduce GHGs. A biannual progress rep ort must be submi tted to the Governor and State l egislature disclosing the progress made toward greenhouse emission reduction targets. In addition, another biannual report must be submitted illustrating the impacts of global warming on California’s water s upply, public health, agriculture, the coastline, and forestry, and report possible mitigation and adaptation plans to address these impacts.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-12 The Secretary of CalEPA leads the Climate Action Team (CAT) comprised o f representatives from State agencies as well as numerous ot her boards and departments. CAT members work to coordinate statewide efforts to implement global warming emission reduction programs and the State Climate Adaptation Strategy. CAT is also responsible for reporting on the progress made toward meeting the statewide GHG targets that were established in the executive order and further defined under A B 32, the “ Global Warmi ng Solutions Act of 2006.” The first CAT Report to the Governor and State l egislature was released in March 2006 and it presented 46 specific emission reduction strategies for reducing GHG emissions and reaching the targets established in the executive order. The most recent CAT Report to the Governor and State legislature was released in December 2010.

Assembly Bill 32 (2006), California Global Warming Solutions Act. California’s major initiative for reducing GHG emissions is AB 32, passed by the State legislature on August 31, 2006. This effort aims at reducing GHG emissions to 1990 levels by 2020. CARB has established the le vel of GHG emissions in 1990 at 427 MMT CO2e. The emissions target of 427 MMT requires the reduction of 169 MMT from the State ’s projected business-as-usual 2020 emissions of 596 MMT. AB 32 requires the CARB to prepare a Scoping Plan that outlines the main State strategies for meeting the 2020 deadline and to reduce GHGs that contribute to global climate change. The Scoping Plan was approved by the CARB on December 11, 2008 and contains the main strategies California will implement to achieve the reduction of approximately 169 MMT of CO 2e, or approximately 30 percent, from the State’s projected 2020 emission level of 596 MMT of CO 2e under a business -as- usual scenario (this is a reduction of 42 MMT CO2e, or almost 10 percent from 2002 to 2004 average emissions). The Scoping Plan also includes CARB -recommended GHG reductions for each emissions sector of the State’s GHG inventory. The Scoping Plan calls for the largest reductions in GHG emissions to be achieved by implementing the following measures and standards:
• Improved emissions standards for light-duty vehicles (estimated reductions of 31.7 MMT CO2e); • The Low-Carbon Fuel Standard (15.0 MMT CO2e);
• Energy efficiency measures in buildings and appliances and the widespread development of combined heat and power systems (26.3 MMT CO2e); and
• A renewable portfolio standard for electricity production (21.3 MMT CO2e).

The Scoping Plan identifies 18 emission reduction measures that address cap -and-trade programs, vehicle gas standards, energy efficiency, low carbon fuel standards, renewable energy, regional transportation-related GHG targets, vehicle efficiency measures, goods movement, solar roof programs, industrial emissions, high -speed rail, green building strate gies, recycling, sustainable forests, water, and air. The measures would result in a total reduction of 174 MMT CO2e by 2020.

On August 24, 2011, the C ARB unanimously approved both the new supplemental assessment and reapproved its Scoping Plan, which prov ides the overall roadmap and rule measures to carry out AB 32. The CARB also approved a more robust CEQA-equivalent document supporting the supplemental analysis of the cap -and-trade program. The cap -and-trade program took effect on January 1, 2012, with an enforceable compliance obligation that began January 1, 2013.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-13 The CARB has not yet determined what amount of GHG reductions it recommends from local government operations and local land use decisions; however, the Scoping Plan states that land use planning and urban growth decisions will play an important role in the State ’s GHG reductions because local governments have primary authority to plan, zone, approve, and permit how land is developed to accommodate population growth and the changing needs of th eir jurisdictions (meanwhile, the CARB is also developing an additional protocol for community emissions). The CARB further acknowledges that decisions on how land is used will have large impacts on the GHG emissions that will result from the transportatio n, housing, industry, forestry, water, agriculture, electricity, and natural gas emission sectors. With regard to land use planning, the Scoping Plan expects an approximately 5.0 MMT CO 2e reduction due to implementation of Senate Bill ( SB) 375 (discussed later in this subsection).

In addition to reducing GHG emissions to 1990 levels by 2020, AB 32 directed CARB and CAT to identify a list of “discrete early action GHG reduction measures” that could be adopted and made enforceable by January 1, 2010. On January 18, 2007, the Governor signed EO S-1-07, further solidifying California’s dedication to reducing GHGs by setting a new Low Carbon Fuel Stan dard. The executive order sets a target to reduce the carbon intensity of California transportation fuels by at least 10 percent by 2020 and directs the CARB to consider the Low Carbon Fuel Standard as a discrete early action measure. In 2011, the U.S. District Court issued an injunction prevent ing implementation of the Low Carbon Fuel Standard, ruling that it is unconstitutional. In 2012, the Ninth Circuit Court of Appeal stayed the District Court ’s injunction, allowing implementation of the Low Carbon Fuel Standard. The Ninth Circuit decided to uphold the Low Carbon Fuel Standard.

In June 2007, CARB approved a list of 37 early action measures, including three discrete early action measures (Low Carbon Fuel Standard, Restrictions on GWP Refrigerants, and Landfill CH 4 Capture).25
Discrete early ac tion measures are measures that were required to be adopted as regulations and made effective no later than January 1, 2010, the date established by Health and Safety Code Section 38560.5. The CARB adopted additional early action measures in October 2007 t hat tripled the number of discrete early action measures. These measures relate to truck efficiency, port electrification, reduction of PFCs from the semiconductor industry, reduction of propellants in consumer products, proper tire inflation, and SF
6 reductions from the non -electricity sector. The
combination of early action measures is estimated to reduce statewide GHG emissions by nearly 16 MMT.26
CARB approved the First Update to the Climate Change Scoping Plan on May 22, 2014 . The First Update identifies opportunities to leverage existing and new funds to further drive GHG emission reductions through strategic planning and targeted low carbon investments. The First Update defines CARB climate change priorities until 2020, and also sets the groundwork to reach long-term goals set forth in EOs S-3-05 and B-16-2012. The First Update highlights California’s progress toward meeting the “near-term” 2020 GHG emission reduction goals as defined in the initial Scoping Plan , and i t also evaluates how to align the State’s “longer-term” GHG reduction strategies with other

25 CARB. 2007. Expanded List of Early Action Measures to Reduce Greenhouse Gas Emissions in California Recommended for Board Consideration. October.
26 CARB. 2007. “ARB approves tripling of early action measures required under AB 32” News Release 07- 46.

October 25.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-14 State policy priorities for water, waste, natural resources, clean energy, transportation, and land use. The CARB released a second update to the Scoping Plan, the 2017 Scoping Plan , to reflect the 2030 target set by EO B-30-15 and codified by SB 32.27 The 2030 target is to reduce GHG emissions to 40 percent below 1990 levels by 2030.

Senate Bill 97 (2007). SB 97, signed by the Governor in August 2007 (Chapter 185, Statutes of 2007; Public Resources Code, Sections 21083.05 and 21097), acknowledges climate change is a prominent environmental issue that requires analysis under CEQA. This bill directed the State Office of Planning and Research (OPR) to prepare, develop, and transmit to the California Resources Agency guidelines for mitigating GHG emissions or the effects of GHG emissions, as required by CEQA.

The California Natural Resources Agency adopted the amendments to the State CEQA Guidelines in January 2010, which went into effect in March 2010. The amendments do not identify a threshold of significance for GHG emissions, nor do they prescribe assessment methodologies or specific mitigation measures. The amendments encourage lead agencies to consider many factors in performing a CEQA analysis, but preserve the discretion granted by CEQA to lead agencies in making their own determinations based on substantial evidence. The amendments also encourage public agencies to make use of programmatic mitigation plans and programs when they perform individual project analyses.

Senate Bill 375 (2008). Signed into law on October 1, 2008, SB 375 supplements GHG reductions from new vehicle technology and fuel standards with reductions from more efficient land use patterns and improved transportation. Under the la w, the CARB approved GHG reduction targets in February 2011 for California’s 18 federally designated regional planning bodies, known as Metropolitan Planning Organizations (MPOs). The CARB may update the targets every four years and must update them every eight years. MPOs in turn must demonstrate how their plans, policies and transportation investments meet the targets set by the CARB through Sustainable Community Strategies (SCS). The SCS are included with the Regional Transportation Plan (RTP), a report required by State law. However, if an MPO finds that their SCS will not meet the GHG reduction target, they may prepare an Alternative Planning Strategy (APS). The APS identifies the impediments to achieving the targets. Pursuant to SB 375, the Southern Ca lifornia Association of Governments (SCAG) reduction targets for per capita vehicular emissions are 8 percent by 2020 and 13 percent by 2035 as shown in Table 4.4.E.

Executive Order B -30-15 (2015). The Governor signed EO B-30-15 on April 29, 2015, which a dded the immediate target:
• GHG emissions should be reduced to 40 percent below 1990 levels by 2030.

Table 4.4.E: Senate Bill 375 Regional Greenhouse Gas Emissions Reduction Targets
Metropolitan Planning Organization By 2020
(%)
By 2035
(%)
San Francisco Bay Area 10 19

27 CARB. 2017. California’s 2017 Climate Change Scoping Plan. November.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-15 Table 4.4.E: Senate Bill 375 Regional Greenhouse Gas Emissions Reduction Targets
Metropolitan Planning Organization By 2020
(%)
By 2035
(%)
San Diego 15 19
Sacramento 7 19
Central Valley/San Joaquin 6–13 13–16
Los Angeles/Southern California 8 19
Source: California Air Resources Board (2018).

All State agencies with jurisdiction over sources of GHG emissions were directed to implement measures to achieve reductions of GHG emissions to meet the 2030 and 2050 targets. The CARB was directed to update the AB 32 Scoping Plan to reflect the 2030 target, and therefore, is moving forward with the update pro cess. The mid -term target is critical to help frame the suite of policy measures, regulations, planning efforts, and investments in clean technologies and infrastruc ture needed to continue reducing emissions.

Senate Bill 350 (2015) Clean Energy and Pollut ion Reduction Act. SB 350, signed by the Governor on October 7, 2015, updates and enhances AB 32 by introducing the following set of objectives in clean energy, clean air, and pollution reduction for 2030:
• Raise California’s renewable portfolio standard from 33 percent to 50 percent; and • Increasing energy efficiency in buildings by 50 percent by the year 2030.

The 50 percent renewable energy standard will be implemented by the California Public Utilities Commission for private utilities and by the California Energy Commission for municipal utilities. Each utility must submit a procurement plan showing it will purchase clean energy to displace other non - renewable resources. The 50 percent increase in energy efficiency in buildings must be achieved through the use of existing energy efficiency retrofit funding and regulatory tools already available to state energy agencies under existing law. The addition made by this legislation requires state energy agencies to plan for and implement those programs in a manner that achieves the energy efficiency target.

Senate Bill 32, California Global Warming Solutions Act of 2016, and Assembly Bill 197. In summer 2016 the Legislature passed, and the Governor signed, SB 32 and AB 197. SB 32 affirms the importance of addr essing climate change by codifying into statute the GHG emissions reductions target of at least 40 percent below 1990 levels by 2030 contained in the April 2015 EO B-30-15.

SB 32 builds on AB 32 and keeps the State on the path toward achieving the 2050 obj ective of reducing emissions to 80 percent below 1990 levels, consistent with an IPCC analysis of the emissions trajectory that would stabilize atmospheric GHG concentrations at 450 parts per million CO
2e and reduce the likelihood of catastrophic impacts from climate change.

The companion bill to SB 32, AB 197, provides additional direction to the CARB related to the adoption of strategies to reduce GHG emissions. Additional direction in AB 197 meant to provide

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-16 easier public access to air emissions data th at are collected by the CARB was posted in December 2016.

Senate Bill 100 (SB 100) . On September 10, 2018, the Governor signed SB 100, which raises California’s Renewable Portfolio Standard (RPS) requirements to 60 percent by 2030, with interim targets, and 100 percent by 2045. The bill also establishes a State policy that eligible renewable energy resources and zero -carbon resources supply 100 percent of all retail sales of electricity to California end-use customers and 100 percent of electricity procur ed to serve all S tate agencies by December 31, 2045. Under the bill, the State cannot increase carbon emissions elsewhere in the western grid or allow resource shuffling to achieve the 100 percent carbon-free electricity target.

Executive Order B -55-18. EO B-55-18, signed September 10, 2018, sets a goal “to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter.” EO B-55-18 directs the CARB to work with relevant State agencies to en sure future Scoping Plans identify and recommend measures to achieve the carbon neutrality goal. The goal of carbon neutrality by 2045 is in addition to other statewide goals, meaning not only should emissions be reduced to 80 percent below 1990 levels by 2050, but that, by no later than 2045, the remaining emissions be offset by equivalent net removals of CO 2e from the atmosphere, including
through sequestration in forests, soils, and other natural landscapes.

Title 24, Building Standards Code and CALGreen Code. In November 2008, the California Building Standards Commission established the California Green Building Standards (CALGreen) Code, which sets performance standards for residential and nonresidential development to reduce environmental impacts and encourage sustainable construction practices. The CALGreen Code addresses energy efficiency, water conservation, material conservation, planning and design, and overall environmental quality. The CALGreen Code was most recently updated in 2016 to include new mandatory measures for residential as well as nonresidential uses; the new measures t ook effect on January 1, 2017.

Cap and Trade . The development of a cap -and-trade program was included as a key reduction measure of the CARB AB 32 Climate Change Scoping Plan. The cap-and-trade program will help put California on the path to meet its goal of reducing GHG emissions to 1990 levels by 2020 and ultimately achieving an 80 percent reduction from 1990 levels by 2050. The cap-and-trade emissions trading program developed by the CARB took effect on January 1, 2012, with enforceable compliance obligations beginning January 1, 2013. The cap-and-trade program aims to regulate GHG emissions from the largest producers in the State by setting a statewide firm limit, or cap, on allowable annual GHG emissions. The cap was set in 2013 at approximately 2 percent below the emissions forecast for 2020. In 2014, the cap declined approximately 2 percent. Beginning in 2015 and continuing through 2020, the cap has been declining approximately 3 percent annually. The CARB administered the first auction on November 14, 2012, with many of the qualified bidders representing corporations or organizations that produce large amounts of GHG emissions, including energy companies, agriculture and food industries, steel mills, cement companies, and universities.

On January 1, 2015, compliance obligation began for distributors of transportation fuels, natural gas, and other fuels. California is working closely with British Colum bia, Ontario, Quebec, and Manitoba through the Western Climate Initiative to develop harmonized cap -and-trade programs that will

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-17 deliver cost-effective emission reductions. Two lawsuits have been filed against cap -and-trade, but the cap-and-trade program will be implemented as-is until further notice.28 Executive Order N -79-20. EO N-79-20, which was signed by the Governor on September 23, 2020 , sets the following goals for the State: 100 percent of in -state sales of new passenger cars and trucks shall be ze ro-emission by 2035; 100 percent of medium - and heavy-duty vehicles in the State shall be zero-emission by 2045 for all operations where feasible and by 2035 for drayage trucks; and 100 percent of off- road vehicles and equipment in the State shall be zero -emission by 2035, where feasible.

4.4.3.3 Regional Regulations
The City is part of the South Coast Air Basin ( Basin) and is under the jurisdiction of SCAG and the South Coast Air Quality Management District (SCAQMD). SCAG’s 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), adopted September 3, 2020 , is a long -range visioning plan that balances future mobility and housing needs with economic, environmental, and public health goals. A GHG consistency analysis was conducted to determin e whether or not the proposed project would be consistent with the RTP/SCS.

On September 3, 2020 , SCAG adopted Connect SoCal –The 2020 –2045 Regional Transportation Plan/Sustainable Communities Strategy (2020 –2045 RTP/SCS). 29 In general, the SCS outlines a
development pattern for the region, which, when integrated with the transportation netw ork and other transportation measures and policies, would reduce vehicle miles traveled ( VMT) from automobiles and light -duty trucks and thereby reduce GHG emissions from these sources. For the SCAG region, CARB has set GHG reduction targets at 8 percent b elow 2005 per capita emissions levels by 2020, and 19 percent below 2005 per capita emissions levels by 2035. The RTP/SCS lays out a strategy for the region to meet these targets. Overall, the SCS is meant to provide growth strategies that will achieve the regional GHG emissions reduction targets. Land use strategies to achieve the region’s targets include planning for new growth around high -quality transit areas and livable corridors, and creating neighborhood mobility areas to integrate land use and trans portation

28 CARB. 2014. Cap -and-Trade Program. Website: www.arb.ca.gov/cc/ capandtrade/capandtrade.htm (accessed September 2021).
29 Southern California Association of Governments (SCAG). 2020. Connect SoCal: The 2020– 2045 Regional Transportation Plan/Sustainable Communities Strategy of the Southern California Association of Governments. Website: https://scag.ca.gov/sites/main/files/file -attachments/0903fconnectsocal-plan_0. pdf?1606001176 (accessed September 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-18 and plan for more active lifestyles .30 However, the SCS does not require that local General Plans, Specific Plans, or zoning be consistent with the SCS; instead, it provides incentives to governments and developers for consistency.

South Coast Air Quality Management District. In 2008, the SCAQMD formed a Working Group to identify GHG emissions thresholds for land use projects that could be used by local lead agencies in the Basin. The Working Group developed several different options that are cont ained in the SCAQMD 2008 draft guidance document titled Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plans 31 that could be applied by lead agencies. On September 28, 2010, SCAQMD Working Group Meeting #15 provided further guidan ce, including a tiered approach for evaluating GHG emissions for development projects where the SCAQMD is not the lead agency.

The SCAQMD has not presented a finalized version of these thresholds to the governing board.

The SCAQMD identifies the emissions level for which a project would not be expected to substantially conflict with any State legislation adopted to reduce statewide GHG emissions. As such, the utilization of a service population represents the rates of emissions needed to achieve a fair share of the State’s mandated emissions reductions. Overall, the SCAQMD identifies a GHG efficiency level that, when applied statewide or to a defined geographic area, would meet the year 2020 and post-2020 emissions targets as required by AB 32 and SB 32. If projects are able to achieve targeted rates of emissions per the service population, the State will be able to accommodate expected population growth and achieve economic development objectives, while also abiding by AB 32’s emissions target and future post-2020 targets.

4.4.3.4 Local Regulations
City of Long Beach Sustainable City Action Plan. The City of Long Beach’s Sustainable City Action Plan (SCAP) was adopted in February 2010. The SCAP is intended to guide operational, policy, and financial decisions to create a more sustainable Long Beach. The SCAP includes initiatives, goals, and actions that will move Long Beach toward becoming a sustainable city. These goals and actions included in the SCAP relate to the following:
• Buildings & Neighborhoods • Urban Nature
• Energy • Waste Reduction
• Green Economy & Lifestyle • Water
• Transportation

30 SCAG. 2020. Connect SoCal: The 2020 –2045 Regional Transportation Plan/Sustainable Communities Strategy of the S outhern California Association of Governments. Website: https://scag.ca.gov/sites/main/ files/file-attachments/0903fconnectsocal-plan_0.pdf?1606001176 (accessed September 2021). 31 South Coast Air Quality Management District (SCAQMD). 2008. Interim CEQA GH G Significance Threshold for Stationary Sources, Rules and Plans.

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4.4.4 Thresholds of Significance
The following thresholds of significance criteria are based on Appendix G of the State CEQA Guidelines Based on these thresholds, implementation of the proposed project would have a significant adverse impact related to global climate change if it would:

Threshold 4.4.1: Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment; or
Threshold 4.4.2: Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emission of greenhouse gases.

4.4.5 Project Impacts
State CEQA Guidelines Section 15064.4 assists lead agenc ies in determining the significance of the impacts of GHG emissions and gives them discretion to determine whether to assess emissions quantitatively or qualitatively. If a qualitative rather than quantification-based approach is used, then Section 15064.4 recommends qualitative factors that may be used in the determination of significance. These factors include the extent to which the project may increase or reduce GHG emissions compared to the existing environment, whether the project exceeds an applicabl e significance threshold, and the extent to which the project complies with regulations or requirements adopted to implement a reduction or mitigation of GHGs. State CEQA Guidelines Section 15064.4 does not establish a threshold of significance; rather, le ad agencies are granted discretion to establish significance thresholds for their respective jurisdictions, including by looking to thresholds developed by other public agencies, or suggested by other experts, such as the California Air Pollution Control O fficers Association (CAPCOA), as long as any threshold chosen is supported by substantial evidence ( State CEQA Guidelines Section 15064.7(c)). The California Natural Resources Agency has also clarified that the State CEQA Guidelines focus on the impacts of GHG emissions as cumulative impacts, and that they should be analyzed in the context of CEQA’s requirements for cumulative impact analysis (see also State CEQA Guidelines Section 15064(h)). 32 As a programmatic document, this Draft SEIR does not speculate o n the individual environmental impacts of specific projects that would implement the proposed CAAP through future discretionary projects for CAAP Actions or Adaptation Actions or through projects that utilize the CAAP Checklist for CEQA GHG streamlining. H owever, implementation of the CAAP is considered as part of this analysis to the degree specific information about implementation is known. Calculation details, assumptions, and tables related to the 2015 baseline GHG inventory, and 2030, 2040, and 2050 emissions projections, and CAAP Actions are provided in Appendix B to this Draft SEIR (also see CAAP Appendix A, Greenhouse Gas Inventory Methodology and 2030 Reduction Target Pathway, and CAAP Appendix B, Adaptation and Mitigation Actions – Additional Context). The analysis in this Draft SEIR utilizes the quantitative analysis provided in Appendix B described above in combination with a

32 California Natural Resources Agency (CNRA), 2009. 2009 California Climate Adaptation Strategy: A Report to the Governor of the State of California in Response to Executive Order S -13-2008. Website:
https://resources.ca.gov/CNRALegacyFiles/docs/climate/Statewide_Adaptation_Strategy.pdf (accessed December 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-20 qualitative analysis of the proposed CAAP’s goals to substantiate the impact conclusion for this threshold.

Consistent with the requirements of State CEQA Guidelines Section 15168, this SEIR provides a program-level discussion of the impacts of implementing the CAAP that could result, rather than project-level or site -specific physical impacts of individual future projects. Th e OPR released a technical advisory on CEQA and climate change that provided some guidance on assessing the significance of GHG emissions, and states that “lead agencies may undertake a project -by-project analysis, consistent with available guidance and cu rrent CEQA practice,” and that while “climate change is ultimately a cumulative impact, not every individual project that emits GHGs must necessarily be found to contribute to a significant cumulative impact on the environment.” 33 Furthermore, the technical advisory states that “CEQA authorizes reliance on previously approved plans and mitigation programs that have adequately analyzed and mitigated GHG emissions to a less than significant level as a means to avoid or substantially reduce the cumulative impac t of a project.”34
The proposed CAAP includes 21 CAAP Actions and each action includes multiple implementing actions that are organized under three main categories (building energy, transportation, and waste).

Therefore, future projects that implement the CAAP or utilize the CAAP Checklist could result in project-level GHG emissions that would contribute to the cumulative impact of GHGs on climate; or project-level GHG emissions that could conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of GHGs at the project level. These future project- level impacts would be subject to individual CEQA review and project -specific mitigation would apply as needed.

Threshold 4.4.1: Would the project generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? CAAP: Less Than Significant Impact.

Baseline. The GHG emissions analysis provided in the proposed CAAP considers a business -as- usual (BAU) forecast. The BAU scenario is an emissions forecast for the year 2050 that indicates how citywide emissions are anticipated to increase if the actions identified in the proposed CAAP are not taken by the City to reduce GHG emissions. This forec ast accounts for the growth in population, housing, and employment anticipated for the City through the year 2050. The BAU scenario also takes into account the implementation of several important components of the State’s GHG reduction strategy, including the Renewables Portfolio Standard Program (RPS), a State law that requires increasing amounts of renewable electricity in California, and various vehicle efficiency standards that will reduce GHG emissions from on -road transportation to help achieve California’s 2030 GHG targets.

33 Governor’s Office of Planning and Research (OPR) . 2008. Technical Advisory—CEQA and Climate Change:

Addressing Climate Change through California Environmental Quality Act (CEQA) Review. June 19, 2008.

Website: https://opr.ca.gov/docs/june08-ceqa.pdf (accessed February 4, 2022). 34 Ibid.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-21 The proposed CAAP estimates that the City’s baseline GHG emissions in the year 2015 at approximately 4.5 MT CO2e per service population. The proposed CAAP estimates that the City’s unmitigated (i.e., “BAU”) emissions would decline to 3.3 MT CO2e per service population by 2030, 2.6 MT CO2e per service population by 2040, and 2.2 MT CO2e per service population by 2050. The reduction in citywide emissions over time is primarily due to implementation of State actions designed to reduce emissions from energy use and transportation.35 Targets and Projections. The proposed CAAP then considers the GHG emission reductions from State actions and from proposed CAAP Actions and subtracts the emissions reductions from the City’s BAU forecast emissions to provide the estimated level of GHG emissions with proposed CAAP implementation. The City’s GHG emissions with implementation of the proposed CAAP are compared to the proposed CAAP’s 2030 target of 3.04 MT CO2e per service population, which aligns with the statewide 2030 target as codified in SB 32 and the 2017 Scoping Plan.

The proposed CAAP’s 2030 target was selected based on guidance provided in the 2017 Scoping Plan and was developed to demonstrate consistency with the statewide 2030 target. The City’s 2030 target is established on a per service population (SP) basis and aims to achieve emissions rates of 3.04 MT CO2e per SP. The CAAP’s 2030 target of 3 .04 MT CO 2e/SP aligns with the statewide 2030 target as codified in SB 32 and the 2017 CARB Scoping Plan Update (see the City of Long Beach Climate Action and Adaptation Plan GHG Emissions Reduction Target Options Memo #3 [AECOM, 2020] included in Appendix E ).
36 This value is derived from an adjusted
statewide emissions inventory that accounts for the same local emissions sources contained in the CAAP’s emissions inventory for the City. This was done because community GHG inventories often do not include all of the same emissions sectors as the statewide inventory. Therefore, a scaled version of the full statewide emissions inventory was based on the emissions inventory sectors occurring in Long Beach, which is more appropriate for use in community CAAP target - setting because it draws a clearer correlation between the City’s GHG target and its relationship to the State’s own targets. After excluding emissions not included in the CAAP’s inventory and forecast, the adjusted statewide 1990 inventory was 324.4 MMT CO 2e (versus the full inventory
of 431 MMT CO2e). To align with SB 32 (40 percent below 1990 levels by 2030), the 2030 target emissions level for the State would be 194.6 MMT CO 2e. The total projected service population of California is 64.6 million; therefore, the adjusted SB 32 target for 2030 would be 3.04 MT CO2e/SP.

Implementation of the proposed CAAP, as a programmatic document implemented in addition to all other State GHG emission reductions required by legislation, would result in an overall

35 Such actions include California’s RPS, which establishes the goal to procure 44 percent by 2024, 52 percent by 2027, and 60 percent by 2030, utility energy efficiency programs directed by the California Public Utilities Commission, AB 1103 (which established the Commercial Energy Use Disclosure Requirement), and Solar Programs offered by the State. State actions that reduce emissions from transportation include: California’s Pavley I and Corporate Average Fuel Economy (CAFE) standards, the Low Carbon Fuel Standard, electric vehicle policies and programs, and CARB’s Tire Pressure Program and Heavy Duty Vehicle Aerodynamics Program. The Draft proposed CAAP also includes reductions from improved transportation and land use planning that result from SCAG’s RTP/SCS, as required by SB 375.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-22 decrease in GHG emissions citywide compared to both the 2015 baseline and the BAU forecasts.

Implementation of the proposed CAAP would not result in a significant impact related to the generation of GHG emissions, either indirectly or directly, and would have a beneficial impact on GHG emissions in the City . Furthermore, as the proposed CAAP would reduce GHG emissions overall, this planning document would not result in a considerable contribution to the cumulative impact of GHG emissions.

It should be noted that the GHG reduction goals of the CAAP were infor med by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that while the LUE would result in a significant and unavoidable impact for GHG emissions due to the proposed changes t o existing land uses that would result from General Plan buildout conditions . As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the significant and unavoidabl e impact identified in the 2019 Certified Program EIR. However, the proposed CAAP was included as Mitigation Measure (MM) GHG-1 for the Approved Project in order to reduce GHG emissions associated with General Plan buildout . As such, the proposed CAAP would result in a less than significant impact related to the generation of GHG emissions as it serves to mitigate and reduce GHG emissions anticipated by the adopted LUE. No mitigation is required.

CAAP Actions. As described above, t he proposed project does not constitute approval for any physical improvements or development ; however, implementation of the CAAP would be achieved through future projects implement ing CAAP Actions by the City or other agencies . CAAP Actions, such as performance of municip al energy and water audits (BE -7), may not be subject to discretionary approval and project-level CEQA review. Future actions not subject to CEQA review are not considered in this programmatic CEQA document . Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locations, and future improvements would be analyzed at the project level and would be subject to CEQA as required.

CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). Implementation of the CAAP Actions and Adaptation Actions as part of future discretionary projects has the potential to involve new or remodeled construction that could result in short-term construction GHG emissions.

GHG emissions may occur over the short term associated with construction activities of future discretionary projects, which would produce combustion emissions from various sources, but primarily of emissions from equipment exhaust. D uring construction, GHGs are emitted through the operation of construction equipment and from worker and builder supply vendor vehicles, each of which typically uses fossil-based fuels to operate. The combustion of fossil-based fuels creates GHGs such as C O
2, CH 4, and N 2O. Furthermore, fugitive CH4 is emitted during the fueling of heavy equipment. Exhaust emissions from on -site construction activities would vary daily as construction activity levels change. Long-term GHG emissions are typically generated fr om mobile sources (e.g., vehicle trips), area sources (e.g., maintenance activities and landscaping), indirect emissions from sources associated with energy consumption, waste sources (land filling and waste disposal), and water sources (water supply and c onveyance, treatment, and distribution). Future discretionary

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-23 projects may utilize the CAAP Checklist for CEQA streamlining of GHG emissions and address construction GHG emissions qualitatively. However, some projects may have long construction periods or entail substantial excavation and grading that could result in construction -related GHG emissions that may be considered significant. Thus, the City retains the discretion on a project -by- project basis to consider whether a project’s construction -related G HG emissions could be cumulatively considerable and require more detailed quantitative CEQA GHG emissions analysis and mitigation. The CAAP as a planning doc ument does not include any specific physical improvements that would result in construction emissions.

CAAP Actions for the Building and Energy sector include zero -carbon electricity, building energy efficiency for municipal projects , reduction of energy use and supply of renewable energy, compliance with building energy codes and ordinances , and building energy efficiency upgrades .

Implementation of these CAAP Actions for Buildings and Energy include requiring increased access and incentives for clean electricity (BE-1), the increased use of solar panels and community solar (BE-2 and BE -3), or eq uivalent measures . Installation of renewable energy infrastructure such as rooftop solar and electric vehicle charging stations would involve minor construction activities that are not expected to result in substantial construction -related GHG emissions. Other Building and Energy CAAP Actions would increase energy efficiency of existing facilities (BE-4 and BE -5), electrifying new residential and commercial buildings (BE-7), and reducing energy use and increasing renewable electricity supply for municipal p rojects (BE-6). Energy efficiency improvements such as energy management programs, energy audits, and appliance retrofits are anticipated to involve only minor construction activities and are not expected to result in substantial construction -related GHG emissions. There is also a CAAP Action for the City to take actions to reduce emissions from local oil and gas extraction (BE-8) such as through regulatory restrictions or additional monitoring. Any actions taken by the City in support of BE -8 are not anticipated to result in construction or operational GHG emissions , but any future project to implement such actions would be subject to project-level CEQA review.

CAAP Actions for the Transportation sector include trip reduction features to reduce VMT ; incorporating pedestrian, bicycle, and electric vehicle charging infrastructure ; and complying with the City’s Transportation Demand Management (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. T hey also include meeting the Transportation Screening Criteria and High -Density, Mixed-Use, Transit-Oriented, Walkable Infill Project Design. Implementation of the CAAP Actions for Transportation would occur through projects that improving transit service (T-1); providing bicycle, pedestrian, and electric vehicle infrastructure (T -2, T -3, and T -5); complying with City TDM requirements (T- 7), complying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to SB 743 (T-9); or through increasing employment and residential development along transit corridors and increased density and mixing of land uses (T -6 and T-8). Similar to the Building and Energy CAAP Actions, future projects that include the development of new transit facilities and increased residential, commercial, and mixed -use development would be evaluated for transit service at the time such discretionary projects are submitted for review and approval. CAAP Actions for Transportation are also designed to focus increase d housing and emplo yment density along major transit corridors , increase rapid bus service, establish bus -only lanes, and expand electric - vehicle charging infrastructure to further reduce emissions.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-24 CAAP Actions for the Waste sector include recycling appropriate materials and organics waste diversion and incorporating on-site composting, mulching, and/or anaerobic digestion.

Implementation of the CAAP Actions for Waste would occur by requiring recycling (W-1) and organic waste diversion (W-2). Any new construction required to facilitate such actions would be subject to project-level CEQA review . Other CAAP Actions for Waste would expand community -wide participation in organic waste collection and diversion by increasing capacity to process organic waste (W-4).

Specific project-level construction and operational activities that may occur with implementation of the CAAP Actions are unknown at this time. Future discretionary projects would be reviewed on a project-by-project basis, and mitigation would be identified during proje ct-level review as appropriate. It should be noted that the future discretionary projects do not constitute the proposed project; they are future projects that implement CAAP Actions and may utilize the CAAP Checklist described below for CEQA GHG emissions streamlining but would ultimately be subject to project-level CEQA review. T he proposed CAAP Actions were designed to programmatically reduce GHG emissions to meet the City’s GHG reduction targets and would therefore result in a less than significant impact related to construction and operational GHG emissions.

CAAP Checklist. The proposed CAAP was included as MM GHG-1 in the 2019 Certified Program EIR, and once the CAAP is adopted, it will serve as a qualified “Plan for the Reduction of Greenhouse Gas Emissions,” or in other words, a qualified climate action plan , pursuant to CEQA (State CEQA Guidelines Section 15183.5(b)). The adopted CAAP w ould then be used as the basis for future assessments of consistency wi th this qualified plan in lieu of a project -specific GHG CEQA analysis for future discretionary projects. A project -specific environmental document that relies on this qualified plan for its cumulative impacts analysis would identify specific GHG emission s reduction measures applicable to the project that are consistent with the proposed CAAP and would describe how the project incorporates these measures. If these measures are not otherwise binding and enforceable, they must be incorporated as mitigation measures or project conditions of approval, or as some other mechanism to ensure implementation.

Each of the CAAP A ctions provides details on implementing the GHG reduction strategies including the party or parties responsible for implementation . The CAAP A ctions also include the GHG reduction strategies that apply to the City itself. For all future discretionary projects that utilize the CAAP Checklist, the City w ill determine whether: (a) the project is consistent; (b) the project with conditions would be consistent; (c) the strategy is relevant for new development, but not the subject project; or (d) the project includes one or more replacement strategies that wo uld be equally or more effective in reducing GHG emissions, and such replacement strategy or strategies are not included in the proposed CAAP or required by any other regulation, standard, design criteria, or other existing requirement.

The following disc ussion addresses the CAAP Checklist for new development. The CAAP Checklist would ensure the City’s GHG emissions reduction goals are met for new development and other improvements to existing development. However, improvements to existing development woul d result in a reduction of GHG emissions compared to existing conditions by the nature of the improvements, and therefore the reductions are not quantified. For new development, certain Tier 1 measures to implement the CAAP Actions were quantified for GHG emissions reductions

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-25 based on the CAAP Checklist : Technical Support Documentation (Appendix D) to demonstrate consistency with the City’s GHG reduction target and specific CAAP Action goals to reduce GHG emissions. Tier 1 measures are mandatory for all future discretionary projects . Other CAAP Actions (Tier 2 measures) are included in the CAAP Checklist and are encouraged to be implemented for all development, as appli cable. For each CAAP Checklist item described below, the quantitative basis behind the requirements for new development and new development’s “fair share” contribution to the CAAP’s total calculated emission reductions at the City-level is provided.37 Zero-Carbon Electricity. The CAAP Checklist requires that new development use 100 percent carbon-free electricity for all electricity usage on site. This can be achieved through on-site solar photovoltaic (PV) or other on -site renewable energy generation, through enrollment in Southern California Edison’s (SCE) Green Rate program (or other available carbon-free electricity service at the time of project application), or some combination of the two.

The CAAP includes the following actions related to zero-carbon electricity for new development:
• BE-1: Provide access to renewably generated electricity • BE-2: Increase use of solar power
• BE-3: Promote community solar and microgrids
For BE -1, it was assumed that SCE would reduce the carbon intensity of its retail electricity supply by 80 percent by 2030. Although this would occur independent of City and future project applicant actions, it would result in 169,921 MT CO2e of emission reductions. The GHG reduction targets also assumed a 10 percent participation rate in SCE’s Green Rate program for all residential and comm ercial accounts in the City. This amounts to 83,332 megawatt-hours (MWh) of carbon-free electricity supplied to residential accounts and 76,394 MWh of carbon - free electricity supplied to commercial accounts, resulting in 19,041 MT CO2e of emission reductions. The total citywide emission reduction for BE-1 would be 188,963 MT CO2e.

For BE -2, it was assumed that 5 percent of the 91,992 maximum rooftop PV solar coverage potential would install solar PV for a total of 4,600 solar PV systems. The total citywide emission reduction for BE-2 would be 3,881 MT CO2e.

Because checklist item #1 requires new development to source 100 percent of its electricity from carbon-free sources, whether from on-site solar (BE-2) or carbon-free electricity from SCE (BE-1), an emission reduction contribution from each of these CAAP Actions for new development separately is not needed , and the reductions from these CAAP Actions we re calculated as one combined reduction.

37 The term “fair share” generally means that new developme nt is contributing its full amount to help the City achieve its GHG emissions reduction targets as planned for in the CAAP, as stipulated by the California Supreme Court in Center for Biological Diversity v. California Department of Fish and Wildlife (2015) 62 Cal.4th 204 (commonly referred to as “Newhall Ranch”) , in CARB’s 2017 Scoping Plan -Identified VMT Reductions And Relationship To State Climate Goals document , and in State CEQA Guidelines Section15130(a)(3). Refer to Appendix D for more information.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-26 CAAP Actions BE-1 and BE -2 combined would reduce emissions citywide by 192,840 MT CO2e.

However, when accounting only for the portion of BE -1 associated with enrollment in SCE’s Green Rate program (because the reduction in SCE’s standard electricity intensity would occur independent of CAAP implementation outside of the City’s jurisdiction), the total reduction is 22,923 MT CO2e. Based on the assumptions above for new development, the reduction for implementation of checklist item #1 would be 16,288 MT CO2e. This represents 71 percent of the total citywide reductio n for BE -1 and BE -2. Since electricity consumption associated with new development represents only 8 percent of the City’s total electricity consumption in 2030, the 71 percent value meets the “fair share” contribution for new development.

Trip Reduction Features to Reduce Vehicle Miles Traveled. This checklist item requires that new development achieve a 5 percent reduction in vehicle trips and VMT compared to the project without such vehicle trip reduction features. This could be achieved by a number of actions and design features, such as through a Transportation Demand Management (TDM) plan.

This checklist item addresses the following CAAP Actions:
• T-1: Increase the frequency, speed, connectivity, and safety of transit options • T-2: Expand and improve pedestrian infrastructure citywide • T-3: Increase bikeway infrastructure citywide
• T-5: Develop an Electric Vehicle Infrastructure Master Plan • T-7: Update the Transportation Demand Management Ordinance • T-9: Integrate SB 743 planning with the CAAP process GHG emission reductions for T -1 assume a citywide reduction in light -duty VMT of 1 percent.

This would result from implementation of transit system and ridership improvements.

Transit improvements would influence vehicle travel patterns for both existing a nd new development, but new development has the opportunity to better utilize transit improvements than much of the built environment in the City. For example, new development can locate jobs and residents near transit, offer transit subsidies, limit available parking, offer parking cash -out, and provide other design features and incentives to maximize transit use by future occupants and customers of the project site.

Because of this, new development would be required to reduce total VMT by 5 percent compared to the project without such vehicle trip reduction features. This could be achieved by a number of actions and design features, such as through a TDM plan.

T-1 would reduce emissions citywide by 5,230 MT CO
2e. The contribution from new
development would therefore represent 19 percent of the total citywide reduction for T-1. Since new service population associated with new development represents only 4 percent of the

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-27 City’s service population in 2030, the 19 percent meets the “fair share” contribution for new development.

Recyclable Materials Recycling. This checklist item requires that new development comply with all State and local requirements for recycling, including the mandatory commercial and multifamily recycling ordinance . It also requires that projects (1) ensure that all project occupants and tenants will separate recyclables from all other refuse and place recyclables in a separate container designated for recycling; (2) provide for the storage, collection, and loading of recyclables in a mann er that is convenient for all users of the building; and (3) provide compliance data to the City as required for any current auditing program.

This checklist item addresses the following CAAP Action:
• W-1: Ensure compliance with state law recycling program requirements for multi -family and commercial property recycling programs
GHG reductions for W -1 assum e a citywide reduction in paper and cardboard landfilling of 75 percent from the multifamily residential and commercial sectors. This represents a reductio n in 8,264 tons of paper and cardboard landfilled from the multifamily sector and a reduction in 41,948 ton s of paper and cardboard landfilled from the commercial sector. The landfilling emission rate is 0.90 MT CO2e per ton, so the total reduction is 45,335 MT CO2e.

W-1 would reduce emissions citywide by 45,335 MT CO2e. The contribution from new development would therefore represent 4.9 percent of the total citywide reduction for W -1.

Since paper and cardboard landfilling associated with new development re presents 4.4 percent of the City’s total paper and cardboard landfilling in 2030, the 4.9 percent contribution from new development exceeds the citywide average contribution.

Organics Composting. This checklist item requires that new development comply wi th all State and local requirements for composting and organic waste collection, including the mandatory commercial and multifamily organic waste collection ordinance . It also requires that projects (1) ensure that all project occupants and tenants will se parate compostables from all other refuse and place compostables in a separate container designated for composting; (2) provide for the storage, collection, and loading of recyclables and solid waste in a manner that is convenient for all users of the building; and (3) provide compliance data to the City as required for any current auditing program.

This checklist item addresses the following CAAP Action:
• W-2: Develop an organic waste collection program for City-serviced accounts • W-3: Partner With Private Waste Haulers to Expand Organic Waste Collection Community- Wide
The GHG reductions for W -2 and W-3 assume a citywide reduction in organics (food, park, and wood) landfilling of 75 percent from the multifamily residential and commercial sectors. This

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-28 represents a reduction in 3,695 tons of organics landfilled from the multifamily sector and a reduction in 20,937 tons of organics landfilled from the commercial sector. The landfilling emission rate for organics is 0.44 MT CO2e per ton for multifamily organics and 0.47 MT CO2e per ton for commercial organics, so the total reduction is 39,734 MT CO2e.

W-2 and W-3 would reduce emissions c itywide by 39,734 MT CO2e. The contribution from new development would therefore represent 4.9 percent of the total citywide reduction for W-2 and W-3. Since organics landfilling associated with new development represents 4.4 percent of the City’s total organics landfilling in 2030, the 4.9 percent contribution from new development exceeds the citywide average contribution.

In addition, if projects can quantitatively demonstrate that they would achieve a certain efficiency emissions level, and that efficiency emissions level is consistent with the CAAP’s overall target for citywide emissions as it applies to new development, then th e project would be considered consistent with the CAAP. This efficiency emissions level was calculated to be 1. 4 MT CO 2e per
service population (SP). This efficiency emissions level represents the average emissions level per service population that new land use development would have to achieve to be consistent with the CAAP’s target level and emission reduction actions. This efficiency emissions level is therefore used as an alternative compliance approach to completing the CAAP Checklist for new projects. This level represents average efficiency emissions and does not mean that all projects would have to achieve these emissions to be consistent with the CAAP, only that if a project achieves this emissions level, it is considered consistent with the CAAP for CEQA GHG tiering purposes. See Appendix D for the derivation of this efficiency level and how it supports the CAAP’s emission reduction target s for new development.

Therefore, as demonstrated above, future discretionary projects utilizing the CAAP Checklist for CEQA GHG streamlining would be required to contribute their “fair share” GHG emission reductions for measures that support CAAP Actions and for the CAAP’s overall emission reduction target for the City. Thus, the CAAP Checklist and measures to support CA AP Actions would have a ben eficial impact on GHG emissions and would not have a significant impact on the environment . No mitigation is required.

Adaptation Actions. As described above, in addition to the Tier 1 and Tier 2 measures to support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future development to achieve the GHG emissions target of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. The Adaptation Actions provide general strategies that may be needed to lessen climate change im pacts based on the CAAP Vulnerability Assessment. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets, specific adaptation requirements are listed in the CAAP Checklist for future discretionary projects to incorporat e relevant Adaptation Actions, as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP ’s adaptation component. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessening the impacts of climate change on critical infrastructure and public facilities. The proposed CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions .

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-29 There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of A daptation Actions in the CAAP because specific projects and their locations are unknown. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations, and future improvements would be analyzed on a projec t level pursuant to CEQA and would require further evaluation to demonstrate that implementation of the Adaptation Actions would not have a significant impact on the environment as a result of GHG emissions . As such, impacts would be less than significant, and no mitigation would be required.

Summary: The proposed CAAP includes a roadmap for implementing new poli cies, programs, incentives, requirements, projects, and initiatives designed to reduce GHG emissions and adapt to climate change impacts. The GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded th at while the LUE would result in lower GHG emissions per se rvice population under future year conditions, the emission rate s would exceed the criterion established by the City for purposes of the LUE environmental evaluation. Further, the City would requir e assistance from additional federal and State programs and regulations to achieve the long-term GHG emissions goal and efficiency threshold . As the proposed CAAP would not alter the development assumptions of the adopted LUE, the proposed project would no t alter the significant and unavoidable impact identified in the 2019 Certified Program EIR. However, the proposed CAAP would reduce GHG emissio ns overall, and therefore not make a considerable contribution to the impact of GHG emissions on the environment. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment . Therefore, the Safety Element Update would have no impact, and no mitigation is required.

Threshold 4.4.2: Would the project conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emission of greenhouse gases? GHG emissions impacts are evaluated by assessing whether the proposed CAAP conflicts with applicable GHG reduction strategies and local actions approved or adopted by CARB, SCAG, and the City. The 2017 Scoping Plan, SCAG’s 2020 –2045 RTP/SCS, the City General Plan policies and goals , and the City ’s Sustainable City Action Plan all apply to the p roject and all are intended to reduce GHG emissions to meet the statewide targets set forth in AB 32, as amended by SB 32. Thus, the significance of the proposed CAAP’s GHG emissions is evaluated consistent with State CEQA Guidelines Section 15064.4(b)(2) by considering whether the proposed CAAP would conflict with applicable plans, policies, regulations adopted for the purpose of reducing GHG emissions , including CARB’s 2017 Climate Change Scoping Plan, SB 37 and E -3-05, SCAG’s 2020 –2045 RTP/SCS, and the CALGreen Code and City Green Building Codes.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-30 CAAP: Less Than Significant I mpact. Applicable plans adopted for the purpose of reducing GHG emissions include CARB’s 2017 Scoping Plan, SCAG’s 2020–2045 RTP/SCS, and the City’s Sustainable City Action Plan . A consistency analysis with these plans for the proposed project is presented below.

CARB 2017 Scoping Plan . CARB’s 2017 Scoping Plan is applicable to State agencies but is not directly applicable to cities/counties and individual projects (i.e., the S coping Plan does not require the City to adopt policies, programs, or regulations to reduce GHG emissions). However, new regulations adopted by the State agencies outlined in the 2017 Scoping Plan result in GHG emissions reductions at the local level. As a result, local jurisdictions benefit from reductions in transportation emissions rates, increases in water efficiency in the building and landscape codes, and other statewide actions that would affect a local jurisdiction’s emissions inventory from the top down.

Statewide strategies to reduce GHG emissions include the low carbon fuel standards and changes in the corporate average fuel economy standards (e.g., Pavley I and Pavley California Advanced Clean Cars program). Although measures in the 2017 Scoping Plan apply to State agencies and not the proposed project, the project’s GHG emissions would be reduced by compliance with statewide measures that have been adopted since AB 32 and SB 32 were adopted. Therefore, the proposed project was analyzed for consis tency with the goals of AB 32, the 2017 Scoping Plan, and EO B-30- 15, SB 32, and AB 197. Refer to Section 4.4.3, Regulatory Framework, above for a detailed discussion of each regulation.

Energy efficient measures are intended to maximize energy efficiency building and appliance standards, pursue additional efficiency efforts including new technologies and new policy and implementation mechanisms, and pursue comparable investment in energy efficiency from all retail providers of electricity in California. In addition, these measures are designed to expand the use of green building practices to reduce the carbon footprint of California’s new and existing inventory of buildings. The Tier 1 measures for the Buildings and Energy sector requires increased access to and incentives for clean electricity (BE-1 and BE-5) and the increased use of solar panels and community solar (BE-2 and BE-3), or equivalent alternative measures that would be consistent with the energy efficiency measures of the 2017 Scoping Plan.

Water conservation and efficiency measures are intended to continue efficiency programs and use cleaner energy sources to move and treat water. Increasing the efficiency of water transport and reducing water use would reduce GHG emissions. The CAAP includes an action to perform municipal energy and water audits (BE -6), and the Adaptation Actions include Drought Actions that include continuation of programs to meet and exceed State water use efficiency targets as well as new actions to increase the su pply and use of recycled water, expand green infrastructure and streets, and increase the capture and storage of rainfall. T herefore, the proposed project would not conflict with any of the water conservation and efficiency measures as it strives to increase these efficiencies.

The goal of transportation and motor vehicle measures is to d evelop regional GHG emissions reduction targets for passenger vehicles. The second phase of Pavley standards will reduce GHG emissions from new cars by 34 percent from 2016 levels by 2025. Specific regional and statewide emissions targets for transportation emissions would not be the responsibility of the proposed project to implement, though their imp lementation would directly affect the City’s GHG emissions

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-31 and would significantly contribute toward the City’s ability to achieve its overall emission reduction targets in combination with the actions put forward in the proposed CAAP .38 In addition , Tier 1 measures for the Transportation sector include trip reduction features to reduce VMT; incorporation of pedestrian, bicycle, and electric vehicle charging infrastructure ; and compliance with the City’s TDM measures and TIA Guidelines. Tier 2 measures for t he Transportation sector include meeting the Transportation Screening Criteria and High-Density, Mixed-Use, Transit-Oriented, Walkable Infill Project Design. Implementation of Tier 1 measures would support the CAAP Action s for Transportation by improving transit service (T-1); providing bicycle, pedestrian, and electric vehicle infrastructure (T-2, T-3, and T-5); complying with City TDM requirements (T -7); and complying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to SB 743 (T -9).

Implementation of the Tier 2 measures would support CAAP Actions to increase employment and residential development along transit corridors and increased density and mixing of land uses (T -6 and T -8). Similar to the Building and Energy CAAP Actions, futu re projects that include the development of new transit facilities and increased residential, commercial, and mixed -use development would be evaluated for transit service at the time such discretionary projects are submitted for review and approval. Other Tier 2 measures to support the CAAP Actions for Transportation included on the CAAP Checklist are designed to focus increase d housing and employment density along major transit corridors , increase rapid bus service, establish bus -only lanes, and expand electric -vehicle charging infrastructure to further reduce emissions. Therefore, the proposed project would not conflict with the identified transportation and motor vehicle measures.

Consistent with SB 32, the proposed CAAP sets a GHG target for 2030 of 3 .04 MT CO 2e/SP).

Implementation of the proposed CAAP is anticipated to enable the City to exceed its reduction target by more than 170,000 MT CO2e in 2030. The proposed CAAP would meet the GHG emissions reduction targets for 2030, which align with the adopted targets for the 2017 Scoping Plan. Thus, the proposed CAAP does not conflict with achieving the SB 32 target. The proposed project would comply with existing State regulations adopted to achieve the overall GHG emissions reduction goals identified in AB 32, the AB 32 Scoping Plan , and EO B-30-15, SB 32, and AB 197 and would be consistent with applicable State plans and programs designed to reduce GHG emissions. Therefore, impacts are considered less than significant, and no mitigation is required.

S-3-05. Through implementation of the proposed CAAP alone, the City would not reach its goal of net carbon neutrality by 2045. Although the proposed CAAP would not meet the target of carbo n neutrality by 2045, carbon neutrality is not a significance threshold for the purposes of this S EIR because carbon neutrality is not an adopted plan, policy, or regulation of the State that is applicable to the City . The 2017 Scoping Plan explicitly ackn owledges and states that the inability to achieve carbon neutrality or net zero GHG emissions does not imply that a project contributes to a significant impact under CEQA (CARB 2017a):
39 38 Specifically, implementation of the Pavley standards was included in the CAAP’s BAU emissions forecasts. 39 CARB. 2017. California’s 2017 Climate Change Scoping Plan. November 2017. Appendix G. Website:
https://ww2.arb.ca.gov/sites/default/files/classic//cc/scopingplan/scoping_plan_2017.pdf (accessed December 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-32 Achieving net zero increases in GHG emissions, resulting in no contribution to GHG impacts, may not be feasible or appropriate for every project, however, and the inability of a project to mitigate its GHG emissions to net zero does not imply the project results in a substantial contribution to the cumulatively significant environmental impact of climate change under CEQA. Lead agencies have the discretion to develop evidence -based numeric thresholds (mass emissions, per capita, or per service population) consistent with this Scoping Plan, the State’s long- term GHG goals, and climate change science.

Because the proposed CAAP would help the City meet its GHG emissions reduction targets for 2030, which align with the adopted targets for the 2017 Scoping Plan, the proposed CAAP would not conflict with making progress toward achieving the 2050 reductions included in EO S -3-05. The proposed CAAP makes progress towards carbon neutrality; however, its inability to achieve carbon neutrality by 2045 does not conflict with the 2017 Scoping P lan, and thus does not render the impact significant under CEQA.

SCAG’s Regional Transportation Plan/Sustainable Communities Strategy. SCAG’s RTP/SCS identifies that land use strategies that focus on new housing and job growth in areas served by high qual ity transit and other opportunity areas would be consistent with a land use development pattern that supports and complements the proposed transportation network. The 2020 –2045 RTP/SCS contains transportation projects to help more efficiently distribute po pulation, housing, and employment growth, as well as forecast development that is generally consistent with regional- level general plan data. The forecasted development pattern, when integrated with the financially constrained transportation investments identified in the 2020–2045 RTP/SCS, would reach the regional target of reducing GHG emissions from autos and light -duty trucks by 19 percent by 2035 (compared to 2005 levels). The 2020–2045 RTP/SCS does not require that local general plans, specific plans, or zoning be consistent with the 2020–2045 RTP/SCS, but provides incentives for consistency for governments and developers. The CAAP is designed to help implement the land use strategies of the Long Beach LUE, which is based on land use strategies of the RTP/SCS.

As described above, adoption of the proposed CAAP would not environmentally clear new development, but allows for CEQA GHG streamlining for new development by including measures to support the CAAP Actions on the CAAP Checklist to ensure that future discretionary projects reduce GHG emissions and help achieve the City’s overall GHG emissions goals. Other CAAP Actions may not be subject to discretionary actions but still serve to achieve these goals. As described above, CAAP Actions for Transportation would improve transit service (T -1); provide bicycle, pedestrian, and electric vehicle infrastructure (T -2, T -3, and T -5); integrate SB 743 to address VMT (T- 7 and T -9); increase employment and residential development along transit corridors and increased density and mixing of land uses (T -6 and T -8). These CAAP Actions are consistent with the goals of SCAG’s RTP/SCS to provide residential and employment opportunities near transit. Therefore, the proposed CAAP Actions would be consistent with the goals of SCAG’s RTP/SCS.

Implementing SCAG’s RTP/SCS w ould greatly reduce regional GHG emissions from transportation, helping to achieve statewide emis sions reduction targets. As stated above, the proposed project would in no way conflict with th e stated goals of the RTP/SCS; therefore, the proposed project would not interfere with SCAG’s ability to achieve the region’s GHG reduction target of 19 percent

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.4 Greenhouse Gas Emissions.docx (03/15/22) 4.4-33 below 2005 per capita emissions levels by 2035 , and it can be assumed that regional mobile emissions will decrease in line with the goals of the RTP/SCS.

Based on the nature of the proposed project, it is anticipated that implementation of the proposed CAAP would not interfere with SCAG’s ability to implement the regional strategies outlined in th e RTP/SCS. Therefore, the proposed project would not conflict with an adopted plan, policy, o r regulation pertaining to GHG emissions , and impacts are considered less than significant . No mitigation is required.

City of Long Beach Sustainable City Action Plan . The Sustainable City Action Plan is a City -adopted plan to guide the City in becoming more sustainable. The plan identifies a wide range of goals and implementation actions to conserve energy and water, reduce solid waste, ad dress global warming, tailor urban design, protect natural habitats, improve transportation options, and reduce risks to human health. Specific goals related to GHGs include increasing the use of renewable energy in Long Beach and reducing the City’s overa ll electric load by 10 percent. Other goals include reducing single-occupancy vehicle trips by 10 percent and advancing higher density mixed-use neighborhoods that are bicycle and pedestrian friendly. The proposed CAAP includes various policies that are an d would be consistent with these goals and initiatives of the Sustainable City Action Plan to reduce solid waste, improve transportation , and address climate change . Therefore, the proposed project would not conflict with this adopted plan , and impacts are considered less than significant . No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that wo uld conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emission of GHGs . Therefore, the Safety Element Update would have no impact, and no mitigation is required.

4.4.6 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to GHG emissions, and no mitigation is required.

4.4.7 Regulatory Compliance Measures and Mitigation Measures The proposed project does not include any physical development of any buildin gs or structures, would not be required to adhere to any compliance measures, and as a planning action , does not include any project design features related to GHG emissions.

4.4.8 Level of Significance after Mitigation
There would be no significant unavoidabl e adverse impacts related to GHG emissions, and no mitigation is required.

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4.4.9 Cumulative Impacts
As defined in Section 15130 of the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and potential future projects within the cumulative impact area for GHG emissions. The cumulative study area analyzed for potential GHG emissions impacts is the South Coast Air Basin.

The proposed project does not include a project-level analysis for future physical improvements or development. The proposed project would be implemented through the CAAP Checklist (Appendix D) for future discretionary projects to allow for CEQA GHG streamlining as well as other non - discretionary actions to implement CAAP Actions. Given that the proposed CAAP would reduce GHG emissions from future projects proposed to facilitate proposed CAAP A ctions, the proposed project would be consistent with applicable reduction plans and policies, and given that GHG emission s impacts are cumulative in nature, the proposed project’s incremental contribution to significant cumulative GHG emissions would be less than cumulatively considerable, and the proposed CAAP’s cumulative impact would be less than significant. No mitigation is required.

Therefore, the Safety Element U pdate would not cumulatively contribute to GHG impacts. No mitigation is required.

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4.5 LAND USE AND PLANNING
This section of the Draft Subsequent Environmental Impact Report ( SEIR) analyzes the land use impacts associated with the implementation of the proposed Climate Action and Adaptation Plan (CAAP) and Safety Element Update Project (proposed project). Information presented in this section is based on information provided in the following documents: the City of Long Beach’s (City) existing General Plan (as amended), the City’s adopted Zoning Code (Titles 21 and 22), and associated Zoning Map, the City’s Local Coastal Program (LCP) (1980), the Port of Long Beach Port Master Plan (PMP) (1978), the Los Angeles County Airport Land Use Plan (ALUP) (1991), the Orange County Airport Environs Land Use Plan (AELUP) for the Joint Forces Training Base (JFTB) at Los Alamitos (1975), the 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy ( Connect SoCal ), the 2008 Regional Comprehensive Plan (2008 RCP), and the C alifornia Coastal Act of 1976 (CCA) (Public Resources Code [PRC], Division 20). As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element Update and is considered a policy/planning action . The proposed project does not include physical improvements or development, and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects would also be subject to project -level CEQA as required. Therefore, the analysis in this SEIR focuses on the potential impacts from the measures included in the CAAP Checklist required for future discretionary projects , as well as the potential programmatic level impacts of the CAAP Actions , Adaptation Actions, and the Safety Element Update.

4.5.1 Scoping Process
The City of Long Beach (City) received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this Draft SEIR. Two comment letters included comments related to land use and planning.

The letter from the Los Angeles County Sanitation Districts (LACSD) received on September 22, 2021, suggested that the Draft SEIR provide a discussion of the proposed project’s consistency with the Southern California Association of Governments (SCAG) regional growth forecasts, as this provides the basis for the capacity of facilities operated by LACSD . An analysis of the project’s consistency with the SCAG growth forecasts is provided in Section 4.5.6 below.

The letter from SCAG received on September 24, 2021 , suggested that the Draft SEIR provide a discussion of the proposed project’s consistency with the goals of the 2020 –2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), also known as Connect SoCal. An analysis of the project’s consistency with Connect SoCal is provided in Section 4.5.6 below.

4.5.2 Existing Environmental Setting

4.5.2.1 Existing Planning Area
The CAAP and Safety Element Update address all land within the City’s jurisdictional limits and corresponding Sphere of Influence. Throughout this Draft S EIR, these areas are referred to as the “planning area.”

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-2 The planning area encompasses 50 square miles (approximately 33,000 acres) wit hin the limits of the City of Long Beach (excluding the City of Signal Hill, which is completely surrounded by the City of Long Beach) in the southern region of Los Angeles County. The planning area is bordered on the west by the Cities of Carson and Los A ngeles (including Wilmington and the Port of Los Angeles); on the north by the Cities of Compton, Paramount, and Bellflower; and on the east by the Cities of Lakewood, Hawaiian Gardens, Cypress, Los Alamitos, and Seal Beach. Additionally, the City of Signal Hill is centrally located within the planning area and is completely surrounded by development in the City of Long Beach.

4.5.2.2 Existing Land Uses
The adopted General Plan Land Use Element (LUE) divides the City into nine distinct Community Plan Areas, comprised of the following: (1) North Long Beach; (2) Bixby Knolls; (3) Westside and Wrigley; (4) Eastside; (5) Central; (6) Traffic Circle; (7) Downtown; (8) Midshore; and (9) Southeast.

In addition to establishing Community Plan Areas, the adopted LUE introdu ces the concept of “PlaceTypes,” which replaces the previous approach of segregating property within the City through traditional land use designations and zoning classifications. The adopted PlaceTypes would divide the City into distinct neighborhoods, th us allowing for greater flexibility and a mix of compatible land uses within these areas . As the proposed project would apply to the entire City, the planning area for the project includes all of the adopted PlaceTypes. The adopted LUE established the following 14 primary PlaceTypes:

1. Open Space

2. Founding and Contemporary Neighborhood
3–4. Multi-Family Residential—Low and Moderate
5–6. Neighborhood-Serving Centers and Corridors—Low and Moderate 7–8. Transit-Oriented Development – Low and Moderate

9. Community Commercial

10. Industrial

11. Neo-Industrial

12. Regional-Serving Facility

13. Downtown

14. Waterfront
Table 4.5.A, summarizes the residential densities, non-residential intensities, and maximum building heights allowed within the adopted PlaceTypes.

4.5.3 Regulatory Setting

4.5.3.1 Federal Policies and Regulations
There are no federal land use policies or regulations that are applicable to the proposed project with respect to land use regulation.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-3 Table 4.5.A: PlaceType Densities, Intensities, and Heights PlaceType Residential Density (du/acre) Non-Residential Intensity (FAR)1 Height Open Space N/A See Open Space and Recreation
Element of the General Plan
2 stories
Founding and
Contemporary
Neighborhood2
7–18 0.25 to 0.50 2 stories
(varies by area)
Multi-Family Residential:

Low

Up to 29 du/ac based on lot size

0.25 to 0.50

4 stories
Moderate Up to 62 du/ac based on lot size 0.50 to 0.75 6 stories Neighborhood-Serving
Centers and Corridors:

Low

Up to 44 du/ac based on lot size

0.50 to 1.00

4 stories
Moderate Up to 54 du/ac based on lot size 1.00 to 1.50 7 stories Transit-Oriented
Development:

Low

N/A

1.50 to 3.00

5 stories
Moderate N/A 2.00 to 4.00 10 stories
Community Commercial N/A 2.00 to 4.00 7 stories
Industrial N/A N/A 65 ft
Neo-Industrial Up to 36 du/ac based on lot size 0.50 to 1.00 65 ft Regional-Serving Facility N/A N/A PlaceType Height
Limitations
Downtown (See
Downtown Plan)
Regulated through FAR and
height
Regulated through FAR and height See Downtown
Plan
Waterfront See descriptions (vary by area) See descriptions (vary by area) PlaceType Height Limitations
(varies by area)
Source: Long Beach General Plan Land Use Element (2020). 1 FAR refers to the floor area of all principal and accessory buildings on a site as a ratio of the total size of the land on which it is developed.
2 Height may be increased to 3 stories consistent with the existing land use pattern. du/ac = dwelling unit per acre
du/lot = dwelling unit per lot
FAR = floor-to-area ratio
ft = foot/feet
N/A = not applicable

4.5.3.2 State Policies and Regulations
California Government Code Section 65300. California planning law requires every city and county in California to adopt a “comprehensive, long -term general plan for physical development.” State law also requires the General Plan to identify goals and policies for the planning area as they relate to land use and development, provide a framework within which local decision -makers can make land use decisions, provide the public with an opportunity to participate in the decision -making process, and inform the community of the regulations guiding envir onmental protection and land use development decisions within the City.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-4 California Government Code Section 65302. State law also requires a General Plan to address seven mandatory topics, which include land use, circulation, housing, conservation, open space, noise, and safety, but allows for flexibility in how these topics are addressed within the General Plan. In addition, cities and counties in the San Joaquin Air Pollution Control District must also address a ir quality in their general plans , while c ities and counties that have identified disadvantaged communities must also address environmental justice in their general plan s. While these elements are required, State law allows for local jurisdictions to adopt “optional” elements beyond those required by law. However, once adopted, these “optional” elements have the same force and effect as policies related to those elements required by State law.

The current Long Beach General Plan includes elements that address each of the eight mandatory issue areas required by State law for the City but goes beyond these required elements by adopting the Historic Preservation Element (2010), the Air Quality Element (1996), the Seismic Safety Element (1988), and the Urban Design Element (2019). The proposed project includes amendments to and the combining of the existing Public Safety Element (2002) and the existing Seismic Safety Element (1988) to bring the Safety Element up to date and into compliance with a number of State laws including relating to climate change and resiliency, consistent with the climate adapt ation and resiliency considerations and strategies included in the proposed CAAP.

California Coastal Act. The California Coastal Act (CCA; Public Resources Code 30000) of 1976 was created to (1) protect, maintain, and, where feasible, enhance and restore the overall quality of the California Coastal Zone environment and its natural and hu manmade resources; (2) ensure orderly, balanced utilization and conservation of Coastal Zone resources, taking into acco unt social and economic needs; (3) maximize public access to and along the coast and maximize public recreational opportunities in the Coastal Zone consistent with sound resource conservation principles and constitutionally protected rights of private prop erty owners; (4) ensure priority for coastal- dependent development over other development on the coast; and (5) encourage State and local cooperation in preparing procedures to implement coordinated planning and development for mutually beneficial uses in the Coastal Zone.

The project includes the entire area within the City’s limits, including the Coastal Zone, which is regulated by the California Coastal Commission (CCC) under the CCA. Pursuant to the CCA, the CCC has certified the City’s LCP (see below f or further details), giving the City the primary authority to regulate development and to issue Coastal Development Permits (CDPs) for projects requiring discretionary approval within its jurisdiction that are consistent with the LCP. While the City is the responsible agency with the authority to issue CDPs for projects located in the Coastal Zone, the CCC retains jurisdiction of those project activities occurring on tidelands and submerged lands.

Implementation of the proposed project is considered a plann ing policy action and would not result in the physical development of any project that would require a CDP from either the City or the CCC.

4.5.3.3 Local and Regional Plans and Policies
The City is covered by several planning documents and programs that have varying degrees of regulation. The City has preeminent authority over deciding the land uses within the City. The adopted planning documents regulating land use are the City’s General Plan, the Zoning Code, and various specific plans.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-5 Applicable regional, local, and conservation land use policies and guidelines from each of these planning documents are described below. In addition, pursuant to State CEQA Guidelines Section 15125 (d), the proposed project’s consistency with other applicable regional plans and programs, such as the South Coast Air Quality Management District ’s (SCAQMD) Air Quality Management Plan (AQMP), is addressed in the appropriate topical sections of this Draft SEIR. The following paragraphs explain the regulations, plans, and policies applicable to the proposed project.

Regional Transportation Plan/Sustainable Communities Strategy. SCAG is a regional council consisting of the following six counties: Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. In total, the SCAG region encompasses 191 cities and over 38,000 square miles within Southern California. SCAG is the Metropolitan Planning Organization (MPO) serving the region under federal law, and serves as the Joint Powers Authority, the Regional Transportation Planning Agency, and the Council of Governments under State law. As the Regional Transportation Planning Agency, SCAG prepares long -range transportation plans for the Southern California r egion, including the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and the 2008 RCP.

On September 3, 2020, SCAG adopted Connect SoCal, the 2020 –2045 RTP/SCS. The 2020 –2045 RTP/SCS is a long -range planning document that provides a common foundation for regional and local planning, policymaking, and infrastructure goals in the SCAG region. The core vision of Connect SoCal is to build upon and expand land use and transportation strategies established over several planning cycles to in crease mobility options and achieve a more sustainable growth pattern.

Connect SoCal includes new initiatives at the intersection of land use, transportation, and technology to reach greenhouse gas reduction goals for the region.

The 2020–2045 RTP/SCS establishes a number of initiatives aimed at improving the regional transit system and reducing automobile reliance in the SCAG planning area. Examples of these initiatives include fostering housing construction in transit -rich areas by deregulating parking, p romoting housing supportive infrastructure, and supporting innovative self -help financing districts; encouraging regional coordination to incentivize shared mobility, as mobility services and new technologies gain mode share; and ensuring the safe and fluid movement of goods while committing to the broad deployment of zero- and near-zero emission technologies. Connect SoCal is included in the analysis below to determine whether the proposed project would be implemented in a manner consistent with the goals of this plan related to reducing greenhouse gases, improving mobility, and promoting sustainable growth in the region.

Regional Comprehensive Plan. In 2008, SCAG adopted the Regional Comprehensive Plan (RCP) for the purpose of providing a comprehensive s trategic plan for defining and solving housing, traffic, water, air quality, and other regional challenges. The 2008 RCP has two primary objectives in implementing this strategic plan: (1) integrating transportation, land use, and air quality planning approaches, and (2) outlining key roles for public and private sector stakeholders to implement reasonable policies regarding transportation, land use, and air quality approaches. While the 2008 RCP outlines several policies to inform local decision -makers within the SCAG region with respect to policy and planning decisions, these policies are considered recommendations and are not mandated by law.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-6 With respect to land use policy, the 2008 RCP includes a Land Use and Housing chapter that aims to link land use and transportation planning decisions to the projected population and economic growth in the SCAG region. Specifically, the Land Use and Housing chapter of the 2008 RCP promotes sustainable planning for land use and housing in the SCAG region by maximizing the efficiency of the existing circulation network, providing a greater variety in housing types, promoting a diverse and growing economy, and protecting the existing natural environment. The 2008 RCP is included in the analysis below to determine if the proposed project is consistent with the goals of this plan related to regional growth and environmental protection.

Los Angeles County Airport Land Use Plan. Consistent with requirements established by the Federal Aviation Administration (FAA), the Coun ty of Los Angeles adopted the Los Angeles County Airport Land Use Plan (ALUP) on December 19, 1991. The overall intent of this plan is to protect public health, safety, and welfare in the County of Los Angeles by ensuring the orderly expansion of airports and the adoption of land use patterns and strategies that minimize the public’s exposure to excessive noise and safety hazards around public use airports. The Los Angeles ALUP establishes regulations for over 10 airports in the region, including the Long Beach Airport.

The Long Beach Airport is centrally located within the planning area and is within the jurisdiction of the Los Angeles County Airport Land Use Commission (ALUC) and is subject to regulations established in the Los Angeles County ALUP.

The Los Angeles County ALUP outlines compatibility concerns related to noise and safety impacts to surrounding communities that could adversely affect the viability of the airport. Specifically, the Los Angeles County ALUP aims to protect the health, safety, an d welfare of residents within the County through the establishment of Runway Protection Zones (easements for which land uses adjacent to the airport need to be controlled) and noise regulations (established in the Airport Noise Compatibility Ordinance).

Orange County Airport Environs Land Use Plan for the Joint Forces Training Base -Los Alamitos.

The Los Alamitos Joint Forces Training Base (JFTB) is situated in the City of Los Alamitos and contains the Army Aviation Support Facility and the 1
st Battalion of the 140 th Aviation Regiment of the
California Army National Guard. The facility has two runways that are aligned northeast to southwest.

The Los Alamitos JFTB is within the jurisdiction of the Orange County ALUC, which is required to prepare and adopt an airport environs land use plan (AELUP) for each of the airports within its jurisdiction. As such, the Orange County AELUP for the Los Alamitos JFTB was adopted in 1975 and has since been revised numerous times, with the last revision occurring in 2016.

The Orange County AELUP for the Los Alamitos JFTB aims to safeguard the general welfare of residents within the vicinity of the airport and to ensure the continued operation of the airport.

Specifically, the plan seeks to protect the public from adverse aircraft noise and safety impacts. The Orange County AELUP for the Los Alamitos JFTB aims to achieve these goals by regulating land use patterns within the “airport influence area.” Specifically, airport influence areas are defined as areas where current or future airport -related noise, overflight, safety, and/or airspace protection may

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-7 significantly impact land uses or necessitate land use restrictions. The southeastern boundary of the City of Long Beach is located within a portion of the Los Alamitos JFTB airport influence area, and as such, is subject to regulations outlined in the Orange County AELUP for the Los Alamitos JFTB.

4.5.3.4 City of Long Beach General Plan
The City’s General Plan establishes goals, policies, and strategies that combine to serve as a “blueprint” directing future growth in the City. The current General Plan consists of the Historic Preservation, Open Space and Recreation, Housing, Air Quality, Mobility, Land Use, Seismic Safety, Noise, Public Safety, Conservation, Urban Design , and Mobility Elements. The Land Use Element (LUE) and Urban Design Element (UDE) (2019) are the most recent General Plan E lements to be adopted, as part of the City’s larger effort to update older elements of its General Plan . The proposed CAAP is being prepared as a requirement of Mitigation Measure GHG- 1 of the City’s General Plan Land Use and Urban Design Elements EIR, certified in 2019 (referred to hereafter as the 2019 Certified Program EIR).

Land Use Element. The City’s Land Use Element (2019) formulated the following broad-range goals guiding land use in the City: manage growth, encourage economic development, revitalize the Downtown area, allow for the construction of new housing, encourage the development of affordable housing, emphasize strong neighborhoods, maintain existing public facilities, and maintain and/or improve the circulation system.

The 2019 Land Use Element (LUE) introduced the concept of “PlaceTypes,” which replaced the prior approach of segregating property within the City throug h traditional land use designations and zoning classifications. The LUE establishes 14 primary PlaceTypes that divide the City into distinct neighborhoods, thus allowing for greater flexibility and a mix of compatible land uses within these areas. Each PlaceType is defined by unique land use, form, and character -defining goals, policies, and imple mentation strategies tailored specifically to the particular application of that PlaceType within the City. The following goals and policies related to land use s and planning presented in the adopted LUE would apply to the proposed project:

STRATEGY No. 1: Support sustainable urban development patterns. • LU Policy 1-1: Promote sustainable development patterns and development intensities that use land efficiently and accommodate and encourage walking. • LU Policy 1 -2: Support high -density residential, mixed -use and transit -oriented development within the downtown, along transit corridors, near transit stations and at neighborhood hubs. • LU Policy 1 -3: Require sust ainable design strategies to be integrated into public and private development projects.
• LU Policy 1 -4: Require electric vehicle charging stations to be installed in new commercial, industrial, institutional and multiple -family residential development projects. Require that all parking for single -unit and two -unit residential development projects be capable of supporting future electric vehicle supply equipment.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-8 • LU Policy 1 -5: Encourage resources and processes that support sustainable development for adaptive reuse projects, as well as appropriate infill projects. • LU Policy 1 -6: Require that new building con struction incorporate solar panels, vegetated surface, high albedo surface , and/or similar roof structures to reduce net energy usage and reduce the heat island effect.
• LU Policy 1 -8: Include and recognize the contribution of natural lands in the City’s ca rbon inventory and climate actions. Require scientific analysis of carbon sequestration losses or gains with all land conversion proposals that impact or convert natural lands and wetlands.

STRATEGY No. 2: Promote efficient management of energy resources to reduce greenhouse gas emissions and the impacts of climate change by employing a full range of feasible means to meet climate goals.
• LU Policy 2 -1: Promote the establishment of local green energy generation projects along with the infrastructure to support such projects.
• LU Policy 2 -2: Ensure that long-range planning processes consider impacts of sea level rise and propose mitigation measures.

STRATEGY No. 4: Attract and invest in green and innovative industries to expand creative employment opportunities.
• LU Policy 4 -1: Provide a Land Use Plan that allows a place for green energy development and green businesses.
• LU Policy 4 -2: Promote the transition of some heavy industrial and manufacturing sites to creative green and sustainable industries.

STRATEGY No. 7: Implement the major areas of change identified in this Land Use Plan (Map LU 20). • LU Policy 7 -3: Allow heavy industry uses, as well as oil and gas facilities, to transition to green industry where feasible and desired.
• LU Policy 7 -6: Promote transit-oriented development around passenger rail stations and along major transit corridors.
• LU Policy 7 -7: Continue to develop the Downtown into a city center that provides compact development, accommodates new growth, creates a walkable urban environment, allows for diversified businesses and is easily accessible to surrounding neighborhoods and regional facilities.

STRATEGY No. 9: Protect and enhance established neighborhoods.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-9 • LU Policy 9-1: Protect neighborhoods from the encroachment of incompatible acti vities or land uses that may have negative impacts on residential living environments. • LU Policy 9 -2: Enhance and improve neighborhoods through maintenance strategies and code enforcement.

STRATEGY No. 11: Create healthy and sustainable neighborhoods. • LU Policy 11-2: Provide for a wide variety of creative, affordable, sustainable land use solutions to help resolve air, soil and water pollution, energy consumption, and resource depletion issues.

STRATEGY No. 1 6: Prevent and reduce disproportionate environm ental burdens affecting low - income and minority populations.
• LU Policy 1 6-7: Address Environmental Justice through public infrastructure investments in disadvantaged communities. These investments should address compound and unique health risks by reducing and limiting air pollutant exposure, providing health care infrastructure, using clean and renewable energy where available and improving active living and transportation options, as well as access to safe recreation, food and housing options STRATEGY No. 17: Improve public infrastructure to serve new development, established neighborhoods, commercial centers, industry, and regional-serving facilities. • LU Policy 17-1: Coordinate land use development and infrastructure investment. • LU Policy 17-2: Maintain adequate and sustainable infrastructure systems to protect the health and safety of all Long Beach residents, businesses, institutions, and regional-serving facilities. • LU Policy 17-3: Prioritize improvements in underserved neighborhoods to remedy deficiencies in infrastructure, public facilities, and services.
• LU Policy 17- 4: Continue to make improvements that advance technology and innovation to enhance City services, promote greater civic engagement, and improve efficiencies. • LU Policy 17 -5: Serve a wide range of community needs by providing increased access to community uses at schools (i.e., health clinics, counseling centers, recreational and other social services) outside of school hours, starting in neighborhoods with lack of sufficient public facilities, infrastructure, and services.

STRATEGY No. 18: Increase open space in urban areas.
• LU Policy 18 -4: Increase the number of trees, first prioritizing areas identified as tree deficient, to provide the maximum benefits of improved air quality, increased carbon dioxide sequestration, reduced stormwater runoff, and mitigated urban heat island effect.

STRATEGY No. 20: Preserve, restore, and protect water bodies, natural areas, and wildlife habitats.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-10 • LU Policy 20 -8: Manage and restore land to increase carbon storage and minimize greenhouse gas emissions in a sustainable manner by increasing the City’s carbon sinks over time.

STRATEGY No. 21: Reconnect with nature’s systems and natural processes. • LU Policy 21-6: Promote green infrastructure systems to preserve natural resources and to clean and filter out toxins from water bodies
Urban Design Element. The City’s Urban Design Element (2019) provides an urban framework that addresses the varying aesthetic characte ristics associated with the historic districts, residential neighborhoods, auto -oriented commercial centers, urbanized centers, and corridors located throughout the City. This framework also assures that there are many walkable and bikeable neighborhoods.

The Urban Design Element (UDE) defines the physical aspects of the urban environment. Specifically, the UDE enhances the City’s PlaceTypes established in the L and Use Element (2019) by creating great places; improving the urban fabric, and public spaces; and defining edges, thoroughfares, and corridors. The following goals and policies related to land uses and planning presented in the adopted UDE would apply to the proposed project:

STRATEGY No. 1: Improve function and connectivity within neighborhoods and districts. • Policy UD 1 -6: Identify streets that can be reconfigured to accommodate a variety of improvements, such as wider sidewalks with trees, bike paths, dedicated transit lanes, and landscape medians or curb extensions that make the streets more attractive and usable, consistent with Complete Streets principles.
• Policy UD 1-7: Employ timeless and durable materials in streetscape-designed amenities.

STRATEGY No. 5: Integrate healthy living and sustainable design practices and opportunities throughout Long Beach.
• Policy UD 5 -4: Preserve, rehabilitate, and integrate existing buildings into new development projects wherever feasible to encourage adaptive reuse, reduce waste, and maintain local character.

STRATEGY No. 13: Create and maintain complete neighborhoods. • Policy UD 13 -4: Implement streetscape improvements along the major cross -town corridors using a comprehensive approach to the corridor’s sidewalks, landscaping, lighting, and amenities that reflect the individual neighborhoods along the corridor.

STRATEGY No. 14: Building types and forms should contribute to the PlaceType they are sited within and should address potential conflicts between neighboring PlaceTypes by implementing buffering measures and thoughtful design patterns.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-11 • Policy UD 14 -3: Allow new development projects to respond to their particular context and experiment with alternative development patterns while complementing their PlaceTypes.

STRATEGY No. 15: Consider vacant parcels as infill opportunities. • Policy UD 15 -2: Promote infill projects that support the designated PlaceType and be appropriate in their use, scale, compactness of development, and design character with adjacent sites and nearby existing development.

STRATEGY No. 20: Protect and enhance established Multi -Family Residential - Low and Moderate PlaceTypes.
• Policy UD 20 -3: Encourage the design of multifamily buildings along major corridors and near transit areas to increase density over existing conditions to encourage investment and development of infill sites.

STRATEGY No. 21: Protect and enhance established Neighborhood -Serving Centers and Corridors – Low and Moderate PlaceTypes.
• Policy UD 21-1: Promote the concentration of mixed uses and higher building intensity nearest the center of the PlaceType and adjacent to transit stations, with housing or lower scale buildings at the periphery.
• Policy UD 21 -3: Promote pedestrian activity by establishing well- designed streetscapes, active ground floor uses, and tree -canopied sidewalks that are unique to the individual neighborhood and transit stations.

STRATEGY No. 22: Protect and enhance established Transit -Oriented Development – Low and Moderate PlaceTypes.
• Policy UD 22 -1: Encourage the massing of buildings and setbacks behind the Long Beach Boulevard light rail corridor to transition from moderate to low, in order to gracefully handle the transition from more intense to less intense development. • Policy UD 22-2: Establish tree-lined sidewalks to provide a shade canopy and human-scale along primary corridors and adjacent to transit centers.
• Policy UD 22 -3: Provide a mix of uses either within a single development or within a 1/4 -mile radius of the PlaceType area, and centered around a transit station. The highest density of development should occur nearest the station.
• Policy UD 22-4: Incorporate amenities such as benches, bike racks, banners, way-finding signage and public art within Transit -Oriented Development to foster a pl easant experience and convey the unique identity of each district.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-12 • Policy UD 22 -6: Require a well- designed interface between pedestrians, bicyclists, and transit users. Bicycle facilities and pedestrian amenities, including enhanced crosswalks, mid -block crossings, curb extensions, paseos, and public plazas, should be integrated throughout the PlaceType.

STRATEGY No. 23: Protect and enhance established Community Commercial PlaceTypes. • Policy UD 23 -2: Develop single -family attached units or multifamily resid ential uses as a transition in scale between the automobile-oriented corridor and the adjacent neighborhood. • Policy UD 23 -3: Encourage new developments to provide alley and streetscape improvements that enhance the experience of the pedestrian and transit rider, such as low walls screening parking lots, substantial landscaping, street trees, and pedestrian-scaled lighting.

STRATEGY No. 24: Protect and enhance established Industrial PlaceTypes. • Policy UD 24 -6: Provide heavily landscaped edges and screening a long industrial corridors to make them more attractive to pedestrians, bicyclists, and transit users. • Policy UD 24 -7: Establish parkways, planted medians, and street trees along the sidewalk to increase permeable surface areas.

STRATEGY No. 25: Protect and enhance established Neo-Industrial PlaceTypes. • Policy UD 25-8: Integrate sustainable design strategies into all development or redevelopment, including new exterior materials or design features.

STRATEGY No. 26: Protect and enhance established Regional-Serving Facility PlaceTypes. • Policy UD 23 -3: Incorporate shade trees and pedestrian amenities along main streets, with pedestrian entrances oriented toward the sidewalk, not just internalized to the campus or facility.

STRATEGY No. 27: Protect and enhance established Downtown PlaceTypes. • Policy UD 27-3: Establish sustainable streetscape design as a norm for this PlaceType.

STRATEGY No. 28: Protect and enhance established Waterfront PlaceTypes. • Policy UD 28 -2: Encourage mixed-uses and greater building intensit y to be located nearest the center within this PlaceType, with housing and/or lower-scale buildings on the periphery.

STRATEGY No. 31: Provide a variety of public spaces throughout the City. • Policy UD 31-4: Promote the integration of adequate seating, bike racks, water features, public art, and other pedestrian amenities within plazas and public spaces.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-13 STRATEGY No. 35: Building design and form shall define street walls that contribute to great streets and vibrant pedestrian environments.
• Policy UD 35-4: Emphasize pedestrian orientation in site and building design to define the public realm and activate sidewalks and pedestrian paths.

STRATEGY No. 38: Enhance the functionality within each PlaceType by improving the character and functionality of each Street Type.
• Policy UD 38-2: Ensure that urban and downtown areas with high volumes of pedestrian travel have enlarged walk zones, street trees, and maximum use of street furnishings and lighting. • Policy UD 38-9: Provide a street furniture and landscape zone adjacent to the curb for parkways, tree grates, bicycle parking, lighting, benches, newspaper kiosks, utility poles, potted plants, benches, transit shelters, and other pedestrian amenities.

STRATEGY No. 39 : Beautify the City with trees and landscaping while being conscious of water resources and utilizing sustainable practices.
• Policy UD 39 -1: Accommodate large canopy street trees that contribute to the City’s urban forest, enhance street character and neighborhood identity, and provide shade for pedest rians and parked cars and bikes.

STRATEGY No. 40: Design parking lots, structures, driveways, and access points to promote walkability, reduced trips, and promote sustainability. • Policy UD 40-1: Minimize the visual impact of parking structures by encouraging the first floor to be wrapped with pedestrian -friendly uses and by urban design and landscaping features along pedestrian-oriented street frontages.
• Policy UD 40 -3: Beautify and screen parking lots located adjacent to a street edge with landscaping, shade trees, and decorative paving treatments. • Policy UD 40 -4: Use planter beds, decorative paving materials, and safe pedestrian paths to break up large areas dedicated to parking.

Conservation Element. The City’s Conservation Element (1973) addresses the c onservation and enhancement of the City’s natural and scenic resources. Goals and policies presented within the Conservation Element are intended to optimize and manage the City’s resources. The following goals and policies related to land uses and plannin g presented in the Conservation Element would apply to the proposed project:

GOAL: To conserve the natural resources of Long Beach through wise management and well planned utilization of water, vegetation, wildlife, minerals, and other resources.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-14 GOAL: To promote health, safety, and well -being of the people of Long Beach by adopting standards for the proper balance, relationship, and distribution of various types of land uses, and by formulating and adopting a long-term capital improvement program.

Open Spa ce and Recreation Element. The City’s Open Space and Recreation Element (2002) addresses the preservation of open space and recreation. Goals and policies presented within the Open Space and Recreation Element are intended to manage the use and enhancement of the City’s parklands. The following goals and policies related to land uses and planning presented in the Open Space and Recreation Element would apply to the proposed project:

Policy 1.3: Incorporate environmentally sustainable practices in City programs and projects.

GOAL: Provide for and maintain sufficient open space for adequate protection of lives and property against natural and man-made safety hazards
2013–2021 Housing Element. The City's 6th Cycle Housing Element (Housing Element) was adopted by the City on February 8, 2022, for the current planning cycle. The City’s Housing Element reflects the State’s housing unit construction goals as allocated by SCAG in the Regional Housing Needs Assessment for the years between 20 21 and 2029. The Housing Element analyzes current housing needs, estimates future housing needs, considers potential sites for additional housing, and establishes goals, policies, and programs in response to both current and future hou sing needs. The following goals and policies related to land uses and planning presented in the Housing Element would apply to the proposed project:

GOAL 1: Provide Increased Opportunities for the Construction of High-Quality Housing. • Policy 1.1: Implement the 2019 Land Use/Urban Design Element update through a comprehensive rezoning program citywide that will provide adequate sites, zoned at the appropriate densities and development standards, to facilitate the housing production and affordability goals set forth in the 2021–2029 RHNA.
• Policy 1.5: Encourage new high -quality rental and ownership housing through the implementation of objective design standards, and architectural and green building standards in alignment with the Urban Design Element of the General Plan. • Policy 1.6: Facilitate adaptive reuse of existing structures for residential purposes. • Policy 1.7: Encourage residential development along transit corridors, in the downtown and close to employment, transportation and activity centers; and enco urage infill and mixed -use developments in designated districts in alignment with the City’s Climate Action and Adaptation Plan (CAAP) to minimize carbon emissions by focusing new housing near transit and jobs.

GOAL 5: Retain and Improve the Quality of Existing Housing and Neighborhoods.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-15 • Policy 5.4: Prioritize public improvements (such as streets and drainage, sidewalks and alleys, green spaces and parks, street trees, and other public facilities, amenities and infrastructure) in neighborhoods with the greatest need, including neighborhoods with high concentrations of poverty and limited existing resources and amenities.
• Policy 5.6: Create healthy neighborhoods by performing ongoing property inspections, eliminating threats to the public health, promoting business establishments that offer healthy food choices, and encouraging sustainable cooling options (solar panels, tree -planting, cool building materials and pavements) to protect at -risk populations such as children and older adults.
• Policy 5.7: Encourage place-based strategies for neighborhood planning and improvements that incorporate biking, pedestrian, and public transit connec tions from lower -resource to higher - resource areas and providing shade coverage, such as tree canopy or awnings, at public transit, to enhance access to amenities throughout the city.
• Policy 5.11: Promote green building standards in the rehabilitation of existing housing.

Air Quality Element. The Air Quality Element, which was adopted in 1996, bridges the Land Use and Mobility Elements of the City’s General Plan to better recognize the relationship between land use patterns, transportation planning, and a ir quality, and identifies a broad range of actions that could contribute to cleaner air in the City and surrounding region. The Air Quality Element identifies a series of policies, programs, and strategies that encourage fewer vehicle trips, increased opportunities for alternative transportation modes and fuels, and land use patterns that can be efficiently served by a diversified transportation system . The following goals and policies related to land uses and planning presented in the Air Quality Element would apply to the proposed project:
• Policy 2.1.1: Reduce Vehicle Trips. Use incentives, regulations, and transportation demand management techniques, in cooperation with other jurisdictions in the South Coast Air Basin to eliminate vehicle trips that would otherwise occur.
• Policy 2. 1.2: Reduce Vehicle Miles Traveled. Use incentives, regulations, and transportation demand management techniques, in cooperation with other jurisdictions in the South Coast Air Basin to eliminate vehicle miles traveled.
• Policy 2.3.1: Expand Transit in the City and the Region. Cooperate in efforts to expand all forms of mass transit within the City and the Southern California Air Basin. • Policy 2. 4.1: Promote Non -Motorized Transportation. Promote convenient and continuous bicycle p aths and pleasant pedestrian environments that will encourage non -motorized travel within the City.
• Policy 2.6.2: Fleet Conversion to Clean Fuels. Play a leadership role in the conversion to clean fuels by promoting the increased use of compressed natural gas (CNG), electric vehicles, and other alternative fuels.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-16 GOAL 5.0: A pattern of land uses that can be efficiently served by a diversified transportation system and that directly and indirectly minimizes air pollutants. • Policy 5. 1: Regulate land use and promote development in a manner that will support established transit services and reduce the need for the automobile.

GOAL 7.0: Reduce emissions through reduced energy consumption. • Policy 7. 1: Energy Conservation. Reduce energy consumption through conserv ation improvements and requirements.
• Policy 7.2: Recycle Wastes. Promote local recycling of wastes and the use of recycled materials.

Historic Preservation Element. The Historic Preservation Element, which was adopted in 2010, addresses the protection and sustainability of the City’s historic resources. Goals and policies presented within the Historic Preservation Element are intended to recognize, maintain, and protect the community’s unique historical, cultural, and archeological sites and structures. Th e following goals and policies related to land uses and planning presented in the Historic Preservation Element would apply to the proposed project:
• Policy P.2.4: The City shall ensure compliance of all historic preservation, redevelopment, and new constru ction projects with the California Environmental Quality Act (CEQA), and Section 106 of the National Historic Preservation Act.
• Policy P.5.3: The City shall consider historic preservation goals and policies when making community and economic development decisions and determining sustainable-city strategies. • Policy P.5.7: The City shall promote historic preservation as a sustainable land use practice. • Implementation Measure I.M.5.10: The City will encourage the use of compatible sustainable energy systems in historic buildings and water-saving landscapes on historic sites Seismic Safety Element. The City’s Seismic Safety Element (1998) provides a comprehensive analysis of seismic factors so as to reduce loss of life, injuries, damage to property, and social and economic impacts resulting from future earthquakes. Goals and policies presented within the Seismic Safety Element are intended to guide future development that is responsive to seismic safety considerations. The following goals and policies related to land uses and planning presented in the Seismic Safety Element would apply to the proposed project:

GOAL: Utilize seismic safety considerations as a means of encouraging and enhancing desired land use patterns.

GOAL: Provide an urban environment which is safe as possible from seismic risk.

GOAL: Use physical planning as a means of achieving greater degrees of protection from seismic safety hazards.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-17 GOAL: Encourage development that would be in most harmony with nature and thus less vulnerable to earthquake damage.

GOAL: Strive to encourage urbanization patterns which preserve and/or create greater earthquake safety for residents and visitors.

Noise Element (1975). The existing Noise Element, which was adopted in 1975, identifies noise - sensitive land uses a nd noise sources, and defines areas of noise impacts. The City is in the processing of updating their Noise Element ; however, the 1975 Noise Element is still the adopted element as of the Notice of Preparation for this Draft SEIR . The following goals relat ed to land uses and planning presented in the 1975 Noise Element would apply to the proposed project:

GOAL: To prevent the loss of relatively quiet areas of Long Beach by regulating potential noise sources.

GOAL: To apply zoning, noise ordinance and other legislation to prevent an increase of noise levels and occurrences.

GOAL: To enact a strong anti -noise ordinance, including limits on transportation, industrial, construction and population noise.

GOAL: To describe the noise problems areas which are within local control.

GOAL: To continue to take restorative measures to remedy and reduce high noise areas within the City.

GOAL: Recommending a plan for compatible land uses for those portions of Long Beach within transportation noise zones.

GOAL: To reduce th e level of noise exposure to the population caused by demolition and construction activities.

GOAL: To reduce the level of outdoor noise exposure to the population generated by industries.

GOAL: To reduce the level of outdoor noise exposure the population is subjected to.

GOAL: To provide criteria and standards for building construction materials intended to reduce noise levels inside homes.

GOAL: To facilitate wherever feasible, noise standards that shall be employed in a manner consistent with proposed land uses, population densities and building types.

Mobility Element. The Mobility Element, which was adopted in 2013, addresses the movement of people and goods via automobiles, transit, bicycles, and other modes. It addresses key issues such as trip reduction; parking, bicycle, and pedestrian access; traffic flow; transportation improvements

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-18 and funding; and traffic safety . The following goals and policies related to land uses and planning presented in the Mobility Element would apply to the proposed project:

STRATEGY No. 1: Establish a network of complete streets that complements the related street type. • MOP Policy 1-9: Increase mode shift of transit, pedestrians, and bicycles. • MOP Policy 1 -10: Encourage innovative and/or private transit -related systems to address discrete transit problems.
• MOP Policy 1 -11: Continue to assist Long Beach Transit in implementing a comprehensive, Citywide transit service that meets future needs.
• MOP Policy 1 -12: Encourage large employers to provide transit subsidies, bicycle facilities, alternative work schedules, ridesharing, telecommuting and work-at-home programs, employee education, and preferential parking for carpools/vanpools. • MOP Policy 1 -17: Develop land use policies that focus development potential in locations best served by transit.

STRATEGY No. 2: Reconfigure streets to emphasize their modal priorities. • MOP Policy 2-4: Provide transit centers at major activity centers and develop linkages, including express transit service, between the centers and Downtown. • MOP Policy 2 -3: Maintain all transit vehicles, stops, and centers in a clean, safe, and attractive condition.
• MOP Policy 2-4: Provide transit centers at major activity centers and develop linkages, including express transit service, between the centers and Downtown. • MOP Policy 2 -5: Clarify transit routing and make transit information, including arrival times, available at all transit centers, bus stops, on all buses, and on light rail trains. • MOP Policy 2-6: Ensure high-quality, on-street access to transit stops and stations. • MOP Policy 2-7: Treat streets as an important part of the public open space system, and integral part of the City’s urban forest.
• MOP Policy 2-16: Close gaps in the existing bikeway system.

STRATEGY No. 4 : Establish a more flexible level of service approach to traffic analysis and improvements.
• MOP Policy 4 -3: Develop a new Multimodal Level of Service (MMLOS) methodology that includes the following components: Emphasis on pede strian and bicycle access and circulation.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-19 Maintenance of appropriate emergency vehicle access and response time. Support for reduced vehicle miles traveled. Considers, but does not deem, auto congestion in Downtown or Long Beach Boulevard Transit Oriented Development (TOD) district to be an impact.

STRATEGY No. 5: Reduce the environmental impacts of the transportation system. • MOP Policy 5-1: Incorporate “green infrastructure” design and similar low impact development principles for stormwater management and landscaping in streets. • MOP Policy 5 -2: Reduce vehicle miles traveled (VMT) and vehicle trips through the use of alternative modes of transportation and Transportation Demand Management (TDM). • MOP Policy 5-3: Encourage the use of low- or no-emission vehicles to reduce pollution. • MOP Policy 5 -4: Promote car- sharing and Neighborhood Electric Vehicle ownership as an important means to reduce traffic congestion.
• MOP Policy 5 -5: Sustain the recent improvements in air quality and achieve further significant progress in such improvements to meet State and federal mandates. • MOP Policy 5 -6: Support the development of a network of public and private alternative fuel vehicle charging/fueling stations Citywide.

STRATEGY No. 18: Promote an electrical utility system that is less dependent on regional power plants and embraces local energy development through the use of solar and wind technologies. • MOP Policy 18-1: Encourage residents and businesses to install solar and wind power systems. • MOP Policy 18 -2: Promote tax incentives and rebate programs for solar and wind energy systems.

Public Safety Element (1975).The Public Safety Element, which was adopted in 1975, provides goals and policies to reduce the potential risk of d eath, injuries, property damage, and economic and social dislocation resulting from natural and human -induced hazards. The Public Safety Element specifically addresses urban fire hazards, coastal hazards, geologic hazards, crime prevention utility- related hazards, hazardous materials, flood hazards, and disaster planning. The following goals and policies related to land uses and planning presented in the Public Safety Element would apply to the proposed project:

GOAL: Utilize safety considerations, as a means of encouraging and enhancing desired land use patterns.

GOAL: Provide an urban environment, which is as safe from all types of hazards as possible.

GOAL: Continue to identify existing or proposed uses or activities that may pose safety hazards.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-20 GOAL: Use physical planning as a means of achieving greater degrees of protection from safety hazards.

GOAL: Encourage transportation systems, utilities, industries, and similar uses to locate and operate in a manner consistent with public safety goals.

GOAL: Assure continued safe accessibility to all urban land uses throughout the City.

GOAL: Encourage development that would be most in harmony with nature and thus less vulnerable to natural disasters.

GOAL: Strive to encourage urbanizations patterns, which preserve and/or create greater safety for residents and visitors.

GOAL: Critically evaluate proposed public or private actions, which may pose safety hazards to residents or visitors.

GOAL: Effectively utilize natural or man -made landscape features to in crease public protection from potential hazards.

GOAL: Reduce the potential adverse economic, environmental, and social conditions, which could result from a major disaster.

GOAL: Assure continued economic stability and growth minimizing potential safety hazards.

GOAL: Protect the citizens against possible personal loss resulting from disaster events.

4.5.3.5 Local Coastal Program
The City of Long Beach became the first City in California to adopt a n LCP when the CCC certified its LCP on July 22, 1980. The LCP is the primary planning tool used to guide land use and development within the City’s Coastal Zone, which encompasses approximately 3,100 acres along the coastline.

Within the Coastal Zone, the City’s LCP outlines goals and policies to protect and enhance coastal resources. Specifically, these goals and policies are aimed at maximizing public access to the coast, protecting low-cost housing and recreational facilities, and increasing recreational boating and other uses of coastal waters.

4.5.3.6 Specific Plans
In addition to the existing General Plan land use designations and zoning districts, the City has also adopted several Specific Plans that serve as the presiding regulatory documents guiding land use within specific areas of the City. These specific plans include the Southeast Area Specific Plan (SEASP), the Downtown Plan, the Midtown Specific Plan , and the Globemaster Specific Plan . The proposed project would apply to the entire City; however, it would not result in any land use changes, and the project would allow for existing Specific Plans to continue regulating land use and planning within areas designated as such in the City.

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4.5.3.7 City of Long Beach Zoning Code
Title 21, Zoning, of the L ong Beach Municipal Code includes property development standards, as well as design guidelines, for development projects within the City. Among the aspects of development regulated by the City’s Municipal Code are types of allowable land uses, setback and height requirements, landscaping, walls, fencing, signage, access, parking requirements, storage areas, and trash enclosures. The Long Beach Municipal Code also provides performance standards for various land use types to measure development projects’ cons istency with such regulations. The City is currently in the process of establishing Title 22 to facilitate a substantial update to the City’s Zoning Code consistent with the recently adopted LUE. The intention is to fully transition from Title 21, which is the currently established zoning chapter within the City’s Municipal Code, to Title 22, which will eventually regulate zoning throughout the City.

4.5.4 Methodology
The impact analysis of this section considers the physical impacts of the proposed project relat ed to land use compatibility and considers whether or not there are potential inconsistencies of the proposed project with applicable planning documents from the City and other agencies with relevant plans or policies. Consistency of a project with an applicable plan is made by the Lead Agency when it acts on the project. The analysis in this Draft S EIR discusses the findings of policy review and is meant to provide a guide for decision-makers during policy interpretation.

A project’s inconsistency with a policy is only considered significant if such inconsistency would cause significant physical environmental impacts. This Draft S EIR section determines whether any project inconsistencies with public land use policies and do cuments would be significant and whether mitigation is feasible. Under this approach, a policy conflict is not in and of itself considered a significant environmental impact. An inconsistency between a proposed project and an applicable plan is a legal det ermination that may or may not indicate the likelihood of environmental impact. In some cases, an inconsistency may be evidence that an underlying physical impact is significant and adverse, while in other cases , such an inconsistency may not result in significant physical impacts.

4.5.5 Thresholds of Significance
The following thresholds of significance criteria are based on Appendix G of the State CEQA Thresholds of Significance. Based on these thresholds, implementation of the proposed project would have a significant adverse impact related to land use and planning if it would:

Threshold 4.5.1: Physically divide an established community Threshold 4.5.2: 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

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4.5.6 Project Impacts
Threshold 4.5.1: Would the project physically divide an established community? CAAP: Less Than Significant Impact. The planning area is almost entirely developed and is currently characterized by a mix of Open Space, Founding and Contemporary Neighborhood, Multi -Family Residential, Neighborhood -Serving Centers and Corridors, Transit -Oriented Development , Community Commercial, Industrial, and other PlaceTypes, as described in Section 4.5.3 , Existing Environmental Setting , above. The proposed project is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development that would have the potential to divide an established community. Implementation of CAAP Actions by the City or other agencies, such as performance of municipal energy and water audits (BE -7), may not be subject to discretionary approval and project -level CEQA review.

Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locations, and future improvements would be analyzed at the pr oject level and would be subject to CEQA as required. The proposed project would also be implemented through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining. In order to demonstrate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions at the project level and would help achieve the City’s greenhouse gas ( GHG) emissions targets. Theref ore, future discretionary actions that include project level measures to support CAAP Actions could result in physical impacts to established communities.

CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a project does not include specific Tier 1 measures, equivalent measures for GHG emission reductions backed by substantial evidence must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

Measures that s upport the CAAP Actions includ e measures related to Building and Energy, Transportation, Waste, and would not physically divide an established community. The location and design of future discretionary projects that would implement the Tier 1 CAAP Actions required to meet the City’s GHG targets and all other applicable CAAP Actions would be required to be consistent with goals, policies, strategies, and development standards established by the adopted LUE and UDE, which are intended to avoid, reduce, offset, or otherwise minimize identified potential adverse impacts of the proposed project or provide significant benefits to the community and/or to the physical environment.

Implementation of small- scale building and energy improvements such as solar panels and energy- efficiency retrofits, as well as small- scale waste improvements such as provisions of recycling and compost bins and other improvements included in the measures to support the CAAP Actions , are anticipated to be included with future development projects utilizing the CAAP Checklist and are not anticipated to involve construction of large buildings or structures of a scale that would divide an established community. Future development of larger facilities, such as future discretionary projects that would promote community solar (BE -3) or new organic waste facilities, would be subject to project-specific CEQA review and would be evaluated for consistency with the land uses and

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-23 standards of the adopted LUE and PlaceTypes. As the adopted PlaceTypes a re intended to emphasize flexibility and allow for mixes of compatible uses, consistency with the PlaceTypes would ensure that all future development adheres to design standards and guidelines for land use, form, and character- defining features tailored to specific locations to promote cohesion within defined communities. Similarly, future discretionary projects that include the development of new transit facilities and increased residential, commercial, and mixed-use development that may result in the development of structures would be evaluated for consistency with the adopted LUE and UDE, and the Mobility Element at the time such discretionary projects are submitted for review and approval.

The PlaceTypes established by the adopted LUE were established in order to allow for greater flexibility, density, and mix of compatible land uses, including increased density near transit , consistent with the goals of the CAAP and associated CAAP Actions.

Other Tier 2 measures to support the CAAP Actions for Transport ation listed on the CAAP Checklist are designed to focus increased housing and employment density along major transit corridors , increase rapid bus service, establish bus -only lanes, and expand electric -vehicle charging infrastructure to further reduce emissions. Therefore, the measures to support the CAAP Actions would help implement the goals and polic ies of the adopted LUE and Mobility Element.

Furthermore, these measures to support the CAAP Actions would be designed for consistency with the adopted UDE which encourages transitions of PlaceTypes while decreasing land use conflicts.

Implementation of Tier 1 measures would support the CAAP Actions for Waste by requiring recycling (W-1) and organic waste collection and processing (W -2, W -3, and W -4). Other CAAP Actions for Waste supported by the measures listed on the CAAP Checklist would expand community -wide participation in organic waste collection and diversion. Therefore, potential impacts of the CAAP Actions to divide established communities would be le ss than significant, and no mitigation would be required.

As described above, in addition to the Tier 1 and Tier 2 measures to support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future development to achieve the GHG emissions target of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. The A daptation Actions provide general strategies that may be needed to lessen climate change impacts based on the CAAP Vulnerability Assessment. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets in the same way that CAAP Actions are, they are listed on the CAAP Checklist for future discretionary projects to incorporate relevant Adaptation Actions, as applicable, to lessen the impacts of climate change and demonstrate consistency with the overall goals and strategies of the CAAP . Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions to lessen the impacts of climate change on critical infrastructure and public facilities. The proposed CAAP provides an asse ssment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions.

There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of Adaptation Actions in the CAAP, such as elevating infrastructure or creating sand dunes to lessen the impacts of flooding due to climate change. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations, and future improvements would be analyzed on a project level pursuant to CEQA

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-24 and for consistency with policies and standards in the General Plan. Therefore, potential impacts of the Adaptation Actions to divide established communities would be less than significant, and no mitigation is required.

It should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to the physical division of a community. As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR. No mitigation is required.

Therefore, the Safety Element Update would have no impact on physically dividing an established community, and no mitigation is required.

Threshold 4.4.2: Would the project 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? CAAP: Less Than Significant Impact. The proposed CAAP is being prepared in compliance with Mitigation Measure GHG-1 of the 2019 Certified Program EIR, which was required as part of the LUE adoption. The 2019 Certified Program EIR was developed to be in compliance with all land use plans, policies, and regulations that have been adopted to avoid or mitigate environmental impacts. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to co nflicts with such adopted plans , policies, or regulations. As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR , and would be considered consistent with such plans, policies , and regulations to avoid environmental impacts, as discussed further below.

Several regionally and locally ad opted land use plans, policies, and regulations govern land uses within the City including the CCA and the City -certified Local Coastal Program (LCP), the SCAG 2008 Regional Comprehensive Plan (RCP), the SCAG 2020 –2045 RTP/SCS, the Los Angeles County ALUP and the Orange County AELUP for the Los Alamitos JFTB, the City of Long Beach General Plan, the City of Long Beach Municipal Code, and applicable Specific Plans. An analysis of c onsistency of the proposed project with these plans is provided below. Consist ency of the proposed project with the 2016 Air Quality Management Plan and the 2017 Orange County Transportation Authority (OCTA) Congestion Management Program are discussed in Section 4.2, Air Quality, and Section 4.10, Transportation/Traffic, respectively, of this Draft SEIR.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-25 California Coastal Act. As previously identified, the southern area of the City is located within the Coastal Zone, which is regulated by the CCC under the CCA. As the proposed project is being evaluated at the program level and would not include any physical improvements within the Coastal Zone, adoption of the CAAP would not require any CDPs from the CCC.

While adoption of the CAAP in and of itself would not result in new development, the proposed project would be implemented through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining of proposed development projects that are consistent with existing land use regulations . In order to demonst rate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would achieve the City’s GHG emissions targets. The CAAP Checklist also includes Tier 1 and Tier 2 m easures to support the CAAP Actions includ ing the expansion of the bicycle and pedestrian network and other measures to reduce VMT and would promote increased housing and employment along major transit corridors and increased density and mixing of land uses. Measures to support the CAAP Actions related to Waste would encourage recycling compliance and expanded organic waste collection. In accordance with Chapter 3 of the CCA, the proposed project aims to protect, maintain, and enhance the overall qu ality of the California Coastal Zone by reducing the City’s GHG emissions through the CAAP Actions that promote clean energy, reduced VMT, and waste reduction. Furthermore, any future discretionary projects that would utilize the CAAP Checklist within the Coastal Zone would be subject to review under CEQA and a project -specific CCA consistency analysis would be prepared. Furthermore, the Adaptation Actions listed in the CAAP include strategies to lessen the impacts of flooding associated with sea level ris e and intense storm even ts, specifically to preserve coastal access and recreation through elevation, retrofit or relocation of critical infrastructure. There is not enough information known at this time to analyze potential future projects to implement such strategies, and future projects to implement adaptation actions will be subject to project- level CEQA review. If Adaptation Actions are applicable to future discretionary projects or if future discretionary projects are developed to implement the Adap tation Actions at specific locations, a project -specific consistency analysis would be conducted, along with CEQA review for such projects; however, overall, the intent of these actions is consistent with goals of the CCA to preserve and maintain coastal r esources. For the reasons stated above, the proposed project would be consistent with applicable goals and policies outlined in the CCA. Impacts would be considered less than significant, and no mitigation is required.

Local Coastal Program Consistency. The City’s LCP outlines provisions related to the following general policies: Transportation and Access; General Housing Policy; Park Dedication Policy; and Strand Use and Access. The proposed project would be consistent with applicable provisions of the LCP related to Transportation and Access because the measures to support the CAAP Actions related to Transportation include provisions of bicycle, pedestrian , and transit options throughout the City, including within the Coastal Zone. The measures to support the CAAP Actions would also be consistent with the LCP’s General Housing Policy provisions by encouraging employment and residential development along primary transit corridors and would be consistent with the adopted LUE and PlaceTypes , once incorporated into the LCP . The measures to support the CAAP Actions would be consistent with applicable provisions of the LCP related to Strand Use and Access because they would promote improvements to existing and future pedestrian and bicycle pathways,

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-26 consistent with the LCP and goals of the CCA. Therefore, the proposed project would be consistent with applicable provisions of the LCP related to the general policies discussed above.

Although the proposed CAAP would be implemented as required by the 2019 Certified Pro gram EIR, future discretionary projects that utilize the CAAP Checklist may be inconsistent with portions of the City’s existing LCP, even though they are consistent with the CAAP. Therefore, updates/amendments to the City’s LCP could be required at the ti me individual applications for development within the City’s Coastal Zone are proposed. Additionally, as the City updates zoning in each specific area as part of its comprehensive zoning update, the City will also update the LCP and submit it to the CCC for review and approval. Therefore, approval of these future LCP updates and future LCP amendments would reduce potential inconsistencies with the City’s LCP to a less than significant level.

As described above, the Adaptation Actions include strategies to withstand flooding associated with sea level rise and intense storm even ts, specifically to preserve coastal access and recreation through elevation, retrofit or relocation of critical infrastructure . Therefore, while the Adaptation Actions would require a project-specific consistency analysis, the intent of these actions is consistent with goals of the CCA to preserve and maintain coastal resources.

For these reasons cited above, the proposed project would be consistent with the appl icable goals and policies outlined in the City’s LCP. Impacts would be considered less than significant, and no mitigation would be required.

SCAG 2008 Regional Comprehensive Plan. The 2008 Regional Comprehensive Plan (RCP) addresses regional goals related to growth and infrastructure in the Southern California region. The 2008 RCP also addresses issues such as housing, traffic, air quality, and water resources as a guide for local agencies to use in preparing plans that deal with regional issues. The 2008 RCP outlines a vision of how the Southern California region can balance growth with conservation in order to achieve a higher quality of life. In order to achieve this balance the R CP aims to establishes the following land use and housing goals: (1) focus growth in existing centers and along major transportation corridors, (2) encourage mixed -use development, (3) provide new housing opportunities, (4) encourage development near existing and planned transportation stations to reduce traffic congestion and associated air pollutants, (5) preserve existing single -family neighborhoods, and (6) protect open space and environmentally sensitive habitat areas from development.

The CAAP was de veloped to help implement the LUE in the most sustainable way possible, and the LUE was designed to be consistent with the RCP as described in the 2019 Certified Program EIR.

While adoption of the CAAP would not result in new development, the proposed pro ject would be implemented th rough the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining. The measures to support the CAAP Actions would encourage development along transit corridors and transportation infrastructure improvements projects that would emphasize land use and mobility connectivity.

Measures to support the CAAP Action s that would promote new housing and employment options along transit corridors would be implemented consistent with adopted LUE PlaceTypes, which

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-27 emphasize flexible land use patterns and allow for a mix of compatible uses in areas throughout the City. Therefore, the proposed project would be consistent with the 2008 RCP’s goals to focus growth near major transportation corridors and transportation stations and to encourage mixed -use development.

As described further in Section 4.7, Population and Housing, the measures to support the CAAP Actions do not specifically include development of housing but include land use strategies to help the City meet its GHG reduction goals, consistent with the adopted LUE. As the adopted LUE and measures to support the CAAP Actions promote housing along major transit corridors, the proposed project would be consistent with the 2008 RCP’s goals to provide additional housing opportunities.

In addition, the measures to support the CAAP Actions would be implemented with future discretionary projects c onsistent with the adopted PlaceTypes and therefore would not result in conversion of land uses. Therefore, the proposed project would be consistent with the 2008 RCP’s goals to preserve existing single-family neighborhoods and protect open space and environmentally sensitive habitat areas from development.

The Adaptation Actions listed in the CAAP include strategies to withstand rising temperatures, flooding associated with sea level rise and intense storm even ts, and drought, specifically to expand transit access to the cooling centers and th e coast. If Adaptation Actions are applicable to future discretionary projects or if future discretionary projects are developed to implement the Adaptation Actions at specific locations, a project -specific consistency analysis would be conducted, as well as CEQA review for such projects; however, overall, the intent of these actions is consistent with goals of the RCP’s goals related to expanding transit access.

For the reasons stated above, the proposed project would be consistent with applicable goals outlined in the 2008 RCP. Impacts would be considered less than significant, and no mitigation would be required.

SCAG Regional Transportation P lan/Sustainable Communities Strategy Consistency. For the City and much of the Southern California region, SCAG is the Metropolitan Planning Organization (MPO) that prepares demographic projections. These demographic projections are included in the Regional Transportation P lan/Sustainable Communities Stra tegy (RTP/SCS). Connect SoCal (2020 –2045 RTP/SCS) provides a comprehensive outline for transportation investments throughout the SCAG region. Connect SoCal outlines the following primary goals: (1) encourage regional economic prosperity and global competit iveness, (2) improve mobility, accessibility, reliability, and travel safety for people and goods, (3) enhance the preservation, security, and resilience of the regional transportation system, (4) increase person and goods movement and travel choices withi n the transportation system, (5) reduce greenhouse gas emissions and improve air quality, (6) support healthy and equitable communities, (7) adapt to a changing climate and support an integrated regional development pattern and transportation network, (8) leverage new transportation technologies and data driven solutions that result in more efficient travel, (9) encourage development of diverse housing types in areas that are supported by multiple transportation options, and (10) promote conservation of natural and agricultural lands and restoration of habitats.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-28 Adoption of the CAAP would not result in new development, and projects to implement the CAAP would be subject to project -level CEQA review as required. The proposed project would also be implemented through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA GHG streamlining. Tier 1 measures for the Transportation sector include trip reduction features to reduce vehicle miles traveled (VMT), incorporat ion of pedestrian, bicycle, and electric vehicle charging infrastructure, and compliance with the City’s Transportation Demand Management (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. Tier 2 measures for the Transportation sector include meeting the Transportation Screening Criteria and High -Density, Mixed-Use, Transit -Oriented, Walkable Infill Project Design. Implementation of Tier 1 m easures would support the CAAP Action s for Transportation by improving transit service (T- 1), providing bicycle, pedestrian, and electric vehicle infrastructure (T -2, T-3, and T -5), complying with C ity TDM requirements (T-7), and complying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to S enate Bill (SB) 743 (T-9). Implementation of the Tier 2 measures would support CAAP Actions to increase employment and residential development along transit corridors and increased density and mixing of land uses (T-6 and T-8). Other Tier 2 measures to support the CAAP Actions for Transportation listed on the CAAP Checklist are designed to focus increased housing and employment density along major transit corridors , increase rapid bus service, establish bus -only lanes, and expand electric -vehicle charging infrastructure to further reduc e emissions. As described above, the Adaptation Actions include strategies to withstand rising temperatures, flooding associated with sea level rise and intense storm even ts, and drought and include strategies to expand transit access to the cooling center s and the coast . Therefore, while implementation of these Adaptation Actions would require a project -specific consistency analysis, the intent of these actions is consistent with goals of Connect SoCal to expanding transit access. Therefore, the proposed project would be consistent with the goals of Connect SoCal described above.

For these reasons cited above, the proposed project would be consistent with the Connect SoCal.

Impacts would be considered less than significant, and no mitigation would be required.

General Plan, Specific Plan, P ort Master Plan, and A irport Land Use Plan Consistency. The proposed project is requesting to adopt the CAAP in compliance with Mitigation Measure GHG- 1 of the 2019 Certified Program EIR and update the General Plan Safety Element for consistency with the proposed CAAP and adopted LUE. Approval of the proposed project would ensure that future development reduces the City’s GHG emissions and assists in implementing the CAAP Actions to meet their GHG reduction targets.

The proposed project would be consistent with California Government Code Section 65302 as it implements Mitigation Measure GHG -1 o f the 2019 Certified Program EIR and updates another required element (Safety Element) in the City’s General Plan. The proposed CAAP and Safety Element Update, together with the other General Plan Elements, would serve to guide the overall physical development and urban form of the entire City through the horizon year 2040.

The proposed CAAP provides a framewo rk to reduce the City's GHG footprint (climate action) and ensure the community and physical assets are better protected from the impacts of climate change (climate adaptation). The vision of the proposed CAAP is to create a more sustainable, resilient, an d equitable City by addressing climate change in a way that remedies existing environmental health

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-29 disparities while also improving health, quality of life, and enhancing economic vitality throughout Long Beach. The proposed CAAP includes strategies for im plementing new polic ies, programs, incentives, requirements, projects, and initiatives in the immediate future, as well as longer- term actions that will need to be studied further while monitoring how the climate continues to change and evaluating the effectiveness of actions taken.

The proposed CAAP also identifies Adaptation Actions that provide a general vision of the types, locations, and sequencing of more detailed studies and potential future projects that may be needed to lessen climate change in particular locations throughout the City. While the Adaptation Actions would not be required to meet the City’s GHG reduction requirements , the Adaptation Actions that could be incorporated into future development projects are listed on the CAAP Checklist for future discretionary projects to incorporate relevant Adaptation Actions, as applicable, to lessen the impacts of climate change and demonstrate consistency with the overall goals and strategies of the CAAP . Additional analysis will be needed to develop specific adaptation approaches, and projects at specific locations and future development would be analyzed on a project level for consistency with policies and standards in the City’s General Plan Elements.

The proposed CAAP discusses several desired high -level outcomes, which are organized into the following themes: low carbon, climate resilient buildings and neighborhoods; safe and adaptable infrastructure; protected and enhanced natural systems; a healthy, resilient and ready population; and residents and businesses with a minimized carbon footprint. The purpose of the CAAP is to implement a range of actions to reduce GHG emissions and adapt to climate change impacts consistent with the adopted goals and policies of the City’s General Plan. The proposed project does not include physical improvements or development , and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects would also be subject to project- level CEQA as required. Adoption of the CAAP and implementation of the CAAP Actions would be internally consistent between the City’s General Plan Elements.

Historic Preservation Element (2010). The proposed project is the evaluation of potential programmatic-level impacts of the CAAP, CAAP Actions , and Adaptation Actions that would apply to future discretionary projects , which would also be evaluated for their consist ency with the Historic Preservation Element. Furthermore, by implementing actions that would help meet the City’s GHG reduction goals and climate Adaptation Actions , impacts to historic resources from climate change would also be reduced. Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Historic Preservation Element.

Open Space and Recreation Element (2002). The proposed project is the evaluation of potential programmatic-level impacts of the CAAP, CAAP Actions , and Adaptation Actions that would apply to future discretionary projects , which would also be evaluated for their consistency with the Open Space and Rec reation Element. Future discretionary projects consistent with the LUE PlaceTypes would preserve existing open space and recreational facilities throughout the City. In addition, Adaptation Strategies to lessen the impacts of climate change on public facilities would also reduce impacts to parks and open space. Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Open Space and Recreation Element.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-30 Housing Element (20 22). The proposed project is the evaluation of potential programmatic - level impacts of the CAAP, CAAP Actions, and Adaptation Actions that would be applicable to future development of new housing units and employment opportunities along primary transit corridors. Although the CAAP i tself would not result in any housing development, f uture discretionary projects would be evaluated for their consistency with the Housing Element .

Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Housing Element.

Air Quality Element (1996). Four goals guide the Air Quality Element: achieve air quality improvements in such a manner that sustains current economic development while encouraging future growth; improve the quality of life for citizens by pro viding greater opportunities, convenience, and choices; reinforce local mobility goals by reducing peak -hour traffic congestion; and foster behavior change through public information and education, incentives , and pricing that reflects total societal costs for administration and enforcement. The Air Quality Element includes specific policies and goals related to emissions reductions through increased alternative energy sources, reduction in vehicle miles traveled, provisions of transit and multi- modal facilities, reduction in energy usage, and promotion of recycling. The CAAP addresses sustainability through building and energy efficiency, VMT reduction and infrastructure improvements to reduce emissions from transportation, and the reduction of building ene rgy and waste which also contributes to air quality emissions. Adoption of the CAAP and implementation of CAAP Actions would be consistent with the overall intent of the Air Quality Element as the primary purpose of the CAAP is to reduce GHG emissions.

Land Use Element (2019). The CAAP was developed to help implement the LUE in the most sustainable way possible, and m easures to support the CAAP Actions for Waste, Building and Energy, and Transportation would all be consistent with the adopted LUE . For exam ple, t he CAAP supports LUE Strategy No. 1 to s upport sustainable urban development patterns. In addition, measures to support the CAAP Actions for Building and Energy would also be consistent with policies in the adopted LUE that require management of ener gy resources to reduce GHG emissions and the impacts of climate change by employing a full range of feasible means to meet climate goals (Strategy No. 2). Measures to support the CAAP Actions for Transportation for transit (T -1), pedestrian facilities (T -2), and bicycle facilities (T -3) would be consistent with the policies in the adopted LUE related to the provisions of transit (LU Policies 1- 2, 4-2, and 7-6) and bicycle and pedestrian facilities (LU Policies 1-1 and 7-7).

In addition, the CAAP is a required mitigation measure in the 2019 Certified Program EIR prepared for the LUE in order to reduce GHG emissions. Therefore, the proposed CAAP is consistent with the overall intent of the City’s General Plan LUE.

Mobility Element (2013). The proposed project would further the goals of the City’s General Plan Mobility Element by reducing GHG emissions and implementing measures to support the CAAP Actions for new development along primary transit corridors . Further, the proposed project encourages improvements to the citywide pedestrian and bicycle network established in the Mobility Element. Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Mobility Element.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-31 Seismic Safety Element (1988). The proposed project includes measures to support the CAAP Actions that would apply to future discretionary projects that would also be subject to the City’s Zoning Code Update (Title 22) and Bu ilding Code (Title 18), both of which include provisions for seismic safety. As described above, the goals of the Seismic Safety Element are largely related to the reduction of seismic hazards through the urbanization patterns and physical planning process developed by the City in the adopted LUE and PlaceTypes. The measures to support the CAAP Actions would be implemented with future discretionary projects that would support the implementation of the adopted PlaceTypes, including increased housing and employment along major transit corridors (T-6), and increased density and mixing of land uses (T -8). Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Seismic Safety Element.

Noise Element (1975). The p roposed project includes measures to support the CAAP Actions that would apply to future discretionary projects that would also be subject to the City’s Municipal Code, which includes standards for noise throughout the City, consistent with the goals and policies identified in the Noise Element. Therefore, the proposed project would be consistent with the overall intent of the City’s General Plan Noise Element.

Public Safety Element (1975). The adoption of the CAAP would help implement policies related to sustainability and reduc e potential impacts of climate change as a result of GHG emissions.

The potential impacts of climate change on the City present potential risks to public safety in the form of sea level rise, emergency evacuations, housing and struc ture vulnerability, health risks, flood hazards, wildfires, and other related climate and safety concerns. The proposed project also includes text changes to the Safety Element to incorporate recognition of climate change and resiliency based on analysis from the CAAP. As the CAAP is a requirement of the 2019 Certified Program EIR u nder Mitigation Measure GHG-1, the Safety Element Update would ensure consistency with the climate adaptation and resiliency strategies in the CAAP and policies of the adopted LU E. These minor text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not conflict with any adopted land use plans and would ensure consistency with the adopted LUE.

Therefore, the proposed project would be consistent with the overall intent of the existing Public Safety Element and the proposed Safety Element Update.

Conservation Element (1973). The Conservation Element is intended to ensure that natural resources, including mineral resources , are considered in land use planning. The proposed project includes measures to support the CAAP Actions that would apply to future discretionary projects that would also be subject to the goals of the Conservation Element, incl uding to promote health, safety, and well- being of the people of Long Beach through consistency with the adopted land use regulations and PlaceTypes for the proper balance, relationship, and distribution of various types of land uses.

Therefore, the proposed project would be consistent with the overall intent of the Conservation Element.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-32 Urban Design Element ( 2019). The Urban Design Element includes goals and policies designed to preserve existing neighborhoods that define unique character and build upon them to allow for continued adaptation and improvement of the built environment. This element identifies key features of the City including edges, thoroughfares , scenic routes, trails, districts, centers, gateways, landmarks and iconic sites, water features, and key views to be considered in land use and planning decisions. The proposed project is the evaluation of potential programmatic-level impacts of the CAAP, CAAP Actions , and Adaptation Actions that would apply to future discretionary projects that would also be required to maintain and enhance the urban design plan of the City included in the adopted UDE . Measures to support the CAAP Actions related to Building and Energy and Waste that encourage the use of solar panels and other energy efficiency improvements and encourage waste reduction would be consistent with UDE p olicies related to improved healthy living and sustainability (Strategy No. 5). The goals and polic ies of the UDE were also utilized in the development of the PlaceTypes, which focused on the development of housing and employment opportunities near primary transit corridors.

Measures to support the CAAP Actions related to transportation would encourage this development (T- 6). Other measures to support the C AAP Actions related to Transportation, including expanding pedestrian and bicycle facilities, would support UDE Strategies No. 41 and 42 for pedestrian and bicycle infrastructure. All future discretionary projects that utilize the CAAP Checklist would also be required to be developed consistent with the overall intent of the UDE.

As adoption of the CAAP would implement Mitigation Measure GHG -1 of the 2019 Certified Program EIR, the proposed project would be consistent with the General Plan. Furthermore, adoption of the CAAP would be consistent with all other General Plan Elements, as described above. Therefore, no inconsistency with the City’s General Plan would occur following project approval, and impacts would be considered less than significant. No mitigation is required.

Adopted Land Use Plans. As described above, the adoption of the CAAP would not result in any physical development projects but would require future discretionary projects to incorporate measures to support the CAAP Actions. Future discretionary projects would also be reviewed for consistency with adopted land use plans currently regulating development in the City. As such, the proposed project would allow for these plans to continue regulating development within the adopted specific plan, the PMP, and airport land use plan areas. As described above, the Adaptation Actions provide a general vision of the types, locations, and sequencing of more detailed studies and potential future projects that may be needed to lessen climate change in pa rticular locations throughout the City. The Adaptation Actions do not include land use regulations that would alter the adopted land use regulations of the specific plans , the PMP, or airport land use plan areas.

Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations, and future development would be analyzed on a project level for consistency with policies and standards in the applicable adopted land use plans. The proposed project would therefore be consistent with adopted land use plans. Impacts would be considered less than significant, and no mitigation would be required.

City Zoning Code Consistency. The adoption of the CAAP in and of itself would not result in any physical development projects , and future discretionary projects that would utilize the CAAP

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-33 Checklist would be reviewed for consistency with the City’s General Plan and adopted PlaceTypes, reflected in the City’s Title 22 Zoning Code Update s. The City is currently implementing an upda te program and has committed to completing the resolution of all zoning and LCP inconsistencies by the end of the fifth year following the adoption of LUE and UDE in 2019. As described above, the Adaptation Actions provide a general vision of the types, locations, and sequencing of more detailed studies and potential future projects that may be needed to lessen climate change in particular locations throughout the City. The Adaptation Actions do not include changes to the Zoning Code.

Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations and future development would be analyzed on a project level for consistency with the City’s Zoning Code. Therefore, the proposed project would not conflict with the City’s Zoning Code and Zoning Map, and no mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not conflict with any adopted land use plans and woul d ensure consistency with the adopted LUE. Therefore, the Safety Element Update would have no impact related to conflicts with adopted land use plans, and no mitigation is required.

4.5.7 Compliance Measures and Project Design Features
The proposed project does not include any physical development of any buildings or structures, would not be required to adhere to any compliance measures, and as a planning action does not include any project design features related to land use.

4.5.8 Mitigation Measures
The proposed project would not result in any significant adverse impacts related to land use and planning, and no mitigation would be required.

4.5.9 Level of Significance after Mitigation
There would be no significant unavoidable adverse impacts of t he proposed project related to land use and planning. No mitigation would be required.

4.5.10 Cumulative Impacts
As defined in Section 15130 of the State CEQA Guidelines, cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects within the cumulative impact area for land use. The cumulative impact area for land use for t he proposed project is the City of Long Beach, assuming the anticipated General Plan buildout scenario. Because the proposed project is a citywide policy/planning action that includes strategies and measures that would apply to future discretionary project s throughout the entire City, the proposed project itself is cumulative in nature . As such, future discretionary projects to implement CAAP Actions would be subject to project level CEQA review as required, General Plan consistency analysis, and would be r eviewed for consistency with all applicable adopted land use

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.5 Land Use and Planning.docx (03/15/22) 4.5-34 plans and policies. For this reason, cumulative impacts associated with inconsistency of future development with adopted plans and policies would be less than significant.

The planning area is almost entirely developed with a wide variety of established land uses. The existing land use patterns within the City have been established with a variety of residential, commercial, office, industrial, and open space/recreational use, which are generally consistent with the City’s General Plan Land Use Map and Zoning Map. Because the planning area is highly developed, it is anticipated that future growth would primarily result in infill development and redevelopment. Changes to the existing area would occu r through the conversion of vacant or underutilized land. However, future discretionary projects that would utilize the CAAP would be evaluated for consistency with applicable land use plans and policies and would be subject to all City development standar ds and zoning requirements. Therefore, cumulative land use impacts associated with incompatibilities between existing and future development would be less than significant.

Implementation of the proposed project would not conflict with applicable land use documents. The proposed CAAP would implement Mitigation Measure GHG-1 of the 2019 Certified Program EIR and ensure consistency with the policies of the adopted LUE. The project would also address potential inconsistencies between the adopted Land Use Elem ent and the current Public Safety Element through the proposed Safety Element Update. Therefore, land use impacts associated with the proposed project would be considered less than cumulatively significant, and no mitigation would be required.

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4.6 NOISE
This section evaluates the potential short -term and long- term noise and vibration impacts associated with the proposed Climate Action and Adaptation Plan ( CAAP) and Safety Element Update Project (proposed project) . This section is based on information provided in the Noise Element (1975) of the City of Long Beach’s (City) General Plan (which is currently going through the process of updating) and the Noise Ordinance of the City’s M unicipal Code ( adopted 1977, most recent revision 2009 ). As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Eleme nt update and is considered a policy/planning action. The proposed project does not include physical improvements or development , and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects to implement the CAAP would also be subject to project -level CEQA as required. Therefore, the analysis in this Subsequent Env ironmental Impact Report (SEIR) focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist ( CAAP Checklist) required for future discretionary projects , as well as the potential programmatic level impacts of the CAAP Actions, Adaptation Actions, and the Safety Element Update.

4.6.1 Scoping Process
The City of Long Beach received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this S EIR. No comment letters included comments related to noise.

4.6.2 Existing Environmental Setting

4.6.2.1 Existing Planning Area
The CAAP and Safety Element Update address all land within the City’s jurisdictional limits.

Throughout this Draft SEIR, these areas are referred to as the “planning area.” The planning area encompasses 50 square miles (approximately 33,000 acres) within the limits of the City of Long Beach (excluding the City of Signa l Hill, which is completely surrounded by the City of Long Beach) in the southern region of Los Angeles County. The planning area is bordered on the west by the Cities of Carson and Los Angeles (including Wilmington and the Port of Los Angeles); on the nor th by the Cities of Compton, Paramount, and Bellflower; and on the east by the Cities of Lakewood, Hawaiian Gardens, Cypress, Los Alamitos, and Seal Beach. Additionally, the City of Signal Hill is centrally located within the planning area and is completel y surrounded by development in the City of Long Beach. The planning area is comprised of nine distinct Community Plan Areas, comprised of the following: (1) North Long Beach; (2) Bixby Knolls; (3) Westside and Wrigley; (4) Eastside; (5) Central; (6) Traffic Circle; (7) Downtown; (8) Midshore; and (9) Southeast. In addition to establishing Community Plan Areas, the planning area consists of 14 “PlaceTypes,” which replace the previous approach of segregating property within the City through traditional land u se designations and zoning classifications and allows for greater flexibility and a mix of compatible land uses within these areas.

4.6.2.2 Sensitive Uses in the Project Vicinity
Noise-sensitive receptors in the City include residences, schools, hospitals, churche s, and similar uses that are sensitive to noise. Construction and operation of future discretionary projects that

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-2 would implement the CAAP Actions and Adaptation Actions, as applicable, could adversely affect nearby noise-sensitive land uses and could place new sensitive receptors in areas of unacceptable noise exposure.

4.6.2.3 Overview of the Existing Noise Environment
In the City of Long Beach, the dominant source of noise is transportation noise, including vehicular traffic, rail, and airport n oise. Industrial and mechanical equipment are also contributors to the noise environment in the City, as are intermittent sources such as construction equipment and leaf blowers. Noise from motor vehicles is generated by engine vibrations, the interaction between the tires and the road, and the exhaust systems. Airport-related noise levels are primarily associated with aircraft engine noise made while aircraft are taking off, landing, or running their engines while still on the ground. Existing noise sources are further discussed below.

Ambient Noise Levels. To assess existing noise levels, the City’s Noise Element Existing Conditions Report (2018) includes noise measurements taken in February 2014 and May 2017 t hat recorded the actual existing noise level s at various locations throughout the City. The noise measurements were recorded at different locations within the City based on several criteria used in the site selection process including, but not limited to, the proximity of a measurement site to sensitive land uses as well as its proximity to significant noise generators. The long -term noise measurements indicate that ambient noise in the City ranges from an average of approximately 58.7 dBA CNEL to

73.9 dBA CNEL. The short-term noise measurements indi cate that ambient noise in the City ranges from approximately 51.2 dBA to 76.2 dBA L
eq. Traffic on surrounding roadways was reported as the primary noise source. The noise measurements were recorded at different locations within the City based on the Major Areas of Change identified in the adopted Land Use Element (LUE).

Existing Roadway Noise Levels. Motor vehicles with their distinctive noise characteristics are one of the primary sources of noise in Long Beach. The amount of noise varies according to many factors, such as volume of traffic, vehicle mix (percentage of cars and trucks), average traffic speed, and distance from the observer. Major contributing roadway noise sources include Interstates 710 (I-710) and 405 (I-405), State Route 91 (SR-91), Pacific Coast Highway (PCH) , and local roadways including Long Beach Boulevard, Santa Fe Avenue, Atlan tic Avenue, Alamitos Avenue, 7 th Street, 2nd Street, Ocean Boulevard, and other arterial and collector roadways throughout the City.

Existing Rail Noise Levels. Currently, three freight rail lines pass through the City, which are operated by Burlington Northern Santa Fe (BNSF) Railway, Union Pacific Railroad (UPRR), and Pacific Harbor Line Incorporated (PHL). The rail lines run north-south through the west side of the City, and through the northwest corner of the City, around the neighborhood of North Long Beach.

The City is also subject to operational rail noise. The Los Angeles County Metropolitan Transportation Authority (Metro) Rail Blue line (Blue line) passes north to south through Long Beach along Long Beach Boulevard. The Metro se rvice hours are from approximately 4:45 a.m. until 1:00 a.m. on weekdays and from 4:45 a.m. until 2:00 a.m. on weekends. Seven different Metro stations serve local neighborhoods throughout the City. Activity on the Blue l ine affects the ambient noise environment along the railroad alignment.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-3 Based on Federal Railroad Administration (FRA) crossing inventories for various crossings in the City, typical operations along the main rail line include up to 74 trains per day that range in speed from 5 to 25 miles per hour (mph).

Existing Stationary Source Noise Levels. A wide variety of existing stationary sources contribute to noise throughout the City, which include s heating ventilation and cooling (HVAC) mechanical systems, delivery truck idling and loading/ unloading activities, and recreational and parking lot activities (such as slamming car doors and people talking). Of these noise sources, noise generated by delivery truck activity typically generate s the highest maximum noise levels. Delivery truck loading and unloading activities can result in maximum noise levels of 75 dBA to 85 dBA Lmax at 50 ft.

Typical parking lot activities, such as people conversing or doors slamming, generate approximately 60 dBA to 70 dBA L max at 50 ft. Other sources of noise include commercial centers and industrial zones that emit noise during operation. Domestic noise sources , such as leaf blowers, and gas- powered lawn equipment, etc. , are common stationary noise sources and can produce noise levels of 70 dBA to 75 dBA at 50 ft.1
Existing Port of Long Beach Noise Levels. Port of Long Beach (Port) operations noise levels are generally limited to the areas with in the perimeter of the Port. Noise associated with the Port includes cranes, vessel horns, forklifts, and truck activities. Due to the distance between the nearest sensitive receptors from daily Port operations on the coast within the Port boundaries , noise is rarely audible at such a large distance. Heavy truck traffic associated with the trans port of cargo along the I-710 corridor is the primary source of noise associated with the Port.

Existing Airport Noise Levels. Long Beach Airport is a public airport centrally located in the City, approximately 3 miles northeast of Downtown. This airport has limited passenger flights and is restricted by ordinances that minimize airport -related noise. Although commercial flights are restricted, several charters, private aviation, flight schools, law enforcement flights, helicopters, advertising blimps, and planes towing advertising banners still frequently operate from this airport.

Operations at the Long Beach Airport typically occur within the daytime hours of 7:00 a.m. to 10:00 p.m., with the exception of occasional unscheduled landings that occur after 10:00 p.m., and emergency and police helicopter activities. The Long Beach Airport Community Guide to Aircraft Noise
2 presents factual information on the City of Long Beach Airport Noise Compatibility Ordinance (Long Beach Municipal Code Chapter 16.43) an d Long Beach Airport’s efforts to minimize aircraft noise over nearby neighborhoods. While the City is not able to control the flight paths, typical operations include approaches from the southeast of the airport and departures taking off in a northwest direction.

Other airports with aircraft activity that affect the ambient noise environment within the City limits include Los Angeles International Airport and John Wayne Airport. Los Angeles International Airport

1 Noise Free America. Citizens for a Quieter Sacramento Rebuttal to the CLCA Position on Leaf Blowers.

Website: https://noisefree.org/sources-of-noise/lawn-and-garden-equipment/ (accessed August 6, 2021). 2 Long Beach Airport and the City of Long Beach. Lon g Beach Airport Community Guide to Aircraft Noise.

Website: https://www.longbeach.gov/globalassets/lgb/community-information/noise-abatement/lgb- noisebrochurelow#:~:text=In%20the%20early%20morning%20hours,most%20restric tive%20%2D%2079.0 %20dBA%20SENEL (accessed October 6, 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-4 is located approximately 20 miles northwest of the City, and John Wayne Airport is located approximately 30 miles southwest of the City. Although noise from aircraft activity is occasionally audible throughout the City, the City is not located within the 65 dBA CNEL noise contour of these airports.

4.6.2.4 Existing Vibration Sources
Vibration Sources. Major vibration sources in the City include construction activities, rail operations, and heavy vehicle traffic . Other sources which have the potential to cause vibration impacts are aircraft operations, low -frequency music, and some stationary sources. Similar to noise standards, cities can adopt vibration exposure standards regarding the sensitivity of land uses which may be affected. In relation to vibration impacts, there are two factors that are considere d to assess the level of impact expected: the potential for damage to a building or structure and the potential of annoyance to people. Also similar to potential noise impacts, the most efficient actions to help reduce vibration impacts occur during the pl anning and permitting phases of any project or development.

Construction Activity Vibration. Construction activities can cause vibration that varies in intensity depending on several factors. The use of pile driving and vibratory compaction equipment typ ically generates the highest construction -related ground-borne vibration levels. Because of the impulsive nature of such activities, the use of the PPV descriptor has been routinely used to measure and assess ground-borne vibration and almost exclusively t o assess the potential of vibration to induce structural damage and the degree of annoyance for humans. The two primary concerns with construction-induced vibration, the potential to damage a structure and the potential to interfere with the enjoyment of l ife, are evaluated against different vibration limits. Studies have shown that the threshold of perception for average persons is in the range of 0.2 to 0.3 m illimeters per second (0.008 to 0.012 inches per second), PPV. Human perception to vibration varies with the individual and is a function of physical setting and the type of vibration. Persons exposed to elevated ambient vibration levels (e.g., people in an urban environment) may tolerate a higher vibration level.

Structural damage can be classified as cosmetic only (e.g., minor cracking of building elements) or may threaten the integrity of the building. Safe vibration limits that can be applied to assess the potential for damaging a structure vary by researcher and there is no general consensus as to what amount of vibration may pose a threat for structural damage to the building. Construction -induced vibration that can be detrimental to a building is very rare and has only been observed in instances where the structure is at a high state of disrepair and the construction activity (e.g., impact pile driving) occurs immediately adjacent to the structure.

Rail Activity Related Vibration. Rail operations are potential sources of substantial ground -borne vibration depending on distance, the type and the speed of trains, and the type of railroad track.

People’s response to ground -borne vibration has been correlated best with the velocity of the ground. The velocity of the ground is expressed on the decibel scale. The reference velocity is 1 x 10-6 inch es per second. RMS, which equals 0 VdB, and 1 inch per second equals 120 VdB.

Although not a universally accepted notation, the abbreviation “VdB” is used in this document for vibration decibels to reduce the potential for confusion with sound decibels.

One of the problems with developing suitable criteria for ground -borne vibration is the limited research into human response to vibration and, more importantly, human annoyance

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-5 inside buildings. The United States Department of Transportation Federal Transit Administration (FTA) has developed rational vibration limits that can be used to evaluate human annoyance to ground-borne vibration. These criteria are primarily based on experience with passenger train operations (e.g., rapid transit and commuter rail sy stems). The main difference between passenger and freight operations is the time duration of exposure to individual events; a passenger train lasts a few seconds whereas a long freight train may last several minutes, depending on speed and length.

Heavy Ve hicles and Buses . Ground-borne vibration levels from heavy trucks and buses are not normally perceptible, especially if roadway surfaces are smooth. Buses and trucks typically generate ground-borne vibration levels of about 63 VdB at a distance of 25 ft when traveling at a speed of 30 mph. Higher vibration levels can occur when buses or trucks travel at higher rates of speed or when the pavement is in poor condition. Vibration levels below 65 VdB are below the threshold for human perception.

Other Sources of Vibration Annoyance. In addition to sources that have vibration impacts which translate through the ground surface between source and receptor, sources which generate high levels of low-frequency noise may generate vibration through air. These sources may include aircraft and helicopter operations, low-frequency music, and other large stationary sources.

4.6.3 Regulatory Setting
The following section summarizes the regulatory framework related to noise, including federal, State, and City of Long Beach plans, policies, and standards.

4.6.3.1 Federal Regulations
United States Environmental Protection Agency. In 1972, Congress enacted the United States Noise Control Act. This act authorized the United States Environmental Protection Agency (USEPA) to publish descriptive data on the effects of noise and establish levels of sound “requisite to protect the public welfare with an adequate margin of safety.” These levels are separated into health (hearing loss levels) and welfare (annoyance levels). For protection against hearing loss, 96 percent of the population would be protected if sound levels are less than or equal to 70 dBA during a 24-hour period of time. At 55 dBA L
dn, 95 percent sentence clarity (intelligibility) may be expected at 11 ft, with no community reaction. However, 1 percent of the population may complain about noise at this level and 17 percent may indicate annoyance. The USEPA cautions that these identified levels are guidelines, not standards.

Federal Vibration Impact Standards. Vibration impact criteria included in the Federal Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment Manual (September 2018) are used in this analysis for ground -borne vibration impacts on human annoyance, as shown in Table 4.6.A. The criteria presented in Table 4.6.A account for variation in project types as well as the frequency of events, which differ widely among projects. It is intuitive that when there will be fewer events per day, it should take higher vibration levels to evoke the same co mmunity response. This is accounted for in the criteria by distinguishing between projects with frequent and infrequent events, in which the term “frequent events” is defined as more than 70 events per day.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-6 Table 4.6.A: Ground-Borne Vibration and Noise Impact Criteria Land Use Category
Ground-Borne Vibration
Impact Levels
(VdB re 1 micro-inch/sec)
Ground-Borne Noise
Impact Levels
(dB re 20 micro-Pascals)
Frequent 1
Events
Infrequent 2
Events
Frequent 1
Events
Infrequent 2
Events
Category 1 : Buildings in which low ambient vibration is essential for interior operations (i.e., vibration -sensitive manufacturing, hospitals with vibration sensitive
equipment, and university research operation).
65 VdB3 65 VdB3 --4 --4
Category 2 : Residences and buildings in which people
normally sleep. 72 VdB 80 VdB 35 dBA 43 dBA
Category 3 : Institutional land uses with primarily
daytime uses. 75 VdB 83 VdB 40 dBA 48 dBA
Source: Federal Transit Administration (FTA). Transit Noise and Vibration Impact Assessment Manual (September 2018). 1 Frequent events are defined as more than 70 events per day. 2 Infrequent events are defined as fewer than 70 events per day. 3 This criterion limit is based on levels that are acceptable for most moderately s ensitive equipment, such as optical microscopes.

Vibration-sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels. Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors. 4 Vibration-sensitive equipment is not sensitive to ground-borne noise. dB = decibels
dBA = A-weighted decibels
HVAC = heating, ventilation, and air conditioning
inch/sec = inch(es) per second
re = relative
VdB = vibration velocity decibels

4.6.3.2 State Regulations
The State of California has established regulations that help prevent adverse impacts to occupants of buildings located near noi se sources. Referred to as the State Noise Insulation Standard , it requires buildings to meet performance standards through design and/or building materials that would offset any noise source in the vicinity of the receptor. State regulations include require ments for the construction of new hotels, motels, apartment hou ses, and dwellings other than detached single-family dwellings that are intended to limit the extent of noise transmitted into habitable spaces. These requirements are found in the California Code of Regulations (CCR), Title 24 (known as the Building Stand ards Administrative Code), Part 2 (known as the California Building Code), Appendix Chapters 12 and 12A. For limiting noise transmitted between adjacent dwelling units, the noise insulation standards specify the extent to which walls, doors, and floor- ceiling assem blies must block or absorb sound. For limiting noise from exterior noise sources, the noise insulation standards set an interior standard of 45 dBA CNEL in any habitable room with all doors and windows closed. In addition, the standards require p reparation of an acoustical analysis demon strating the manner in which dwelling units have been designed to meet this interior standard, where such units are proposed in an area with exterior noise levels greater than 60 dBA CNEL.

In addition, Chapter 5, Section 5.507 of the California Green Building Standards Code includes nonresidential mandatory measures, which require that buildings exposed to a noise level of 65 dB L
eq-1-hour during any hour of operation shall have building, addition, or alteration ex terior wall and roof-ceiling assemblies exposed to the noise source meeting a composite Sound Transmission Class (STC) rating of at least 45 (or Outdoor/Indoor Transmission Class [OITC] 35) with exterior windows of a minimum STC of 40 (or OITC 30).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-7 The State has established land use compatibility guidelines for determining acceptable noise levels for specified land uses in the State of California General Plan Gu idelines as shown in Table 4.6.B , below.3
Table 4.6.B: Community Noise Exposure Ldn or CNEL (dB)

3 State of California Governor’s Office of Planning and Research (OPR). 2017. State of California General Plan Guidelines. Appendix D: Noise Element Guidelines. July.

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4.6.3.3 Local and Regional Policies and Regulations
City of Long Beach Municipal Code. The City of Long Beach addresses noise impacts in Title 8:

Health and Safety, Chapter 8.80, Noise, and sets regulations to minimize airport noise in Title 16:

Public Facilities and Historical Landmarks, Chapter 16.43, Airport Noise Compatibility. 4 The Municipal Code establishes exterior and interior noise standards at receiving land uses and establishes permitted hours of construction activity noise as described below.

Chapter 8.80, Noise, establishes exterior and interior noise limits for the generation of sound within the City. The maximum noise levels vary based on the receiving land use type and the cumulative duration of noise. The ordinance also limits noise generated by construction. The Municipal Code restricts construction activities to weekdays and federal holidays between the hours of 7:00 a.m. and 7:00 p.m. and on Saturdays, restricts construction to between the hours of 9 :00 a.m. and 6:00 p.m., except for emergency work. Construction work on Sundays is prohibited unless the City’s Noise Control Officer issues a permit. The permit may allow work on Sundays between 9:00 a.m. and 6:00 p.m. Additionally, Chapter 16.43, Airport Noise Compatibility, establishes cumulative noise limits and noise budgets for properties in the vicinity of the Airport. The Municipal Code establishes a goal that incompatible property in the vicinity of the airport shall not be exposed to noise above 65 dBA CNEL.

Loading and unloading activities are also regulated under the noise ordinance. The ordinance restricts loading, unloading, opening, closing, or other handling of boxes, crates, containers, building materials, garbage cans, or similar objects be tween the hours of 10:00 p.m. and 7:00 a.m . and provides noise level provisions for both Exterior Noise Limits and the Interior Noise Limits.

Additionally, the ordinance states that o perating or permitting the operation of any device that creates vibration, which is above the vibration perception threshold of an individual at or beyond the property boundary of the source if on private property or at 150 ft from the source if on a public space or public right-of-way is prohibited.

City of Long Beach General Plan Noise Element. The adopted City of Long Beach General Plan addresses noise in the Noise Element , which was adopted in 1975 and is currently in the process of being updated.
5 The Noise Element contains goals and policies for noise control and abateme nt in the City. The goals and policies contained in the Noise Element address noise in relation to land use planning, the noise environment, transportation noise, construction and industrial noise, population and housing noise, and public health and safety . General noise goals for Long Beach aim to attain a

4 City of Long Beach. 2019. Municipal Code. February.
5 City of Long Beach. 1975. Long Beach General Plan Noise Element . Website: https://www.longbeach. gov/globalassets/lbds/media-library/documents/planning/advance/general-plan/noise-element (accessed September 17, 2021). Please also note that the City is currentl y in the process of updating the General Plan Noise Element. Information regarding this process can be found at the following website:
https://www.longbeach.gov/lbds/planning/advance/general-plan/noise-element/ (accessed September 17, 2021).

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-9 healthier and quieter environment for all citizens while maintaining a reasonable level of economic progress and development.6
The following goals and categorical recommendations (i.e., policies) of the City’s Noise Element are applicable to the proposed project:

GOAL 1: To improve and preserve the unique and fine qualities of Long Beach and eliminate undesirable or harmful elements.

GOAL 2: To develop a well -balanced community offering planned and protected residential districts…, well distributed commercial districts, planned and restricted industrial districts, and a coordinated circulation system for fast, safe, and efficient movement of people and commodities.

GOAL 3: To improve the urban environment in order to make Long Beach a more pleasant place to live, work, play, and raise a family.

Goals Related to Transportation Noise
GOAL 1: Recommending a plan for compatible land uses for thos e portions of Long Beach within transportation noise zones.

GOAL 2: Discouraging within transportation noise zones the development of noise sensitive uses that cannot be sufficiently insulated against externally generated noise at reasonable cost.

GOAL 3: Developing long range re -allocation of noise sensitive land uses away from transportation noise impact areas.

GOAL 4: Providing standards and criteria for noise emissions from transportation facilities.

GOAL 8: Reducing the level of noise exposure fro m surface transportation in problem areas not preempted by State or Federal law.

Goals Related to Construction and Industrial Noise
GOAL 1: To reduce the level of noise exposure to the population caused by demolition and construction activities.

Recommendations Related to Development Policies
Policy 4.4: No future development shall be allowed which causes other developments to become incompatible with their noise environments.

6 City of Long Beach. 1975. Long Beach General Plan Noise Element. Website: http://www.lbds.info/civica/ filebank/blobdload.asp?BlobID=3051 (accessed August 6, 2021). Please also note that the City is currently in the process of updating the General Plan Noise Element. Information regarding this process can be found at the following website: http://www.lbds.info/noise_element_update/.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-10 City of Long Beach General Plan Land Use Element. The City’s Land Use Element (2019) formulated the following broad -range goals guiding land use in the City: manage growth, encourage economic development, revitalize the Downtown area, allow for the construction of new housing, encourage the development of af fordable housing, emphasize strong neighborhoods, maintain existing public facilities, and maintain and/or improve the circulation system. The Land Use Element introduced the concept of “PlaceTypes,” which replaced the prior approach of segregating propert y within the City through traditional land use designations and zoning classifications. The following policies are applicable to the analysis of noise impacts:
• LU Policy 1 6-6: Work with regional agencies, residents, and businesses to preserve established homes, businesses, and open spaces . Limit the exposure of toxic pollutants and vehicle noise.

Minimize traffic issues impacting residential neighborhoods resulting from freeway expansion and other similar large-scale projects.
• LU Policy 16 -8: Require an ac oustical analysis prior to project approval for projects subject to CEQA review, for all noise sensitive projects located in an area with noise levels greater than 60 dBA CNEL and/or within 500 feet of a freeway. All new residential land uses shall be designed to maintain a standard of 45 dBA CNEL or less in building interiors, consistent with the General Plan. Noise reduction measures to achieve this noise level could include, but are not limited to, forced air ventilation so that windows can remain closed and/or upgraded wall and window assemblies.
• LU Policy 16-9: The Los Angeles County Metropolitan Transportation Authority (Metro) shall be notified of any planned development or construction activities on properties that are within 100 feet of Metro right- of-way. Metro must be provided the opportunity early in the development process to review plans and comment, if necessary, to ensure that the project does not impact the safe operation of Metro transit service and/or compromise Metro infrastructure. As the project design advances, Metro may review construction drawings and work plans for potential impacts to the Metro system and to ensure safe operation of cranes, overhead loads, excavation, drainage, worker safety, and other construction activities. Projec ts immediately adjacent to Metro right-of-way may be required to include a setback from the Metro property line and to accommodate construction and maintenance activities on private property.

Developers should not assume that Metro will grant a right-of-entry permit for construction or maintenance activities on Metro property. For this reason, Metro recommends a minimum five- (5) foot setback from the adjacent Metro property line. At the City’s discretion and Metro’s request, a noise easement may be require d to deed Metro the right to cause in said easement noise, vibrations and other effects that may be caused by the operation of transit vehicles.

4.6.4 Methodology
This analysis describes existing noise and vibration conditions, discusses the characteristics of sound, sets forth criteria for determining the significance of noise and vibration impacts, and estimates the potential noise and vibration impacts resulting from the implementation of the proposed project, as a result of the CAAP Actions and Adaptation Act ions to meet the City’s GHG reduction targets and lessen the impacts of climate change, as well as text amendments to the General Plan Safety Element. Implementation of CAAP Actions and Adaptation Actions by the City, other agencies, or private developers would be subject to review to determine if a project -level CEQA analysis is

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-11 required. The CAAP will also be implemented via future development projects through the CAAP Checklist, provided in Appendix D , which translates the CAAP Actions and Adaptation Act ions into project-level measures, to ensure future discretionary projects are consistent with the proposed CAAP’s goals and policies. The proposed CAAP is a comprehensive planning document outlining the City’s proposed approach both to address climate impacts in Long Beach and to reduce the City’s impact on the climate by reducing future greenhouse gas ( GHG) emissions. The proposed CAAP provides a framework to reduce the City's GHG footprint (climate action) and ensure that the community and physical assets are better protected from the impacts of climate change . The proposed CAAP includes a roadmap for implementing new polic ies, programs, incentives, requirements, projects, and initiatives in the immediate future, as well as longer- term actions that will need to be studied further to inform implementation projects while monitoring how the climate continues to change, and evaluating the effectiveness of the actions taken. Proposed updates to the Safety Element will incorporate climate adaptation and resilienc y considerations and strategies associated with the CAAP.

4.6.5 Analysis Approach
Site-specific subsequent activities or projects that incorporate CAAP Actions and Adaptation Actions, as applicable, their associated locations, and physical effects on the environment related to noise and vibration are not known at this time. Therefore, this analysis uses a programmatic approach in evaluating possible noise and vibration impacts of implementation of t he CA AP and the Safety Element Update.

4.6.5.1 Characteristics of Sound
Noise is usually defined as unwanted sound and consists of any sound that may produce physiological or psychological damage and/or interfere with communication, work, rest, recreation, or sleep. To the human ear, sound has two significant characteristics: pitch and loudness. Pitch is generally related to annoyance, while loudness can affect our ability to hear through hearing damage. Pitch is the number of complete vibrations, or cycles per second, of a wave, resulting in the tone’s range from high to low. Loudness is the strength of a sound that describes a noisy or quiet environment and is measured by the amplitude of the sound wave. Loudness is determined by the intensity of the sound waves, combined with the reception characteristics of the human ear. Sound pressure refers to how hard the sound wave strikes an object, which in turn produces the sound’s effect. This characteristic of sound can be measured precisely with instruments. The projec t analysis defines the noise environment of the planning area in terms of sound pressure levels and the project’s effect on sensitive land uses.

4.6.5.2 Measurement of Sound
Sound pressure is measured through the A -weighted scale to correct for the relative frequency response of the human ear. Unlike linear units (e.g., inches or pounds), decibels are measured on a logarithmic scale representing points on a sharply rising curve. For example, 10 decibels (dB) are 10 times more intense than 1 dB; 20 dB are 100 times more intense than 1 dB; and 30 dB are 1,000 times more intense than 1 dB. Thirty decibels (30 dB) represent 1,000 times as much acoustic energy as 1 dB. A sound as soft as human breathing is about 10 times greater than 0 dB. The decibel system of measuring sound gives a rough connection between the physical intensity of sound and its perceived loudness to the human ear. A 10 dB increase in sound level is perceived by the human ear

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-12 as only a doubling of the loudness of the sound. Ambient sounds generally ran ge from 30 A - weighted decibels (dBA) (very quiet) to 100 dBA (very loud).

Sound levels are generated from a source, and their decibel level decreases as the distance from that source increases. Sound dissipates exponentially with distance from the noise so urce. For a single point source, sound levels decrease approximately 6 dBA for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by stationary equipment. If noise is produced by a line source (e.g., highway tr affic or railroad operations), the sound decreases 3 dBA for each doubling of distance over hard surfaces, and the sound decreases 4.5 dBA for each doubling of distance in a relatively flat environment with absorptive vegetation.

There are many ways to mea sure noise for various time periods ; an appropriate ambient noise metric affecting humans also accounts for the annoying effects of sound. The equivalent continuous sound level (Leq) is the total sound energy of time- varying noise over a sample period. How ever, the predominant metrics for communities in the State of California are the Leq and the Community Noise Equivalent Level (CNEL) or the day -night average level (L dn) based on dBA. The CNEL is the time - varying noise over a 24 -hour period, with a 5 dBA weighting factor applied to the hourly L eq for noises occurring from 7:00 p.m. to 10:00 p.m. (defined as evening hours) and a 10 dBA weighting factor applied to noise occurring from 10:00 p.m. to 7:00 a.m. (defined as sleeping hours). The Ldn is similar to the CNEL scale, but without the adjustment for events occurring during the evening hours.

The CNEL and the Ldn are normally within 1 dBA of each other and are considered interchangeable.

Other noise level metrics that are important when assessing the ann oyance factor include the maximum noise level (L max), which is the highest exponential time- averaged sound level that occurs during a stated time period. The noise environments discussed in this analysis for short -term noise impacts are specified in terms of maximum levels denoted by L max, which reflects peak operating conditions and addresses the annoying aspects of intermittent noise. It is often used together with percentile noise levels, in noise ordinances for enforcement purposes. For example, the L 10 noise level represents the noise level exceeded 10 percent of the time during a stated period. The L 50 noise level represents the median noise level. Half of the time , the noise level exceeds this median noise level, and half of the time, it is less than this median noise level. The L90 noise level represents the noise level exceeded 90 percent of the time and is considered the background noise level during a monitoring period. For a relatively constant noise source, the L eq and L50 are approximately the same.

Noise impacts can be described in three categories. The first category includes audible impacts that refer to increases in noise levels noticeable to humans. Audible increases in noise levels generally refer to changes of 3 dBA or greater since this level has been found to be the lowest audible change perceptible to humans in outdoor environments. The second category, potentially audible, refers to changes in the noise level between 1 and 3 dB A, which are only noticeable in laboratory environments. The last category includes changes in noise levels of less than 1 dB A, which are inaudible to the human ear.

4.6.5.3 Physiological Effects of Noise
Physical damage to human hearing begins at prolonged exposure (typically more than 8 hours, as defined by the Occupational Safety and Health Administration [OSHA]) to noise levels higher than 85

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-13 dBA. Exposure to high noise levels affects the entire physiological system, with prolonged noise exposure in excess of 75 dBA increasing body tensions (thereby, affecting blood pressure and functions of the heart and the nervous system). In comparison, extended periods of noise exposure above 90 dBA would result in permanent cell damage. When the noise level reaches 120 dB A, a tickling sensation occurs in the human ear, even with short -term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dB A, the tickling sensation is replaced by the feeling of pain in the ear. This is called the threshold of pain. A sound level of 160 to 165 dBA will result in dizziness or loss of equilibrium.

4.6.5.4 Vibration
Vibration refers to ground -borne noise and perceptible motion. Ground -borne vibration is almost exclusively a concern inside buildings and is rarely perceived as a problem outdoors, where the motion may be discernible, but without the effects associated with the shaking of a building there is less adverse reaction. Vibration energy propagates from a source through intervening soil and rock layers to the foundations of nearby buildings. The vibration then pr opagates from the foundation throughout the remainder of the structure. Building vibration may be perceived by occupants as the motion of building surfaces, the rattling of items on shelves or hanging on walls, or a low -frequency rumbling noise. The rumbli ng noise is caused by the vibrating walls, floors, and ceilings radiating sound waves. Annoyance from vibration often occurs when the vibration exceeds the threshold of perception by 10 dB or less. This is an order of magnitude below the damage threshold f or normal buildings.

To distinguish vibration levels from noise levels, the unit is written as “vibration velocity decibels” (VdB). Human perception to vibration starts at levels as low as 67 VdB and sometimes lower.

Annoyance due to vibration in residenti al settings starts at approximately 70 VdB. Ground -borne vibrations are almost never annoying to people who are outdoors. Although the motion of the ground may be perceived, without the effects associated with the shaking of the building, the motion does not provoke the same adverse human reaction.

Typical sources of ground -borne vibration are construction activities (e.g., blasting, pile driving and operating heavy-duty earthmoving equipment), steel-wheeled trains, and occasional traffic on rough roads. Problems with ground -borne vibration and noise from these sources are usually localized to areas within approximately 100 feet (ft) of the vibration source, although there are examples of ground-borne vibration causing interference out to distances greater t han 200 ft. 7 When roadways
are smooth, vibration from traffic, even heavy trucks, is rarely perceptible. Ground -borne noise is not likely to be a problem because noise arriving via the normal airborne path usually will be greater than ground-borne noise.

Ground-borne vibration has the potential to disturb people as well as damage buildings. It is not uncommon for construction processes such as blasting and pile driving to cause vibration of sufficient amplitudes to damage nearby buildings. 8 Ground-borne vibration is usually measured in

7 Federal Railroad Administration. 2012. High-Speed Ground Transportation Noise and Vibration Impact Assessment. September.
8 Ibid.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-14 terms of vibration velocity, either the root- mean-square (RMS) velocity or peak particle velocity (PPV).

Factors that influence ground-borne vibration and noise include the following:
• Vibration Source: Vehicle suspension, whe el types and condition, track/roadway surface, track support system, speed, transit structure, and depth of vibration source • Vibration Path: Soil type, rock layers, soil layering, depth to water table, and frost depth • Vibration Receiver: Foundation type, building construction, and acoustical absorption Among the factors listed above, there are significant differences in the vibration characteristics when the source is underground compared to at the ground surface. In addition, soil conditions are known to h ave a strong influence on the levels of ground -borne vibration. Among the most important factors are the stiffness and internal damping of the soil and the depth to bedrock.

Experience with ground-borne vibration indicates that: (1) vibration propagation is more efficient in stiff, clay soils than in loose, sandy soils; and (2) shallow rock seems to concentrate the vibration energy close to the surface and can result in ground -borne vibration problems at large distances from the source. Factors such as laye ring of the soil and depth to the water table can have significant effects on the propagation of ground -borne vibration. Soft, loose, sandy soils tend to attenuate more vibration energy than hard, rocky materials. Vibration propagation through groundwater is more efficient than through sandy soils.

In extreme cases, excessive ground -borne vibration has the potential to cause structural damage to buildings. For buildings considered of particular historical significance or that are particularly fragile structures, the damage threshold is approximately 96 VdB; the damage threshold for other structures is 100 VdB.
9 4.6.6 Thresholds of Significance
The following thresholds of significance are based on Appendix G of the State CEQA Guidelines .

Based on these thresholds, implementation of the proposed project would have a significant adverse impact related to noise if it would:

Threshold 4.6.1: Generate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies;
Threshold 4.6.2: Generate excessive ground-borne vibration or ground-borne noise levels; or Threshold 4.6.3: 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 miles

9 Harris, C.M., 1998. Handbook of Acoustical Measurements and Noise Control .

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-15 of a public airport or public use airport, expose people residing or working in the project area to excessive noise levels.

4.6.7 Project Impacts
Threshold 4.6.1: Would the project g enerate a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies?
CAAP: Less Than Significant Impact.

Short-Term Construction-Related Noise Impacts.

Less Than Significant Impact. The proposed project includes the proposed CAAP , which was included as a mitigation measure in the General Plan Land Use and Urban Design Elements EIR (2019 Certified Program EIR) and is a policy document that provides a framework outlining requirements, incentives, and potential policies to ensure sustainable development consistent with the adopted LUE. The proposed project is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development .

Implementation of certain CAAP Actions by the City or other agencies, such as perfor mance of municipal energy and water audits (BE-7), may not be subject to discretionary approval and project - level CEQA review. Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locatio ns, and future improvements would be analyzed at the project level and subject to CEQA as required. The proposed project would also be implemented through the application of the CAAP Checklist (Appendix D) for future discretionary projects to demonstrate consistency with this adopted plan and allow for streamlining in place of a project-level GHG emissions analysis pursuant to CEQA . In order to demonstrate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions to achieve the City’s GHG emissions targets and to minimize the impacts of climate change through CAAP Adaptation Actions . CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a future discretionary project does not include Tier 1 measures, equivalent measures for GHG emission reductions backed by substantial evidence must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

Tier 1 measures are required because they were quantified as part of the City’s GHG reduction pathway for new development. Tier 1 measures or equivalent strategies would also be required for other improv ements to existing development to demonstrate consistency with the goals and policies of the CAAP. Tier 1 measures required for the Building and Energy sector include zero - carbon electricity, building energy efficiency, reduction of energy use and supply o f renewable energy, and compliance with building energy codes and ordinances. There are no Tier 2 measures identified for the Building and Energy sector. Implementation of these measures would support the CAAP Actions for Building and Energy by requiring increased access to and incentives for clean electricity (BE-1 and BE-5), and increased use of solar panels and community solar (BE-2 and BE-3), or equivalent alternative measures . Energy improvements implemented for future developments through the CAAP Che cklist, such as rooftop solar and electric vehicle charging stations , are not

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-16 anticipated to result in substantial noise -generating construction activities. Other Building and Energy CAAP Actions supported by the measures listed on the CAAP Checklist would increase energy efficiency of existing facilities, electrify new residential and commercial buildings, and reduc e emissions from local oil and gas extraction. Tier 1 measures for the Transportation sector include trip reduction features to reduce vehicle miles traveled (VMT), incorporation of pedestrian, bicycle, and electric vehicle charging infrastructure, and compliance with the City’s Transportation Demand Management (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. Tier 2 measures for the Transportation sector include meeting the Transportation Screening Criteria and High -Density, Mixed-Use, Transit -Oriented, Walkable Infill Project Design. Implementation of Tier 1 measure s would support the CAAP Action s for Transportation by improving transit service (T- 1), providing bicycle, pedestrian, and electric vehicle infrastructure (T -2, T-3, and T-5), and integrating Senate Bill (SB) 743 to address VMT (T-7 and T-9). Implementation of the Tier 2 measures would support CAAP Actions to increase emplo yment and residential development along transit corridors and increased density and mixing of land uses (T -6 and T -8). Similar to the Building and Energy CAAP Actions above, future projects that include the development of new transit facilities and increas ed residential, commercial, and mixed -use development near transit facilities would be analyzed for consistency with the adopted LUE, Mobility Element, and PlaceTypes and would be subject to project-level CEQA review . Tier 1 measures required for the Waste sector include the recycling of appropriate materials and organics waste diversion. Tier 2 measures for the Waste sector include incorporation of on -site composting, mulching, and/or anaerobic digestion. Implementation of the Tier 1 measures would support CAAP Actions for Waste by requiring recycling compliance (W-1) and organic waste diversion (W-2). Such actions would not require any construction activities, but rather are programs that would be implemented with existing facilities. Other CAAP Actions for Waste (W3 and W4) would expand communitywide participation in organic waste collection and diversion. Any future facilities or other development needed to support these actions would be subject to project- level CEQA review.

As desc ribed above, t here are several measures to support the CA AP Actions that would be implemented with future discretionary projects, which would involve retrofits to existing buildings , new development near transit, and changes to the existing streetscape such as expanded bicycle and pedestrian networks . Several measures to support the CAAP Actions include improvements or programs that would apply to existing buildings, facilities , and infrastructure within the City, and no construction or construction -related noise would occur. All future discretionary projects either to implement CAAP strategies and/or that utilize the CAAP Checklist to achieve the City’s GHG emissions targets would be reviewed under CEQA and would be required to undergo the Site Plan Review process. Construction activities associated with future discretionary projects implementing the measures to support the CAAP Actions could result in temporary or periodic increases in ambient noise levels at development sites throughout the City. Construction is performed in discrete steps, each of which has its own mix of equipment and, consequently, its own noise characteristics.

These phases would change the character of the noise generated on project sites and, therefore, the noise levels surro unding the si tes as constructi on progresses. Table 4.6.C lists typical maximum noise levels for various pieces of construction equipment, as measured at a distance of 50 ft from the operating equipment.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-17 Table 4.6.C: Noise Emission Reference Levels and Usage Factors Equipment Description Acoustical
Usage Factor1 Predicted Lmax at 50 feet (dBA, slow)2 Actual Measured Lmax at 50 feet (dBA, slow)3
All Other Equipment > 5 HP 50 85 N/A4
Backhoe 40 80 78
Compactor (ground) 20 80 83
Compressor (air) 40 80 78
Crane 16 85 81
Dozer 40 85 82
Dump Truck 40 84 76
Excavator 40 85 81
Flat Bed Truck 40 84 74
Front-End Loader 40 80 79
Generator 50 82 81
Gradall 40 85 83
Grader 40 85 N/A
Impact Pile Driver 20 95 101
Man Lift 20 85 75
Paver 50 85 77
Pickup Truck 40 55 75
Roller 20 85 80
Scraper 40 85 84
Tractor 40 84 N/A
Source: Federal Highway Administration (FHWA). Construction Noise Handbook, Table 9.1 (August 2006).

Note: Noise levels reported in this table are rounded to the nearest whole number. 1 Usage factor is the percentage of time during a construction noise operation that a piece of construction equipment is operating at full power.
2 Maximum noise levels were developed based on Specification (Spec.) 721.560 from the Central Artery/Tunnel (CA /T) program to be consistent with the City of Boston’s Noise Code for the “Big Dig” project. 3 The maximum noise level was developed based on the average noise level measured for each piece of equipment during the CA/T program in Boston, Massachusetts.
4 Since the maximum noise level based on the average noise level measured for this piece of equipment was not available, the maximum noise level developed based on Spec 721.560 would be used. dBA = A-weighted decibel
Lmax = maximum instantaneous noise level
N/A = not applicable

Noise-sensitive receptors include residences, schools, hospitals, churches , and similar uses that are sensitive to noise. Construction of future discretionary projects that utilize the CAAP Checklist could adversely affect nearby noise -sensitive land uses. All future discretionary projects that implement the CAAP would be analyzed for consistency with the growth projections contemplated in the adopted LUE and analyzed in the 2019 Certified Program EIR. In addition, a list of construction best management practices (BMP s) are outlined in Mitigation Measure (MM) NOI -1 from the 2019 Certified Program EIR and would be applied to future discretionary projects as applicable. MM NOI-1 of the 2019 Certified Program EIR is a project-level mitigation measure and therefore does not apply to the proposed project but would apply to future projects that implement the CAAP Actions.

Where there is the potential for construction -related noise impacts, they would be routin ely addressed through project -level environmental review and permitting. In addition, a ll future discretionary projects would be subject to the standards of the City’s Municipal Code. Construction noise is permitted by the City Municipal Code when activities occur between the hours of 7:00 a.m. and 7:00 p.m. on weekdays and federal holidays, and between 9:00 a.m. and 6:00 p.m. on Saturdays. No construction would be permitted on Sundays. Construction noise impacts are

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-18 currently exempt from specific noise levels limits. Specific construction projects that may occur with implementation of the measures to support the CAAP Actions , including location and noise levels at surrounding sensitive receptors, are unknown at this time. Future discretionary projects including those that utilize the CAAP Checklist would be reviewed on a project -by-project basis, and mitigation would be identified during project -level review as appropriate. It should be noted that the construction of these future discretionary projects does not constitute the CAAP project; they are the projects that would be incorporating measures to support the CAAP Actions, which in and of themselves do not involve the construction of buildings. Therefore, the proposed pro ject would result in a less than significant impact related to substantial increases in ambient noise levels.

As described above, in addition to the Tier 1 and Tier 2 measures to support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future development to achieve the GHG emissions targets of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding . The Adaptation Actions provide g eneral strategies that may be needed to lessen climate change impacts based on the CAAP Vulnerability Assessment. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets , Adaptation Actions are listed in the C AAP Checklist for future discretionary projects to incorporate, as applicable, and to demonstrate consistency with the overall goals and strategies of the CAAP. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as fut ure projects or improvements that would lessen the impacts of climate change on critical infrastructure and public facilities. The proposed CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions. There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of Adaptation Actions in the CAAP as specific projects and locations are unknown . Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations, and future improvements would be analyzed on a project level pursuant to CEQA and for consistency with the Noise Ordinance. Therefore, potential construction noise impacts of the Adaptation Actions would be less than significant, and no mitigation is required.

Long-Term Stationary-Source Noise Impacts.

Less Than Significant Impact. Approval of the proposed CAAP would not result in the physical development of any buildings or structures, nor would it grant any entitlements for development.

As described above, Tier 1 measures to support the CAAP Actions related to Building and Energy are designed to ensure that future discretionary projects contribute to a reduction in GHG emissions, such as through increased use of zero -carbon electricity and/or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Other Tier 1 measures would support Building and Energy CAAP Actions by requiring energy efficient improvements and increased use of solar power and clean energy sources that would be constructed on existing or prop osed buildings (e.g., new rooftop solar or retrofits ). Most of these new improvements to facilitate CAAP Actions would be constructed within or on existing or proposed buildings (e.g., rooftops) and are not expected to result in additional stationary noise impacts. Furthermore, green energy and energy - efficient retrofits may reduce stationary operational noise from e xisting energy generators.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-19 Measures to support the CAAP Actions related to Transportation include expansion of the bicycle and pedestrian network and other measures to reduce vehicle miles traveled ( VMT), and increased housing and employment along major tr ansit corridors and increased density and mixing of land uses. However, any future discretionary projects that would implement measures to support the CAAP Actions would be consistent with the adopted LUE as analyzed in the 2019 Certified Program EIR and w ould therefore, not result in additional impacts related to the exposure of sensitive land uses to transit corridor noise. In addition, several General Plan policies are related to the reduction of transportation -related noise within the City. Future discretionary projects that implement measures to support the CAAP Actions related to increased transit, bicycle, and pedestrian facilities would support the reduction in VMT and subsequently reduce transportation -related noise within the City. CAAP Actions and measures to support actions related to Waste include, but are not limited to, actions that encourage recycling compliance and expanded organic waste collection , which may result in new facilities for organic wast e processing. However, such new facilities would be subject to their own project-level CEQA review.

All future discretionary projects that implement the project-level measures in the CAAP Checklist to achieve the City’s GHG emissions targets or demonstra te consistency with the goals and policies of the CAAP would be reviewed under CEQA and would be required to undergo the Site Plan Review process. Additionally, all future development projects would be subject to applicable local land use and noise compatibility standards. The City’s Municipal Code addresses noise in Title 8: Health and Safety, Chapter 8.80, Noise. The primary objective of Chapter 8.80 is to establish exterior and interior noise standards at receiving land uses. Therefore, implementation of the proposed project would not expose persons to noise levels in excess of the City’s Municipal Code, and no mitigation would be required.

As described above, in addition to the Tier 1 and Tier 2 measures to support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future discretionary projects to achieve the GHG emissions target of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. While the incorporation of Adaptation Actions strategies would not be required to meet the City’s GHG reduction targets , they are included on the CAAP Checklist for future discretionary projects to implement as applicable, and could help les sen the impacts of climate change on future development projects and the community . Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessen the impacts of climate change on critical infrastructure and public facilities. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions . There is not sufficient information at this time to analyze potential future physical improvements that are suggested as Adaptation Actions in the CAAP as specific projects and locations are unknown . Additional analysis will be need ed to develop specific adaptation approaches and projects at specific locations, and future improvements would be analyzed on a project level pursuant to CEQA and for consistency with the Noise Ordinance. Therefore, potential operational noise impacts of t he Adaptation Actions would be less than significant at a program level, and no mitigation is required.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-20 Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and int o compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in noise impacts .

Therefore, the Safety Element U pdate would have no impact related to increase s in ambient noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies, and no mitigation is required.

Threshold 4.6.2: Would the project g enerate excessive ground -borne vibration or ground - borne noise levels?
CAAP: Less Than Significant Impact . As discussed previously, the proposed project is a policy/planning action and approval of the CAAP at a programmatic level does not constitute approval of physical development necessary to implement CAAP Actions that would require project- level CEQA review , nor would it grant any entitlements for development that would result in ground-borne vibration or noise. As described above, the proposed project includes Tier 1 measures to support the CAAP Actions related to Building and Energy designed to ensure that future discretionary projects reduce GHG emissions, such as through increased use of clean electricity or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals.

Other Tier 1 measures would support Building and Energy CAAP Actions by requir ing energy efficiency improvements and the increased use of solar power and clean electricity sources. The CAAP Checklist also includes Tier 1 and Tier 2 measures to support Transportation CAAP Actions including expansion of the bicycle and pedestrian netw ork and other measures to reduce VMT, increased housing and employment along major transit corridors , and increased density and mixing of land use s. Measures to support the CAAP Actions for Waste include encourag ing recycling compliance and expanded organic waste collection.

As noted above, most of the measures to support the CA AP Actions that would be implemented as part of future discretionary projects would be constructed within or on existing development (e.g., rooftop solar, bicycle amen ities). These minor improvements to existing structures would not require construction methods that would generate excessive ground -borne vibration or ground - borne noise levels. In addition, CAAP Actions and measures to support actions related to Waste may result in new facilities for organic waste processing that would support organic waste collections and processing; however, such new facilities would be subject to their own project -level CEQA review to determine whether these i mprovements would result in an increase in the number of large trucks or add any sources of permanent operational ground-borne vibration.

Although construction details are unknown, construction of future discretionary projects that would implement measures to support the CAAP Actions, such as projects that would increase employment and residential development along primary transit corridors (T -6), may require the use of impact tools that are typically associated with substantial vibrational impacts, such as pile drivers, jackhammers, impact hammers, and earth compaction tools. The operation of heavy -duty construction equipment could generate localized ground -borne vibration in the vicinity of the construction activity. Depending on the proximity of construction of future projects to receptors and existing structures, construction activities could generate excessive ground vibration and potentially

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-21 disturb nearby receptors or damage surrounding existing structures. C onstruction of mixed-use and transit-oriented development is likely to be in proximity to existing structures. Construction - generated ground-borne vibration has the potential to structurally damage surrounding structures.

All future discretionary projects that implement the CAAP would be analyzed for consistency with the growth projections contemplated in the adopted LUE and analyzed in the 2019 Certified Program EIR. In addition, as discussed above, a list of construction BMPs are outlined in MM NOI-1 from the 2019 Certified Program EIR . These BMP measures are identified for future project developments that may be implemented under the proposed project that would require environmental evaluation under CEQA. MM NOI-1 of the 2019 Certified Program EIR is a project - level mitigation measure and therefore does not apply to the proposed project but would apply to future projects that implement the CAAP.

Where there is the potential for ground-borne vibration impacts, they would be routinely addressed through project -level environmental review and permitting. All future discretionary projects that would utilize the CAAP Checklist would be subject to review under CEQA and required to comply with any requirements in effect when the review is conducted, including the Noise Ordinance requirements. Chapter 8.80 of the City’s Noise Ordinance limits the operation of any device that creates vibration, including pile driving, that is above the vibration perception threshold. Future discretionary project that implement measures to support the CAAP Actions would be reviewed on a project-by-project basis , and mitigation would be identified during project -level review as appropriate. It should be noted that the construction of these future discretionary projects does not constitute the CAAP project; they are the projects that would be incorporating measures to support the CAAP Actions, which in and of themselves do not involve the construction of buildings. Future projects that do not utilize the CAAP Checklist but that are implementing CAAP Actions would also be subject to the City’s Noise Ordinance. Therefore, impacts related to excessive ground -borne vibration or ground-borne noise levels would be less than significant. No mitigation is required.

The proposed CAAP also identifies Adaptation Actions, which provide general strategies for potential future projects that may lessen climate change in particular locations throughout the City. While the incorporation of Adaptation Actions strategies would not be required to meet the City’s GHG reduction targets, they are included on the CAAP Checklist for future discretionary projects to implement as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessening the impacts of climate change on critical infrastructure and public facilities. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact. There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of Adaptation Actions in the CAAP because there is not eno ugh information to evaluate specific projects. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations , and future discretionary projects would be analyzed on a project level pursuant to CEQA . Therefore, potential vibration impacts of the Adaptation Actions would be less than significant, and no mitigation is required.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-22 Safety Element Update : No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in noise or vibration impacts. Therefore, the Safety Element Update would have no impact related to the generation of excessive ground-borne vibration or ground-borne noise levels, and no mitigation is required.

Threshold 4.6.3: 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 miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? CAAP: Less Than Significant Impact. As previously described, aircraft noise in the City of Long Beach is primarily related to aircraft operations at Long Beach Airport, Los Angeles International Airport, and John Wayne Airport. Long Beach Airport is located centrally within the City, approximately 3 miles northeast of Downtown.

As discussed previously, the proposed project is a policy/planning action and a pproval of the CAAP at a programmatic level does not constitute approval of physical development necessary to implement CAAP Actions that would require project -level CEQA review , nor would it grant any entitlements for development. As described above, the proposed project includes Tier 1 measures to support the CAAP Actions related to Building and Energy designed to ensure that future discretionary projects reduce GHG emissions, such as through the increased use of clean electricity or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Other tier 1 measures would support Building and Energy CAAP Actions by requiring energy efficiency improvements and the increased use of solar power and clean ele ctricity sourc es. The CAAP Checklist also includes Tier 1 and Tier 2 measures to support Transportation CAAP Actions including expansion of the bicycle and pedestrian network and other measures to reduce VMT, increased housing and employment along major transit corridors , and increased density and mixing of land uses. Measures to support CAAP Actions for Waste include encouraging recycling compliance and expanded organic waste collection.

Implementation of the CAAP Actions and Adaptation Actions may involve new or remodeled construction activities that may generate a limited number of new employees or residents that may be located in proximity to the Long Beach Airport, exposing people residing or working in t hese areas to excessive noise levels from aviation activities. As noted previously, all future discretionary projects would be analyzed for consistency with the growth projections contemplated in the adopted LUE and analyzed in the 2019 Certified Program E IR. A doption of the CAAP as a policy action is intended to allow the City to meet its GHG reduction goals with the development anticipated in the adopted LUE and would not present additional impacts as it does not include any additional development. Additionally, all future discretionary projects that utilize the project-level measures in the CAAP Checklist to achieve the City’s GHG emissions targets or demonstrate consistency with the goals and policies of the CAAP would be reviewed under CEQA , would be required to undergo the Site Plan Review process, and would be subject to applicable federal, State, and local aviation safety regulations. As stated in Section 16.43.050 of the Municipal Code, it is the

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-23 goal of the City that Incompatible Property in the vicinity of the Airport shall not be exposed to noise above 65 dBA CNEL. Therefore, the proposed project would not result in the exposure of sensitive receptors to excessive noise levels from aircraft noise sources. No mitigation measures are required.

The proposed CAAP also identifies Adaptation Actions, which provide general strategie s and potential future projects that may lessen climate change in particular locations throughout the City.

While Adaptation Actions strategies would not be required to meet the City’s GHG reduction targets, they are included on the CAAP Checklist for future discretionary projects to implement as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP. Other Adaptation Actions are anticipated t o be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessening the impacts of climate change on critical infrastructure and public facilities. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact. There is not sufficient information at this time to analyze potential future physical improvements that may be needed to implement the proposed framework of Adaptation Actions in the CAAP because there is not enough information to evaluate specific projects. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations , and future development would be analyzed on a project level pursuant to CEQA.

With compliance with local and State regulations and requirements, the proposed project would have less than significant impacts related to the exposure of sensitive receptors to excessive noise levels from aircraft noise sources. No mitigation is required.

Therefore, the Safety Element U pdate would have no impact s related to the exposure of sensitive receptors to excessive noise levels from aircraft noise sources. No mitigation is required.

4.6.8 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to noise, and no mitigation is required.

4.6.9 Compliance Measures and Project Design Features
The proposed project does not include any physical development of any buildings or structures, would not be required to adhere to any compliance measures, and as a planning action , does not include any project design features related to noise.

4.6.10 Mitigation Measures
No mitigation measures related to noise are required for the proposed project.

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4.6.11 Level of Significance after Mitigation
There would be no significant unavoidable adverse impacts related to noise, and no mitigation is required.

4.6.12 Cumulative Impacts
As defined in the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects. A cumulative noise or vibration impact would occur if multiple sources of noise and vibration combine to create impacts in close proximity to a sensitive receptor. Therefore, the cumulative area for noise impacts includes the planning area, which covers the entire 50 square miles within the limits of the City of Long Beach and any sensitive receptors within the planning area.

Cumulative growth within the City could result in temporary or periodic increases in ambient noise levels at development sites throughout the City. As described previously , the proposed project does not include physical improvements or development . The proposed project would be implemented through future projects for which there is not yet enough information to analyze and that would be subject to project-level CEQA analysis, and through the application of the CAAP Checklist (Appendix D) to future development projects to ensure incorporation of CAAP strategies and to meet the City’s GHG reduction target. In order to demonstrate consistency with the proposed CAAP, future discretionary projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions , achieve the City’s GHG emissions targets , and demonstrate consistency with the goals and polices of the CAAP . Measures to support the CA AP Actions would be implemented with future discretionary projects and may include construction of new facilities or retrofits to existing buildings , new transit and waste facilities, and changes to the existing streetscape. Although the locations of these future discretionary projects are unknown, if the construction of a nearby project occurs at the s ame time as the construction of another project implementing Tier 1 or Tier 2 measures or Adaptation Actions, cumulative construction noise effects could occur. Where there is the potential for these cumulativ e impacts, they would be addressed through project -level CEQA review and would be analyzed for consistency with the growth projections contemplated in the adopted LUE and analyzed in the 2019 Certified Program EIR .

Construction activities associated with future discretionary projects that implement the measures to support the CAAP Actions or Adaptation Actions would be subject to compliance with the project- level MM NOI-1 identified in the 2019 Certified Program EIR and the City’s Noise Ordinance to ensure that noise impacts from construction sources are reduced.

Additionally, as stated previously, the measures to support the CAAP Actions and Adaptation Actions would be implemented with future discretionary projects that would be evaluated for consisten cy with the adopted LUE. The overall intent of the CAAP as a mitigation m easure of the 2019 Certified Program EIR is to allow for the City to meet its GHG reduction targets while accommodating the development anticipated in the adopted LUE . Potential future discretionary projects that would implement the measures to support the CAAP Actions and Adaptation Actions would result in only minor employment increases and associated population growth already anticipated by the adopted LUE. Furthermore, the CAAP Actions include encouraging increased housing and employment along major transit corridors and increased density and mixing of land use s. Therefore, future projects

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.6 Noise.docx «03/15/22» 4.6-25 that implement measure s consistent with these CAAP Actions would also be consistent with the adopted LUE and such development would not result in additional impacts related to the exposure of sensitive land uses to transit corridor noise beyond those considered by the 2019 Certified Program EIR. Additionally, the proposed CAAP would not generate substantial increases in traffic or a cumulatively considerable contribution to regional noise conditions as it does not result in physical development. Measures to support the CAAP Actions related to transportation would also serve to reduce transportation noise within the City. T herefore, implementation of the proposed project is less than cumulatively significant, and no mitigation is required.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-1

4.7 POPULATION AND HOUSING
This section provides a discussion of the existing population, housing, and employment characteristics in the City of Long Beach (City) , as well as an analysis of potential impacts that could result from implementation of the proposed Climate Action and Adaptation Plan ( CAAP) and Safety Element Update (proposed project) with regard to population, housing, and employment. This section is b ased on sources of demographic information provided by agencies including the Southern California Association of Government s (SCAG), the State of California Department of Finance (DOF), the United States Census Bureau (U.S. Census Bureau) American Community Survey (ACS), the 2029 Housing Element (2022) of the City’s General Plan , the City’s General Plan Land Use Element (2019), and the United States Department of Housing and Urban Development (HUD) Assessment of Fair Housing (AFH) (2016), as well as the City’s own records. As described in Chapter

3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element update and is considered a policy/planning action. The proposed project is a policy plan and in and of itself does not include physical improvements or development . Given the lack of known detail as to the timing, location, and exact nature of future projects needed to implement the CAAP , impacts from implementation of all future CAAP Actions at this time would b e speculative. Any future discretionary projects would also be subject to project -level CEQA as required. Therefore, the analysis in this Subsequent Environmental Impact Report (SEIR) focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist (CAAP Checklist) required for future discretionary projects, as well as the potential programmatic level impacts of the CAAP Actions, Adaptation Actions, and the Safety Element Update.

4.7.1 Scoping Process
The City of Long Beach (C ity) received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this SEIR. One comment letter included comments related to population and housing.

The lett er from SCAG received on September 24, 2021, suggested that the Draft SEIR provide a discussion of the proposed project’s consistency with the goals of the 2020 –2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), also known as Con nect SoCal.

Connect SoCal is a long -range visioning plan that balances future mobility and housing needs with goals for the environment, economy, social equity, environmental justice, and public health. An analysis of the project’s consistency with SCAG’s regional growth forecasts is provided in Section

4.7.7 below. In addition, please refer to Section 4.5, Land Use and Planning, for a detailed consistency analysis of the proposed project with the goals and policies of Connect SoCal.

4.7.2 Existing Environmental Setting

4.7.2.1 Population, Housing, and Employment Trends in the City and County The planning area includes the entire 50 square miles within the City’s jurisdictional limits . In its existing condition, the City is largely urbanized and includes a range of housing types and land uses that provide housing and employment opportunities to its residents.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-2 Population Growth. According to the population estimates by the 2019 ACS, the estimated population numbers for the City of Long Beach and the County of Los Angeles in 2019 were 462,645 and 10,014,009 persons, respectively.1 These represent a decrease from the existing conditions at the time of the General Plan Land Use and Urban Design Elements EIR (2019 Certified Program EIR ) that utilized the data from the 2017 ACS , which reported estimates of 4 69,459 and 10,163,507 persons, respectively.

As shown below in Table 4.7.A, SCAG projections included in the Final 2020– 2045 RTP indicate that the City’s 2016 population was estimated to be 470,900. The City’s population is anticipated to grow by approximately 3 .9 percent (approximately 18,7 00 persons and 0.16 percent per year ) between 2016 and 2045. The percentage of growth for the City anticipated in the 2019 Certified Program EIR was also 3.9 percent between 2015 and 2040. The Cou nty is expected to experience a higher increase of approximately 15.4 percent (approximately 1,564,000 persons and 0.53 percent per year) between 2016 and 2045. The percent age of growth for the C ounty anticipated in the 2019 Certified Program EIR was 13.3 percent between 2015 and 2040.

Table 4.7.A: Population Forecasts for the City of Long Beach and the County of Los Angeles
2016 2045
Change
2016–2045
Percentage
of Change
2016–2045 No. of Years
Percentage of
Change per Year
City of Long Beach 470,900 489,600 18,700 3.9% 25 0.16% Los Angeles County 10,110,000 11,674,000 1,564,000 15.4% 25 0.61% Source: SCAG, Connect SoCal Demographics and Growth Forecast (September 2020).

SCAG = Southern California Association of Governments

As identified in Table 4. 7.A, recent growth trends projected by SCAG suggest that population in the County is anticipated to increase at a faster rate through horizon year 2045 than growth projections for the City. The projected increases in population in the County are likely attributed to the net migration of individuals moving into the region due to the recent increase in job availability, whereas the lower rate of population growth in the City may be an indicator of the demand for additional employment opportunities in the City.

Housing. As illu strated by Table 4.7 .B, the City is anticipated to experience an approximately

17.5 percent increase in the number of households between 2016 and 2045 (an additional 29,600 housing units). The percentage of growth for the City anticipated in the 2019 Certified Program EIR was 17.4 percent between 2015 and 2040. The County is anticipated to experience a higher rate of increase in households than the C ity at approximately 24.1 percent between 2016 and 20 45. The percentage of growth for the County anticipated in the 2019 Certified Program EIR was 10.9 percent between 2015 and 2040.

1 U.S. Census Bureau , American Community Survey . 2019 ACS 1-Year Estimates, Table B01003. Website:
https://data.census.gov (accessed December 28, 2018).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-3 Table 4.7.B: Housing Forecasts for the City of Long Beach and the County of Los Angeles
2016 2045
Change
2016–2045
Percentage
Change
2016–2045
No. of
Years
Percentage
of Change
per Year
City of Long Beach 168,600 198,200 29,600 17.5% 25 0.70% County of Los Angeles 3,319,000 4,119,000 800,000 24.1% 25 0.96% Source: SCAG, Connect SoCal Demographics and Growth Forecast (September 2020).

SCAG = Southern California Association of Governments

As illustrated by Tables 4. 7.A and 4.7 .B, the City’s population is anticipated to increase at a lower rate than the rate of household growth in the City due to overcrowding of existing households. As detailed in the AFH, 12 .2 percent of all households in the City are experiencing overcrowding. It appears that this overcrowding is due to several factors, including a mismatch between the housing stock and the needs of households in the City, a lack of sufficient growth in housing supply in recent decades that has not kept up with population growth, and a lack of sufficient affordable housing options to meet the needs of existing residents.

Employment. As of August 2021, the City ha d a labor force of 2 35,600 and the County ha d a labor force of 5,099 ,000, with approximately 24,100 and 517,000 people unemployed, respectively. 2 The August 2021 unemployment rate was 10.2 percent for the City and 10.1 percent for the County.3 As shown in Table 4.7 .C, the percentage of residents employed in the City is anticipated to increase by approximately 18. 9 percent resulting in approximately 2 9,500 new employees by 2045 . The percentage of growth for the City anticipated in the 2019 Certified Program EIR was 1 8.6 percent between 2015 and 2040. The County’s employment is also anticipated to increase, but to a slightly lesser degree, at 12.3 percent by 2045. The percentage of growth for the County anticipated in the 2019 Certified Program EIR was 17.1 percent between 2015 and 2040.

Table 4.7.C: Employment Forecasts for the City of Long Beach and the County of Los Angeles
2016 2045
Change
2016–2045
Percentage
Change
2012–2040
No. of
Years
Percentage
of Change
per Year
City of Long Beach 155,900 185,400 29,500 18.9% 25 0.75% County of Los Angeles 4,743,000 5,328,000 585,000 12.3% 25 0.49% Source: SCAG, Connect SoCal Demographics and Growth Forecast (September 2020).

SCAG = Southern California Association of Governments

2 State of California Employm ent Development Department (EDD). 2021. Monthly Labor Force and Unemployment Rate for Cities and Census Designated Places, Los Angeles County. Website:
https://www.labormarketinfo.edd.ca.gov/geography/losangeles-county.html (accessed on September 28, 2021).
3 Ibid.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-4 The City is home to small businesses and larger corporations that represent several employment sectors. Although the City’s economy has historically been comprised of aerospace and manufacturing industries, over the last 25 years , the City’s economy has tr ansitioned to a knowledge-based economy with the primary employment sectors consisting of medical and educational businesses.

4.7.3 Regulatory Setting

4.7.3.1 Federal Policies and Regulations
In 2016, the City adopted an Assessment of Fair Housing ( AFH) under the guida nce of and as required by the United States Department of Housing and Urban Development (HUD). The AFH provided direction for the City to address a variety of housing issues identified through data and processes recommended by HUD . The housing issues ident ified for Long Beach include the disproportionate needs of protected classes, the need for more affordable housing throughout the City, and the need to reduce both displacement and overcrowding in the City. Relatedly, the AFH found that the high number of large households in the City exacerbates overcrowding and housing affordability, and the AFH provided a set of recommendations to tackle the aforementioned issues.

These recommendations included reducing barriers to housing construction in the City includi ng through the adopted updates to the Land Use Element, expanding the supply of affordable and overall housing, and diversifying the housing stock to provide options for households of various incomes, size, age, and family needs.

4.7.3.2 State Policies and Regulations
2017 Legislative Housing Package. In 2017, Governor Jerry Brown signed a historic housing package that consisted of 15 bills aimed at addressing the State’s affordable housing crises. While each of these bills take s different approaches to in creasing the supply of affordable housing units, several bills aim to facilitate privately funded housing by streamlining local and environmental review processes for certain types of high-priority housing developments.

Senate Bill 35. Senate Bill (SB) 35 requires cities and counties to follow a streamlined local review process for particular housing projects if the city or county has failed to meet established goals for accommodating a fair share of new housing development , as identified in the City’s Regional Housing Needs Assessment (RHNA) . SB 35 requires cities and counties to streamline the review and approval of certain affordable housing projects by providing a ministerial process to approve such processes, thereby removing the requirement for CEQA review.

Under this process, a project applicant may request a streamlined review and a ministerial approval if a project meets specific eligibility criteria. Eligible projects include the following:
• Urban Infill: The project is l ocated in an urban area with 75 percent of the site’s perimeter already developed.
• Number of Units: The project includes at least two residential units.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-5 • Designated for Residential Uses: General Plan and/or Zoning Classification that allows for residential or mixed-use development with at least two -thirds of the total square footage as residential.
• Location: The project c annot be located on a property that is within any of the following areas: coastal zone, prime farmland, wetlands, very high fire hazard severity zone, hazardous waste site, delineated earthquake fault zone, flood plain, floodway, community conservation plan area, habitat for protected species, under a conservation easemen t, or located on a qualifying mobile home site.
• Demolition of Residential Units : The development would not demolish any housing units that have been occupied by tenants in the last 10 years; are subject to rent or price control; or are subject to a covenant, ordinance, or law that restricts rents to affordable persons and facilities of moderate, low, and/or very low incomes.
• Historic Buildings: The project would not demolish a historic structure, as listed on a national, State, or local historic register.
• Consistent with Objective Planning Standards: The project meets all objective General Plan, Zoning, and Design Review standards in effect at the time an application is submitted. SB 35 defines objective standards as those that involve no personal or subjec tive judgment by a public official and are verifiable by reference to an external benchmark or criterion. • Prevailing Wages: If the development is not in its entirety a public work, all construction workers shall be paid at least the general prevailing rate of per diem wages for the type of work and geographic area.
• Skilled and Trained Workforce Provisions: A skilled and trained workforce must complete the development if the project consists of 75 or more units that are not 100 percent subsidized affordable housing.
• Subdivisions: The project does not involve a subdivision subject to the California Subdivision Map Act, unless the project either receives a low -income housing tax credit and is subject to prevailing wages, or is subject to requirements to pay pre vailing wages and to use a skilled and trained workforce.
• Parking: The project must provide at least one parking space per unit; however, a project may not be subject to parking requirements under the following conditions: (1) the project is located within a half mile of a public transit stop, (2) is located in an architecturally and historically significant historic district, (3) on-street parking permits are required, but are not offered to the development occupants, or (4) there is a car share vehicle located within one block of car share stations.

SB 35 also requires local jurisdictions to report more complete information about their progress in meeting housing goals to the California Department of Housing and Community Development.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-6 Senate Bill 540 . Senate Bill (SB) 540 allows local governments to create Workforce Housing Opportunity Zones, which are defined as areas within a city or county that are designated for expedited housing development. In order to create Workforce Housing Opportunity Zones, cities or counties must require that at least half of the housing units are affordable to households with low or moderate incomes. Within the zones, local governments must also complete environmental and planning reviews in advance so that individual housing projects subsequently proposed within the zones are not subject to project -specific reviews or environmental challenges. Qualified housing projects must also pay prevailing wages to construction workers.

Local governments that create these zones may also apply for State grants or zero-interest loans to cover the costs of completing the needed planning and environmental review processes.

Assembly Bill 73 . Assembly Bill (AB) 73 allows cities and counties to create Housing Sustainability Districts. These districts are s imilar to the Workforce Housing Opportunity Zones in SB 540 but are different in that they must include at least 20 percent affordable units.

Regional Housing Needs Assessment. California General Plan Law (Government Code Section 65580 et seq .) requires each city and county to have land zoned to accommodate its fair share of the regional housing need . Housing unit construction goals are set by the California Department of Housing and Community Development and allocated to cities through regional planning agencies such as SCAG. This share for the SCAG region is known as the Regional Housing Needs Assessment ( RHNA). The RHNA is not a mandate to construct the full number of housing units for the region; rather, the RHNA allocation process establishes short -term construction needs and the fair distribution of housing needs among income groups.

The California Department of Housing and Community Development determined that the projected housing need for the Southern California region (including the Counties of Los Angeles, Orange, Riverside, San Bernardino, Ventura, and Imperial) is 1,341,827 new housing units for the 2021–2029 planning period. 4 SCAG allocated this projected growth to the various cities and unincorporated county areas in the SCAG region, creatin g the RHNA. The RHNA is divided into four income group categories: extremely/very low, low, moderate, and above moderate income.

Future housing needs refers to the proportion of the region’s future housing needs allocated to a community. Each jurisdiction’ s future housing need is calculated in terms of four factors:
(1) the number of units needed to accommodate forecast ed global household growth; (2) the number of units needed to replace demolition due to attrition in the housing stock (i.e., fire damage, o bsolescence, and conversion to non -housing uses); (3) maintenance of an ideal vacancy rate for a well -functioning housing market; and (4) an adjustment to avoid an overconcentration of lower-income households in any one jurisdiction.

4 California Department of Housing and Community Development, Division of Housing and Policy Development. Regional Housing Need Assessment Determination for the SCAG Region (July 1, 2021).

Website: https://scag.ca.gov/sites/main/files/file-attachments/6th-cycle-rhna-final-allocation-plan.pdf? 1625161899 (accessed September 28, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-7 As noted below, Califo rnia State law requires local jurisdictions to update their General Plan Housing Element every 8 years due to the fact that housing needs are recognized as a statewide concern. Pursuant to State law, the Housing Element must identify the City’s housing needs, sites that can accommodate those needs, and policies to assure that the housing units necessary to meet those needs could be provided. Consistent with the RHNA requirements for the planning period of 2021-2029, the City updated its 2014 General Plan Housing Element and adopted it i n February 2022. The Housing Element Update addressed SCAG’s 6th Cycle RHNA Final Allocation Plan, adopted in March 2021. The City’s RHNA allocation for the 6th Cycle is 26,502 housing units.

Local and Regional Policies and Regulations.

Southern California Association of Governments. SCAG is a regional council consisting of the following six counties: Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. In total, the SCAG region encompasses 191 cities and over 38,000 square miles within Southern California. SCAG is the Metropolitan Planning Organization (MPO) serving the region under federal law, and serves as the Joint Powers Authority, the Regional Transportation Planning Agency, and the Council of Governments under State law. As the Regional Transportation Planning Agency, SCAG prepares long-range transportation plans for t he Southern California region, including the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and the 2008 RCP. SCAG divides its six-county planning area into 15 subregions. The City of Long Beach is located within the Gateway Cities Council of Governments subregion. 5 SCAG prepares several plans to address regional growth, including the Regional Comprehensive Plan, the Southern California Sustainability Planning Grant (formerly known as the Compass Growth Vision), the RHNA, the RTP, the RTP Program, and annual State of the Region reports to measure progress toward achieving regional planning goals and objectives.

SCAG’s policy direction is guided by the 86 -member official governing board known as the Regional Council. The Regional Council is composed of 67 districts that include an elected representative of one or more cities of approximately equal population levels that have a geographic community of interest (except the City of Long Beach, which has two representatives). Additionally, membership on SCAG’s Regional Council includes one representative from each county’s Board of Supervisors (except the County of Los Angeles, which has two representatives). SCAG’s Regional Council also includes one representative of the Southern California Native American Tribal Governments. All members of the Los Angeles City Council are considered members of the SCAG Regional Council, and the Mayor of the City of Los Angeles serves as the Los Angeles City At-Large Representative.

SCAG’s Regional Comprehensive Plan. In October 2008, SCAG adopted the Regional Comprehensive Plan ( RCP) for the purpose of providing a comprehensive strategic plan for defining and solving housing, traffic, water, air quality, and other regional challenges. The 2008 RCP has two primary objectives in implementing this strategic plan: (1) integrating

5 Gateway Cities Council of Governments. Gateway Cities Member Agency Contacts. Website: http://www. gatewaycog.org/who-we-are/member-agency-contacts (accessed August 6, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-8 transportation, land use, and air quality planning approaches, and (2) outlining key roles for public and private sector stakeholders to implement reasonable policies regardin g transportation, land use, and air quality approaches. While the 2008 RCP outlines several policies to inform local decision-makers within the SCAG region with respect to policy and planning decisions, these policies are considered recommendations and are not mandated by law.

With respect to land use policy, the 2008 RCP includes a Land Use and Housing Chapter that aims to link land use and transportation planning decisions to the projected population and economic growth in the SCAG region. Specifically, t he Land Use and Housing Chapter of the 2008 RCP promotes sustainable planning for land use and housing in the SCAG region by maximizing the efficiency of the existing circulation network, providing a greater variety in housing types, promoting a diverse an d growing economy, and protecting the existing natural environment. As previously stated, while the 2008 RCP identifies 2 Percent Strategy areas as part of the Compass Blueprint growth vision, these areas have since been updated and replaced by the High Qu ality Transit Areas ( HQTAs) identified in the 2016– 2040 RTP/SCS in an effort to implement the Sustainability Planning Grant Program.

SCAG’s 2020–2045 Regional Transportation Plan and Growth Forecasts . In September 2020 , SCAG adopted the Final 20 20–2045 RTP, also known as Connect SoCal . The 20 20–2045 RTP is meant to provide a common foundation for regional and local planning, policymaking, and infrastructure provision within the SCAG region as part of the RTP formulation process, which is closely interlinked with the region’s Sustainable Communities Strategy (SCS) and RHNA goals.

Connect SoCal serves as a major planning document for regional transportation and land use decisions, and balances future mobility and housing needs with economic, environmental, and public health goals. The RTP/SCS is updated every four years as demographic, economic, and policy circumstances change.

Connect SoCal also includes a Demographics and Growth For ecast appendix that takes into account a combination of recent and past trends, reasonable technical assumptions, and local or regional growth policies in an effort to predict the most likely growth scenario s for the Southern California region in the future.

City of Long Beach General Plan.

Housing Element. The City’s Housing Element reflects the State’s housing unit construction goals as allocated by SCAG in the RHNA for the years 2021–2029. The Housing Element analyzes current housing needs, estimates future housing needs, considers potential sites for additional housing, and establishes goals, policies, and programs in response to both current and future housing needs. The following policies are applicable to the analysis of population and housing:

Goal 1: Provide Increased Opportunities for the Construction of High -Quality Housing

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-9 Policy 1.1: Implement the 2019 Land Use/Urban Design Element update through a comprehensive rezoning program citywide that will provide adequate sites, zoned at the appropriate densities and development standards, to facilitate the housing production and affordability goals set forth in the 2021–2029 RHNA.

Policy 1.2: Facilitate the development of affordable housing by streamlining the approval process for projects with substantial levels of affordable housing.

Policy 1.3: Achieve a balance of rental and homeownership opportunities, including apartments, townhomes, condominiums, single-family ho uses, and accessory dwelling units, mic ro-units and alternative housing options to accommodate the housing needs of all socioeconomic segments of the community, including large families.

Policy 1.4: Facilitate the development of medium density housing options such as duplex, triplex, fourplex, garden court apartments, and cottages to bridge the “missing middle” housing gap between high density apartments and condominiums and low density single-family houses.

Policy 1.5: Encourage new high -quality rental and ownership housing through the implemen tation of objective design standards, and architectural and green building standards in alignment with the Urban Design Element of the General Plan.

Policy 1.6: Facilitate adaptive reuse of existing structures for residential purposes.

Policy 1.7: Encourage residential development along transit corridors, in the downtown and close to employment, transportation and activity centers; and encourage infill and mixed-use developments in designated districts in alignment with the City’s Climate Action an d Adaptation Plan (CAAP) to minimize carbon emissions by focusing new housing near transit and jobs.

Policy 1.10: Support the development of housing that is technology -friendly and designed to meet the housing needs of the emerging information, remote learning and working, and technology industry workforce.

Policy 1.13: Promote mixed income and/or mixed -generation housing that fosters integration of residents of different socioeconomic backgrounds.

Policy 1.15: Explore mechanisms to pay for the removal and remediation of oil and gas wells on vacant or underutilized sites, to increase the number of lots available for development.

Policy 1.16: Explore additional locations that may be suitable for housing, such as within the City’s Tidelands area or on other publicly owned land.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-10 Goal 5: Retain and Improve the Quality of Existing Housing and Neighborhoods Policy 5.1: Maintain and improve the housing stock and neighborhood conditions.

Policy 5.3: Promote continued maintenance of quality ownership and rental housing by offering assistance to encourage preventative maintenance and repair.

Policy 5.4: Prioritize public improvements (such as streets and drainage, sidewalks and alleys, green spaces and parks, street trees, and other public facilities, amenities and infrastructure) in neighborhoods with the greatest need, including neighborhoods with high concentrations of poverty and limited existing resources and amenities.

Policy 5.6: Create healthy neighborhoods by performing ongoing property inspections, eliminating threats to the public health, promoting business establishments that offer healthy food choices, and encouraging sustainable cooling options (solar panels, tree -planting, cool building ma terials and pavements) to protect at-risk populations such as children and older adults.

Policy 5.7: Encourage place-based strategies for neighborhood planning and improvements that incorporate biking, pedestrian, and public transit connections from lower-resource to higher -resource areas and providing shade coverage, such as tree canopy or awnings, at public transit, to enhance access to amenities throughout the city.

Goal 6: Ensure Fair and Equal Housing Opportunity
Policy 6.2: Avoid the overconcentrati on of lower income housing in neighborhoods of low resources.

Policy 6.4: Require at minimum the replacement of housing units that are demolished because of proposed development at the same or greater levels of affordability based on deed restrictions or incomes of previous tenants.

Policy 6.11: Facilitate affordable housing in high opportunity areas, including through the provision of Accessory Dwelling Units and through acquisition, rehabilitation and conversion of existing housing units to be affordable.

The City adopted an update to the Housing Element in February 2022 that replaces the 2014 Housing Element and address es the planning period of 2021 –2029. The Housing Element Update also address es the City’s RHNA allocation for the 6th Cycle of 26,502 housing units.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-11 Land Use Element . In order to meet the City’s obligations to the State, the City’s adopted LUE (2019) incorporated the regional growth projections included in the Final 2016 –2040 RTP. The adopted LUE expands upon the growth projections included in SCAG’s Demographics and Growth Foreca st to include data provided to the City by the California Department of Housing and Community Development. Following the adoption of the 2016 – 2040 RTP, the California Department of Housing and Community Development provided the City with updated informatio n regarding the number of housing units needed to satisfy the City’s Regional Housing Needs Assessment (RHNA). In addition, under the guidance of HUD, the City prepared its own Assessment of Fair Housing (AFH), adopted in 2016, which provided additional da ta on housing issues such as overcrowding. The adopted LUE combined these and other data sources to provide a more complete picture of housing needs in the City. This revised housing needs estimate addressed in the 2019 Certified Program EIR included the a nticipated population growth as well as the overcrowding of existing residents, using the most recently available data from all the aforementioned sources. The City’s Land Use Element (2019) formulated the following broad -range goals guiding land use in th e City: manage growth, encourage economic development, revitalize the Downtown area, allow for the construction of new housing, encourage the development of affordable housing, emphasize strong neighborhoods, maintain existing public facilities, and mainta in and/or improve the circulation system. The L and Use Element (LUE) introduced the concept of “PlaceTypes,” which replaced the prior approach of segregating property within the City through traditional land use designations and zoning classifications.

The following policies are applicable to the analysis of population and housing:

Goal No. 1: Implement Sustainable Planning and Development Practices LU Policy 1 -2: Support high -density residential, mixed-use, and transit -oriented development within the downt own, along transit corridors, near transit stations, and at neighborhood hubs.

Goal No. 2: Strengthen the City’s Fiscal Health by Stimulating Continuous Economic Development and Job Growth
Strategy No. 3: Maintain a strong, diversified economic base that creates jobs and attracts employers.

LU Policy 3 -1: Implement land use regulations and economic development strategies that will help diversify the local economy and expand job growth.

Accommodate a mix of industries in Long Beach, including high technology, telecommunications, aerospace, green technology, renewable energy, healthcare, higher education, manufacturing, port and shipping, professional services, restaurants/entertainment, and the film industry.

LU-M-13: Invest in infrastructure systems and community services that support a wide range of industries, including high technology, telecommunications, aerospace, green technology, renewable energy, healthcare, higher education,

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-12 manufacturing, port and shipping, professional services, restaurants/ entertainment, and the film industry.

LU-M-59: Attract renewable energy and green technology manufacturing companies to establish a presence/office in the City. Facilitate the creation of jobs in the renewable/clean energy sector.

LU Policy 3 -4: Promote and attract a mix of commercial and industrial uses by emphasizing the flexibility of the PlaceTypes designations.

Strategy No. 4: Attract and invest in green and innovative industries to expand creative employment opportunities.

LU Policy 6-1: Encourage a mix of land uses that is diverse, innovative, competitive, entrepreneurial, local, and sustainable, which thereby promotes economic development, increases City revenues, expands job growth and increases value, access, and usability for existing neighborhoods and communities.

LU Policy 6 -12: Support growth of clean industrial businesses that contribute both high-paying jobs and point-of-sale revenue.

Goal No. 3: Accommodate Strategic Growth and Change
Strategy No. 7: Implement the major areas of change identified in [the] Land Use Plan (Map LU-20).

LU Policy 7 -7: Continue to develop the Downtown into a City center that provides compact development, accommodates new growth, creates a walkable urban environment, allows for diversified businesses, and is easily accessible to surrounding neighborhoods and regional facilities.

LU Policy 7 -9: Focus infill development in the Downtown , Multi -Family residential neighborhoods and transit -oriented development areas, and along specific corridors.

LU Policy 7 -11: Support infill and transit -oriented development projects by utilizing available tools, such as public -private partnerships and assistance with land assembly and consolidation.

Strategy No. 13: Facilitate housing type distribution.

LU Policy 13-2: Provide new housing opportunities in neighborhood -serving centers and corridors, within transit-oriented development areas and Downtown.

Urban Design Element. The Urban Design Element (2019) defines the physical aspects of the urban environment. Specifically, the Urban Design Element enhances the City’s PlaceTypes established in the Land Use Element (2019) by creating great places; improving the urban fabric, and public spaces; and defining edges, thoroughfares, and c orridors. By

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-13 improving the urban fabric, the City would allow for new development that would complement the existing historical development while serving as a unique and distinctive feature of the City. The following strategy and policies are applicable to the analysis of population and housing:

Policy UD 8 -3: Enhance walkable streets and neighborhoods to create pedestrian-friendly environments that support business vitality.

Strategy No. 16: “Complete the neighborhood” by filling in gaps (e.g., functional needs like housing, new or missing services, new public amenities or services, healthy food options, flexible uses on larger streets, and fostering a safe walkable environment within each PlaceType).

Policy UD 16 -1: Provide opportunities for mixed -use development within focused locations (areas of change and target areas) to provide opportunities for live -work, affordable and mixed -income housing, and commercial and residential mixes in a medium- to high-density setting.

4.7.4 Methodology
This section compares existing population, housing, and employment characteristics in the City and evaluates the proposed project for changes to population, housing, and employment due to the implementation of the proposed CAAP and Safety Element Update, consistent with the adopted General Plan Land Use Element (LUE).

In order to compare existing socioeconomic conditions to the potential project -related increase in population, housing, and emp loyment, this section relies upon several data sources, including SCAG’s 2020– 2045 RTP, the adopted LUE, and U.S. Census Bureau data. While SCAG and the adopted LUE provide key socioeconomic data and growth projections related to population, housing, and employment, key information from the 2019 U.S. Census Bureau’s ACS (5-year pooled sample and 1 -year estimates) is utilized in this section to describe existing socioeconomic characteristics of the City in the absence of such data in the 2020 –2045 RTP and th e adopted LUE.

Additionally, the 2019 ACS 1-year sample is used for baseline population counts to provide the most recent estimates available.
6 4.7.4.1 CEQA Baseline
On September 3, 2020, SCAG adopted Connect SoCal, the 2020 –2045 Regional Transportation Plan/ Sustainable Communities Strategy (RTP/SCS). Therefore, the SCAG data in Connect SoCal are utilized as the baseline for population and housing impacts and are consistent with regional growth

6 According to the U.S. Census Bureau, the Census Bureau will not release its standard 2020 ACS 1- year estimates because of the impacts of the COVID -19 pandemic on data collection. Experimental estimates, developed from 2020 ACS 1- year data, will be availa ble on the ACS Experimental Data webpage no later than November 30, 2021. Therefore, 2019 ACS 1- year data are provided as the most up -to-date information available as of the Notice of Preparation for this Draft SEIR.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-14 forecasts for the City, Los Angeles County, and the SCAG region. These data provide an updated baseline from the assumptions of the City’s General Plan that are based on the 2016 RTP/SCS.

4.7.5 Thresholds of Significance
The following thresholds of significance are based on Appendix G of the State CEQA Guidelines .

Based on these threshold s, implementation of the proposed project would have a significant adverse impact on population, housing, and employment if it would:

Threshold 4.7.1: Induce substantial unplanned population growth in an area, either directly (for example, by pro posing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)
Threshold 4.7.2: Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere

4.7.6 Project Impacts
Threshold 4.7.1: Would the project induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? CAAP: Less Than Significant Impact. The State CEQA Guidelines identify a project as growth inducing if it would foster economic or population growth or the construction of additional housing either directly or indirectly, in the surrounding environment ( State CEQA Guidelines , Section 15126.2(e)). New employees of commercial or industrial development and new population from residential development represent direct forms of growth. These direct forms of growth can have a secondary effect of expanding the size of local markets and inducing additional economic activity in the area. Direct employment impacts reflect the initial or first -round increases in jobs and wages that result from the creation of on -site jobs. Indirect imp acts occurring as a consequence of the direct impacts, elsewhere within the project area, may result from the production of goods and services required to support the proposed on -site uses, and/or the production of goods and services required to meet consumer demand generated by wages paid to new employees.

A project could also indirectly induce growth by reducing or removing barriers to growth or by creating a condition that attracts additional population or new economic activity. According to the State CEQA Guideline s, Section 15126.2( e), “it must not be assumed that growth in any area is necessarily beneficial, detrimental, or of little significance to the environment.” Typically, the growth-inducing potential of a project would be considered significan t if it fosters growth or a concentration of population in excess of what is assumed in pertinent master plans, land use plans, or in projections made by regional planning agencies (e.g., SCAG). Significant growth impacts could also occur if the project pr ovides infrastructure or service capacity to accommodate growth beyond the levels currently permitted by local or regional plans and policies. In general, growth induced by a project is considered a significant impact if it directly or indirectly affects t he ability of agencies to provide needed public utilities, or if it can be demonstrated that the potential growth significantly affects the environment in some other way.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-15 The proposed project includes adoption of the proposed CAAP, which was included as a mitigation measure (MM GHG-1) in the 2019 Certified Program EIR for the LUE/UDE and is a policy document that provides a framework outlining requirements, incentives, and potential policies to ensure sustainable development consistent with the adopted LUE. The proposed project is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development . The proposed project would be implemented through a variety of city and public sect or actions as well as through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA streamlining for project-specific GHG analysis. In order to demonstrate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would achieve the City’s GHG emissions targets. CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a project does not include Tier 1 measures, equivalent measures for GHG emission reductions must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

The proposed CAAP also identifies Adaptation Actions, which provide a general vision of the types, locations, and sequencing of more detailed studies and potential future projects that may be needed to lessen climate change in particular locations througho ut the City. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets , they are listed in the CAAP Checklist for future discretionary projects to incorporate, as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP . Those policies are intended to improve the ability of Long Beach and its residents and businesses to adapt to climate change and related impacts and include extreme heat actions, air quality actions, and drought and flooding actions. Examples of the strategies provided in the Adaptation Actions include increasing the presence of cool roofs and cool walls and identifying future vulnerability potential for power outages related to extreme heat . These Adaptation Actions provide general concepts that are expected to improve resiliency throughout the City; however, these strategies would not facilitate future development and would have no impact on population or housing.

Construction. Construction associated with future discretionary projects that would implement measures to support the CAAP Actions or Adaptation Actions would provide short-term construction jobs that would be temporary and/or seasonal. The workforce would include a variety of craftspeople, such as cement finishers, ironworkers, welders, carpenters, electricians, painters, and laborers. Generally, construction workers are only at a job site for the timeframe in which their specific skills are needed to complete that phase of construction. Although future c onstruction activities would increase the number of employees in the planning area, it is expected that the local and regional construction workforce would be available to serve future construction needs. As such, construction workers would not be expected to relocate their household’s place of residence as a consequence of working within the planning area. Therefore, construction activities associated with future discretionary projects that would implement the measures to support the CAAP Actions or Adaptation Actions would result in less than significant impacts associated with inducing substantial growth or demand for housing through increased construction employment, and no mitigation would be required.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-16 Population. The City’s population has grown over t he past several decades. As identified in Table 4.7.A, the City’s population is forecast to reach nearly 489,600 persons by 2045, an increase of 18,700 persons over the population in 2016. As described above, the population increase of

3.9 percent anticipated in the SCAG estimates between 2016 and 2045 is the same percent age of increase that was anticipated in the 2019 Certified Program EIR for the years 2015 to 2040. The adopted LUE allows for areas of focused change and the potential for increase d intensity and density. The proposed project is designed to help implement the LUE in a sustainable manner and would include measures to support the CAAP Actions for increased housing and employment along major transit corridors (T -6) and increased densit y and mixing of land uses (T-8). These CAAP Measures promote mixed -use and transit -oriented development in City centers consistent with the existing LUE. Adoption of the proposed measures to support the CAAP would not induce population growth beyond what w as anticipated in the 2019 Certified Program EIR. I mplementation of the measures to support the CAAP Actions or Adaptation Actions would ensure future discretionary projects anticipated by the General Plan buildout scenario are implemented in a manner that meets the City’s GHG reduction goals and is not anticipated to result in significant population growth.

Furthermore, all future discretionary projects that implement measures to support the CAAP Actions or Adaptation Actions , including potential future ho using development and employment along transit corridors, would be reviewed under CEQA for consistency with the General Plan.

Housing Units. As described above, the City of Long Beach updated and adopted its Housing Element (February 2022) . The Housing Element contains policies designed to meet the housing needs of the City. State law requires that each jurisdiction evaluate its Housing Element every 8 years to determine its effectiveness in achieving city and State goals and objectives, an d to adopt an Updated Housing Element that reflects the results of this evaluation. The Housing Element contains a detailed program to assure the adequate provision of housing for all economic segments of the City’s population. Further, California Government Code requires that General Plans contain an integrated, consistent set of goals and policies. Therefore, the Housing Element is shaped by development policies contained in the Land Use Element, which establish the location, type, intensity, and distribution of land uses in the City.

The 2021– 2029 Housing Element Update was designed to accommodate the RHNA in a manner consistent with the LUE including through transit -oriented, mixed-use development strategies to accommodate projected population growth . Implementation of the measures to support the CAAP Actions will achieve the goals outlined in the current Housing Element and Housing Element Update, consistent with the adopted LUE. Similarly, future updated Housing Elements and implementation of their policies will ensure that adequate housing opportunities are provided to all City residents. As identified in Section 4.5, Land Use and Planning, of this SEIR, approval of the proposed project would ensure consistency with the City’s General Plan by fulfilling Mitigation Measure GHG-1 and providing a CAAP Checklist for all future discretionary projects. Through the use of the CAAP Checklist, future discretionary projects would demonstrate which measures to support the CAAP Actions or Adaptation Actions would b e implemented to meet the City’s GHG reduction goals, consistent with the adopted LUE goals and policies and adopted PlaceTypes. Through the adopted PlaceTypes , future discretionary projects that implement CAAP Actions or Adaptation Actions would be consistent with the increased intensity and density of mixed -use and residential uses anticipated by the General Plan buildout through the year 2040. As such , approval of the proposed project would

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-17 be consistent with the City’s objective to allow for the c onstruction of sufficient new housing equal to or in excess of the RHNA requirements, while reducing GHG emissions.

As previously stated, a project could indirectly induce growth at the local level by increasing the demand for additional goods and services associated with the increase in project population, thereby reducing or removing the barriers to growth. This can occur in areas where population growth results in an increased demand for service and commodity markets responding to the increased growth i n population. However, this type of growth is a regional phenomenon resulting from the introduction of a major employment center or a significant housing project. The measures to support the CAAP Actions would promote increased housing and employment along major transit corridors and increased density and mixing of land use; however, such development would be consistent with the adopted LUE as analyzed in the 2019 Certified Program EIR and would therefore not result in indirect population growth as a result of the proposed CAAP. In addition, Tier 1 measures required for the Building and Energy sector include zero -carbon electricity, building energy efficiency, reduction of energy use and supply of renewable energy, and compliance with building energy codes a nd ordinances. There are no Tier 2 measures identified for the Building and Energy sector. Implementation of these measures would support the CAAP Actions for Building and Energy by requiring increase d access to and incentives for clean electricity (BE-1 and BE -5) and increased use of solar panels and community solar (BE -2 and BE -3), or equivalent alternative measures. Other Building and Energy CAAP Actions supported by these measures listed on the CAAP Checklist would increase energy efficiency of existing facilities, electrifying new residential and commercial buildings, and are not anticipated to result in population growth. Most of these new facilities such as solar panels and energy efficiency improvements would be constructed within or on existing or p roposed buildings (e.g., rooftops or installation of energy efficient fixtures). Their installation would likely not result in new facilities or induced growth , and any future needed facilities would be subject to project -level CEQA review . New renewable energy, transportation, waste, or other improvements promoted by the CAAP Actions may generate a limited number of new employees but would likely not induce population growth as they would not result in the physical development of any buildin gs or structures and all future discretionary projects that would implement CAAP Actions would be evaluated for consistency with planned growth in the City’s General Plan.

Employment. The extent to which the new jobs created by a project are filled by exis ting residents is a factor that tends to reduce the growth -related effect of a project. While the proposed project is considered a planning/policy action and does not include any physical improvements or projects at this time, future discretionary projects that would utilize the CAAP Checklist would create a number and variety of construction jobs that would be temporary or seasonal . This workforce would include a variety of craftspeople, such as grading equipment operators, cement finishers, ironwork ers, welders, carpenters, electricians, painters, and laborers. The LUE anticipated the creation of 28,500 new jobs in order to help address the jobs -housing mismatch in the City by creating local jobs for residents. These short-term positions are anticipated to be filled by workers who, for the most part, reside in the project area. Therefore, construction of future projects that implement measures to support the CAAP Actions will not generate a permanent increase in population within the project area.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-18 The CAAP does not include any physical development but rather includes measures to support the CAAP Actions that would be incorporated into future discretionary projects to help reduce the City’s GHG emissions. Future discretionary projects that implement measures to support the CAAP Actions and Adaptation Actions would be reviewed for consistency with the growth envisioned in the adopted LUE and regional forecasts, at the time they are proposed. Therefore, the proposed project would result in less than significant impacts with respect to the inducement of substantial unplanned population growth in an area, and no mitigation would be required.

Summary: It should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to unplanned population growth. As the proposed CAAP would not alter the land uses designatio ns or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or result in any physical development that would result in impacts related to substantial unplanned population growth . Therefore, th e Safety Element Update would have no impact on population or housing. No mitigation is required.

Threshold 4.7.2: Would the project displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere? CAAP: Less Than Significant Impact. The proposed project is considered a policy/planning action and does not include any physical improvements that would displace housing or people; rather, the proposed project provides measures to support the CAAP Actions that would apply to future discretionary projects that would accommodate future growth already projected to occur in the City, and ensure th at future development is implemented in a manner that meets the City’s GHG reduction goals. Adoption of the CAAP and future discretionary projects that implement measures to support the CAAP Actions would not displace substantial numbers of existing housing or people because the CAAP would not change local land use plans, and future facilities supported by the measures to support the CAAP Actions would be reviewed for consistency with the General Plan.

Therefore, the proposed project would not result the displacement of substantial numbers of existing housing or people, necessitating the need for replacement housing elsewhere. No mitigation is required.

As stated above, the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to the displacement of people or housing. As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-19 the les s than significant impact identified in the 2019 Certified Program EIR. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element to bring the Safety Element up to date and into co mpliance with a number of State laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or result in any physical development that would displace housing or necessitate additional housing. Therefore, the Safety Element Update would have no impact on population or housing. No mitigation is required.

4.7.7 Compliance Measures and Project Design Features
The proposed project would not be required to adhere to any compliance measures and would not include any project design features related to population and housing.

4.7.8 Mitigation Measures
There are no potentially significant impacts related to housing, population, and employment, and no mitigation would be required.

4.7.9 Level of Significance after Mitigation
There are no significant and unavoidable adverse impacts of the proposed project relat ed to population, housing, and employment. No mitigation would be required.

4.7.10 Cumulative Impacts
As defined in the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects within the cumulative impact area for population , housing, and employment . The cumulative study area used to assess potential cumulative population and housing impacts includes the City of Long Beach and the Count y of Los Angeles because employees in the planning area may live within or outside the City’s jurisdictional boundaries. The proposed project does not include physical improvements or development. Future projects to implement CAAP Actions would be subject to project-level CEQA review as required.

As shown in Tables 4.7.A and 4.7.B , the City ’s population is anticipated to increase by 18, 700 persons, and the City’s employment is anticipated to increase by 29,500 new employee s by 2045.

Increases in population and employment have been accounted for in SCAG’s growth projections for the City. The proposed project includes Tier 1 and Tier 2 measures to support the CAAP Actions and Adaptation Actions that would apply to future discretionary pr ojects to ensure consistency with the adopted LUE, help the City meet its GHG reduction targets, and lessen the impacts of climate change on the City’s residents, employees, and housing . Therefore, the proposed project would be consistent with the General Plan buildout and would not result in cumulative population or employment increases that would exceed projected regional forecasts for the City.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.7 Population and Housing.docx «03/14/22» 4.7-20 Approval of the proposed project would allow for measures to support the CAAP Actions and Adaptation Actions to be implemented with future discretionary projects that would include development of a variety of uses , including industrial, residential, commercial, office , recreational, and mixed -uses. These uses would serve to provide a sound and diversified economic base and ample employment opp ortunities for the citizens of Long Beach. Furthermore, t he measures to support the CAAP Actions and Adaptation Actions would apply to future discretionary projects that would serve an existing demand for employment, while a lso meeting the cumulative demand of employment that would result from the City’s projected future population. These increases for population, housing, and employment would be within the total projected growth forecasts for 2045, as established in the Fina l 20 20–2045 RTP. In addition, implementation of the proposed project would be consistent with the City’s vision for the community and GHG reduction goals .

Therefore, i mplementation of the proposed project would not result in a cumulatively significant population or housing impact a nd the measures to support the CAAP Actions and Adaptation Actions would not result in future development that would induce growth in areas where growth was not previously anticipated.

The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or result in any physical development that would result in impacts related to increased population or housing or induced growth within the City . Therefore, the proposed project’s contribution to impacts on population and housing would not be cumulatively considerable, and no mitigation would be required.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-1

4.8 PUBLIC SERVICES
This section describes the public services currently serving the planning area and evaluates the potential impacts of the proposed Climate Action and Adaptation Plan ( CAAP) and Safety Element Update (proposed project) on public services. This section is based on multi ple data sources, including the currently adopted General Plan Safety Element (1975), and the proposed Safety Element Update, as well as planning documents and websites of potentially affected public service providers. Specific references are identified within the subsection for each respective issue. This section addresses the following public services (service providers are noted in parenthesis):
• Fire Protection (City of Long Beach Fire Department [LBFD]) • Law Enforcement (City of Long Beach Police Department [LBPD]) • Public Schools (Long Beach Unified School District [LBUSD]) • Public Libraries (Long Beach Public Library [LBPL] System) As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element update and is considered a policy/planning action. The proposed project does not include physical improvements or development , and impacts from implementation of all future CAAP Actions and Adaptation Actions at this time would be speculative. Any future discretionary projects necessary to implement the CAAP would be subject to project -level CEQA as required. Therefore, the analysis in this Subsequent Env ironmental Impact Report (SEIR) focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist ( CAAP Checklist) required for future discretionary projects , as well as the programmatic level impacts of the CAAP Actions, Adaptation Actions, and the Safety Element Update.

4.8.1 Scoping Process
The City of Long Beach (City) received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this Draft SEIR. No comment letters included comments related to public services.

4.8.2 Existing Environmental Setting

4.8.2.1 Fire Protection
The Long Beach Fire Department (LBFD) is the primary authority in the City responsible for providing fire protection, medical, rescue, disaster response, public safety education, community service, and environmental emergency services. The LBFD currently serves City residents and visitors from its 23 fire stations located throughout the City, the Beach Operations headquarters, and the LBFD headquarters.1 The planning area includes the entire area within the City’s jurisdictional limits (approximately 50 square miles). As such, all 23 stations, the nine lifeguard facilities, and the related

1 City of Long Beach Fire Department (LBFD). Station Locations. Website: https://www.longbeach.gov/fire/ about-us/station-locations/ (accessed September 8, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-2 training centers and headquarters would serve the planning area. According to the City’s Fiscal Year 2021 Adopted Budget, it is the stated goal of the LBFD to respond to structure fire calls within 6 minutes and 20 seconds or less. 2 For 20 20, LBFD responded to 86 percent of fire calls within this time and is targeting 90 percent for Fiscal Year 2021.

4.8.2.2 Police Protection
The Long Beach Police Department ( LBPD) provides local police protection services to the City, and the LBPD consists of five separate bureaus: (1) the Investigation Bureau, (2) the Support Bureau, (3) the Patrol Bureau, (4) the Administration Bureau , and (5) the Financial Bureau .3 LBPD strives to respond to Priority 1 Calls for Service (crime in progress/life -threatening situations) in 5 minutes or less, on average. In 20 20, the ave rage response time to Priority 1 Calls was 4. 4 minutes.4 Priority 2 Calls are non -emergency calls for crimes that have been committed with possible evidence available. The LBPD goal is to respond to Priority 2 Calls for service in 20 minutes or less, on av erage.

Priority 3 calls are generally related to crimes with no evidence potential but are required or desired to take a report of a crime. The LBPD goal is to respond to Priority 3 calls for service in 30 minutes or less, on average. As such, Priority 1 Calls receive LBPD’s fastest response time.

4.8.2.3 Public Schools
The provision of education and school facilities in the City is the responsibility of the Long Beach Unified School District ( LBUSD), which is currently the third largest school district in the State and serves app roximately 69,700 students in 85 schools in the Cities of Long Beach, Lakewood, Signal Hill, and Avalon (on Catalina Island) .
5 According to the Residential and Commercial/Industrial Development School Fee Justification Study, LBUSD scho ols have the capacity for 82,505 students for the school year 2019/2020. Of these 82,505 seats, 44,979 are at the elementary school level, 13,776 are at the middle school level, and 23,750 are at the high school level. 6 2 City of Long Beach . 2021. Fiscal Year 2021 Adopted Budget. Website: https://www.longbeach.gov/ globalassets/finance/media-library/documents/city-budget-and-finances/budget/budget-documents/fy- 21-adopted-budget/full-book-print_for-web_covers-included (accessed September 8, 2021). 3 City of Long Beach Police Department (LBPD). Police Department. Website: https://www.longbeach.gov/ police/ (accessed September 8, 2021).
4 City of Long Beach. 2021. Fiscal Year 2022 Proposed Budget. Website: https://www.longbeach.gov/global assets/finance/media-library/documents/city-budget-and-finances/budget/budget-documents/fy-22- proposed-budget/fy-22-proposed-budget-book---online (accessed September 8, 2021). 5 Long Beach Unified School District (LBUSD). About - Long Beach Unified School District. Website:
https://www.lbschools.net/District/ (accessed September 8, 2021). 6 Long Beach Unified School District (LBUSD). 2020. Residential and Commercial/Industrial Development School Fee Justification Study. Website: https://www.lbschools.net/Asset/Files/Business_Services/ Developer_Fees/2020/LongBeachUSD_FS_1920_Fn.pdf (accessed September 8, 2021).

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4.8.2.4 Public Libraries
The Long Beach Publ ic Library ( LBPL) system provides library services to the City and includes 12 branch locations throughout the City. 7 In total, the LBPL system has approximately 237,695 square feet (sf) of library facilities, approximately 798,760 library materials (includes hardcopies and online resources), and approximately 296 computers available for public use (total computers include 261 with internet access and 35 with catalog access only) . While the City has not formally adopted a service standard of library space p er capita, the City did establish a target of 0.45 sf per capita in its budget for Fiscal Year 2007. 8 Using this standard and 4 62,628 as the estimated 2019 population with a total Citywide library square footage of 237,695, the LBPL currently provides approximately

0.51 sf per capita; according to the service standard, this represents a surplus of library space by

0.05 sf per capita.9

4.8.3 Regulatory Setting

4.8.3.1 Federal Policies and Regulations
International Fire Code. The International Fire Code (IFC) regulat es minimum fire safety requirements for new and existing buildings, facilities, storage, and processes. The IFC includes general and specialized technical fire and life safety regulations addressing fire department access, fire hydrants, automatic sprinkler systems, fire alarm systems, fire and explosion hazards safety, use and storage of hazardous materials, protection of emergency responders, industrial processes, and many other topics.

4.8.3.2 State Policies and Regulations
California Health and Safety Code. Sections 13000 et seq. of the California Health and Safety Code include fire regulations for building standards (also contained in the California Building Code), fire protection and notification systems, fire protection devices such as extinguishers and smo ke alarms, high-rise building and childcare facility standards, and fire suppression training.

California Fire Code. The California Fire Code (CFC; California Code of Regulations Title 24, Part 9) sets forth requirements including emergency access, emergen cy egress routes, interior and exterior design and materials, fire safety features including sprinklers, and hazardous materials. The CFC is issued on a 3 -year cycle; the 2019 Edition (the most recent version, w hich took effect January 1,

7 Long Beach Public Library (LBPL). Library Locations. Website: http://www.longbeach.gov/library/ visit/ locations/ (accessed September 8, 2021).
8 Fiscal Year 2007 is the most current year for which target library performance standar ds have been established. As noted above, these standards have not been formally adopted by the City. Source: City of Long Beach. Fiscal Year 2007 Adopted Budget. Library Services. Website: https://www.longbeach.gov/ globalassets/finance/media-library/documents/city-budget-and-finances/budget/budget-documents/fy- 07-adopted-budget-webpage/library-services-fy-07-adop/ (accessed September 8, 2021). 9 United States Census Bureau. Quick Facts City of Long Beach, California. Website: https://www.census. gov/quickfacts/longbeachcitycalifornia (accessed September 8, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-4 2020) of the CFC is adopted and incorporated by reference in Chapter 18.48 (Fire Code) of the City’s Municipal Code.

California State Assembly Bill 2926: School Facilities Act of 1986 . To assist in providing school facilities to serve students generated by new development , Assembly Bill (AB) 2926 was enacted in 1986 and authorizes a levy of school impact fees on new residential and commercial/industrial development. The bill was expanded and revised in 1987 through the passage of AB 1600, which added Sections 66000 et seq. to the Government Code. Under this statute, payment of impact fees by developers serves as California Environmental Quality Act (CEQA) mitigation to satisfy the impact of development on school facilities.

California Senate Bill 50 . Senate Bill (SB) 50, passed in 1998, provides a comprehensive school facilities financing and reform program and enables a statewide bond issue to be placed on the ballot. Under the provisions of SB 50, school districts are authorized to collect fees to offset the costs associated with increasing school capacity as a result of development and related population increases. The funding goes toward acquiring school sites, constructing new school facilities, and modernizing existing school facilities. SB 50 establishes a process for determining fee amounts charged to developers to mitigate the development impacts on school districts from increased enrollment. According to Section 65996 of the California Government Code, development fees authorized by SB 50 are deemed to be “full and complete school facilities mitigation.” Under this legislation, there are three levels of developer fees that may be imposed upon new development by the governing school district. Level I fees are assessed based upon the proposed square footage of residen tial, commercial/industrial, and/or parking structure uses. Level II fees require the developer to provide one -half of the cost of accommodating students in new schools, and the State provides the remaining half. To qualify for Level II fees, the board of the governing school district must adopt a School Facilities Needs Analysis and meet other prerequisites in accordance with Section 65995.6 of the California Government Code. Level III fees apply if the State runs out of bond funds, allowing the governing school district to impose 100 percent of the cost of the school facility or mitigation, minus any local dedicated school monies, on the developer.

4.8.3.3 Local Regulations
City of Long Beach Municipal Code . The following provisions from the City’s Municipal Cod e focus on public services impacts associated with new development projects and are relevant to the proposed project:

Chapter 18.22 (Police Facilities Impact Fees). This chapter sets forth fees that are imposed on residential and nonresidential developme nt for the purpose of assuring that impacts created by new development be offset by payment of its fair share of costs required to support needed police facilities and related costs necessary to accommodate such development.

Chapter 18.23 (Fire Facilities Impact Fees). This chapter sets forth the fees that are imposed on residential and nonresidential development for the purpose of assuring that impacts created by new development be offset by payment of its fair share of the costs required to support need ed fire facilities and related costs necessary to accommodate such development. The funds are to

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-5 be utilized for payment of the actual or estimated costs of fire facilities, apparatuses, and equipment related to new residential and nonresidential construction.

Chapter 18.48 (Fire Code) . This chapter formally adopts the 2013 Edition of the California Fire Code (CFC), excluding sections, chapters, or appendices pursuant to Section 18.48.040. The CFC sets forth requirements including emergency access, emergency egress routes, interior and exterior design and materials, fire safety features including sprinklers, and hazardous materials.

City of Long Beach Proposition H. The Police and Fire Public Safety Oil Production Act Fund, Proposition H, was established to provide dedicated funds for police and fire services by assessing a special production tax on oil producers in Long Beach. The special tax proceeds support police and fire responses to public safety needs. As of July 1, 2019, the tax rate was $0.32 per barrel. 10 City of Long Beach General Plan Public Safety Element . The following public safety goals and recommendations are included in the Public Safety Element of the City General Plan (1975) and are applicable to the proposed project as they relate to the police and fire protection required for existing and proposed land uses. The following goals and recommendations are applicable to the proposed project.

Development Goal 1. Promote the redevelopment of areas which may present safety problems.

Development Goal 2. Utilize safety considerations as a means of encour aging and enhancing desired land use patterns.

Development Goal 6. Encourage transportation systems, utilities, industries, and similar uses to locate and operate in a manner consistent with public safety goals.

Development Goal 9. Encourage development that would augment efforts of other safety - related Departments of the City (i.e., design for adequate access for firefighting equipment and police surveillance).

City of Long Beach General Plan Land Use Element. The City’s Land Use Element (2019) formulated the following broad -range goals guiding land use in the City: manage growth ; encourage economic development; revitalize the Downtown area ; allow for the construction of new housing; encourage the development of affordable housing; emphasize strong neighborhoods ; maintain existing public facilities; and maintain and/or improve the circulation system. The Land Use Element introduced the concept of “PlaceTypes,” which replaced the prior approach of segregating property within the City through traditional land use designations and zoning classifications. The following policies are applicable to the analysis of Public Services:

10 City of Long Beach. 2020. Proposition H Police and Fire Public Safety Oil Production Act Fund FY 2019 Audit. Website: https://www.cityauditorlauradoud.com/wp -content/uploads/2020/01/Proposition-H-FY- 2019-Audit.pdf (accessed September 8, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-6 LU Policy 14 -1: Remedy existing deficiencies in blighted and underserved neighborhoods by providing public facilities, amenities, improvements and services equitably throughout the City.

LU Policy 16 -1: Identify areas and populations of the City that are exposed to unsafe levels of environmental pollutants.

LU Policy 16 -7: Address Environmental Justice through public infrastructure investments in disadvantaged communities. These investments should address compound and unique health risks by reducing and limiting air pollutant exposure, providing health care infrastructure, using clean and renewable energ y where available and improving active living and transportation options, as well as access to safe recreation, food, and housing options.

LU Policy 17-2: Maintain adequate and sustainable infrastructure systems to protect the health and safety of all Long Beach residents, businesses, institutions and regional-serving facilities.

LU-M-95: Reuse vacant properties as community amenities such as gardens, parks, or temporary green spaces to reduce blight and safety issues, increase residents’ access to needed parks and open spaces, and spur additional investment in neighborhoods.

City of Long Beach General Urban Design Element. The Urban Design Element (2019) defines the physical aspects of the urban environment. Specifically, the Urban Design Element enhances the City’s PlaceTypes established in the Land Use Element (2019) by creating great places; improving the urban fabric, and public spaces; and defining edges, thoroughfares, and corridors. By improving the urban fabric, the City would allow for new development that would complement the existing historical development while serving as a unique and distinctive feature of the Ci ty. The following strategy and policies are applicable to the analysis of Public Service impacts:

Strategy No. 7: Provide safe and secure neighborhoods, streets, buildings, parks, and plazas.

Policy UD 7 -1: Encourage public amenities and spaces in neig hborhoods that allow for human contact, social activities, and community involvement to create an “eyes on the street” environment.

Policy UD 16 -4: Promote safe, complete neighborhoods through a mix of uses and activities that create a 24/7 live, work, play atmosphere.

Policy UD 16-5: Incorporate Crime Prevention through Environmental Design (CPTED) strategies into the design and development of populated areas.

4.8.4 Methodology
The effects of the proposed CAAP and Safety Element Update are evaluated below t o determine whether they would result in a significant adverse impact on the environment. The impact analysis presented in this section is based on the effect that implementation of the proposed project would have on public services. The discussion focuses on current levels of service provided to the project area and information on possible constraints or impacts to the facilities and/or services associated with the proposed project.

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4.8.4.1 Analysis Approach
Because the proposed project under evaluation in this D raft SEIR includes both the proposed CAAP and Safety Element Update of the City’s General Plan, and because specific design plans for future discretionary projects that may be facilitated by approval of the proposed project are not known at this time, the effects to public services of the proposed project are evaluated on a programmatic level based on the project’s consistency with goals and policies established in the Public Safety Element (1975) and the goals and policies included in the proposed Safety Element Update and whether or not changes in public services may result from implementation of the proposed project.

The location and design of future discretionary projects that would implement the Tier 1 CAAP Actions required to meet the City’s greenhous e gas ( GHG) targets and all other applicable CAAP Actions would be required to be consistent with goals, policies, strategies, and development standards established by the adopted Land Use Element ( LUE) and Urban Design Element ( UDE), which are intended to avoid, reduce, offset, or otherwise minimize identified potential adverse impacts of the proposed project or provide significant benefits to the community and/or to the physical environment.

4.8.5 Thresholds of Significance
The following thresholds of significance criteria are based on Appendix G of the State CEQA Guidelines. Based on these thresholds, implementation of the proposed project would have a significant adverse impact on public services providers if it would:

Threshold 4.8.1: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for fire protection; Threshold 4.8.2: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for police protection; Threshold 4.8.3: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cau se significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for public schools; Threshold 4.8.4: Result in substantial adverse physical impacts associated with the provision of new o r physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for parks; or

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-8 Threshold 4.8.5: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any other public facilities.

4.8.6 Project Impacts
Threshold 4.8.1: Would the project r esult in substantial adverse physical impacts associated altered with the provision of new or physically governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for fire protection?
Or
Threshold 4.8.2: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for police protection; CAAP: Less Than Significant Impact. The proposed project includes the proposed CAAP, which was included as a mitigation measure in the General Plan Land Use and Urban Design Elements EIR (2019 Certified Program EIR ) and is a policy document that provides a framework outlining requirements, incentives, and potential policies to ensure sustainable development consistent with the adopted LUE and reduce the City’s GHG emissions . The proposed project is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development. Implementation of CAAP Actions by the City or other agencies, such as performance of municipal energy and water audits (BE -7), may not be subject to discretionary approval and project -level CEQA review. Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locations, and future improvements would be analyzed at the project level and would be subject to CEQA as required.

The proposed project would also be implemented through the application of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA streamlining for GHG analysis . In order to demonstrate co nsistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would help achieve the City’s GHG emissions targets. CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a project does not include specific Tier 1 measures, equivalent measures for GHG emission reductions backed by substantial evidence must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-9 policies of the CAAP . Tier 1 measures required for the Building and Energy sector include zero - carbon electricity, building energy efficiency, reduction of energy use and supply of renewable energy, and compliance with building energy codes and ordinances. There are no Tier 2 measures identified for the Building and Energy sector. Implementation of these measures would support the CAAP Actions for Building and Energy by requiring increased access to and incentives for clean electricity (BE-1 and BE -5), and the increased use of solar panels and community solar (BE-2 and BE-3), or equivalent alternative measures. Other Building and Energy CAAP Actions supported by the measures listed on the CAAP Checklist would increase energy efficiency of existing facilities, electrify new residential and commercial buildings, and reduc e emissions from local oil and gas extraction .

Most of these new facilities would be constructed within or on existing or propose d buildings (e.g., rooftops). Their installation would likely not result in new employees and associated increases in population that would require additional fire protection or police protection services.

Tier 1 measures for the Transportation sector include trip reduction features to reduce vehicle miles traveled (VMT), incorporation of pedestrian, bicycle, and electric vehicle charging infrastructure, and compliance with the City’s Transportation Demand M anagement (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. Tier 2 measures for the Transportation s ector include meeting the Transportation Screening Criteria and High -Density, Mixed -Use, Transit -Oriented, Walkable Infill Project Design. Imple mentation of Tier 1 measures would support the CAAP Action s for Transportation by improving transit service (T -1), providing bicycle, pedestrian, and electric vehicle infrastructure (T-2, T -3, and T-5), complying with C ity TDM requirements (T -7), and compl ying with the City’s Transportation Impact Guidelines to analyze VMT pursuant to SB 743 ( T-9).

Implementation of the Tier 2 measures would support CAAP Actions to increase employment and residential development along transit corridors and increased density and mixing of land uses (T-6 and T-8). Similar to the B uilding and Energy CAAP Actions above, future projects that include the development of new transit facilities and increased residential, commercial and mixed-use development would be evaluated for tra nsit service at the time such discretionary projects are submitted for review and approval. Other Tier 2 measures to support the CAAP Actions for Transportation listed on the CAAP Checklist are designed to focus increased housing and employment density alo ng major transit corridors , increase rapid bus service, establish bus -only lanes, and expand electric -vehicle charging infrastructure to further reduce emissions. These CAAP Actions promote mixed-use and transit -oriented development in C ity centers consistent with the existing LUE. These new structures could generate a new employee and residential population that may increase the demand for fire protection and police protection services; however, future discretionary projects that implement CAAP Actions would be evaluated for consistency with the adopted LUE for which impacts have already been analyzed in the 2019 Certified Program EIR.

Service demands from future discretionary projects are not anticipated to result in additional impacts beyond what was anticipated in the 2019 Certified Program EIR but would be subject to project-specific CEQA review and project -specific mitigation measures, as applicable. Furthermore, these future discretionary projects do not constitute the proposed project for adoption of the CAAP.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-10 diversion (W-2). Other CAAP Actions for Waste supported by the measures listed on the CAAP Checklist would expand communitywide participation in organic waste collection and diversion .

Measures to support the CAAP Actions for Waste are not anticipated to result in significant population growth or associated increases in population that would require additional fire protection or police protection services.

Measures to support the CAAP Actions for n ew solar or organic waste facilities implemented by future discretionary projects may generate a limi ted number of new employees but would likely not impact the demand for public services as they would not result in the physical development of any buildings or structures , but rather would improve or retrofit existing development . In addition, a ll future discretionary projects that implement the CAAP Actions to achieve the City’s GHG emissions targets would be reviewed under CEQA and under the City’s development review process. All future discretionary projects would be subject to applicable local regulatio ns, requirements, and development impact fees, as well as State and federal laws, including the payment of the adopted fire facilities and police facility impact fees. Per Chapter 18.23 (Fire Facilities Impact Fees) of the City’s Municipal Code, the LBFD receives funding from Fire Facilities Impact fees, which are charged on all new residential and nonresidential development. These fees are calculated per dwelling unit or square footage. The funds obtained from the fire facilities impact fees are required to be used to fund costs of providing additional fire services necessary to accommodate such development.

Future project applicants would also be required to pay the adopted police facilities impact fees. Per Chapter 18.22 (Police Facilities Impact Fees) of the City’s Municipal Code, the LBPD receives funding from police facilities impact fees, which are charged on all new residential and non-residential development. These fees are calculated per dwelling unit or square footage . The funds obtained from the police facilities impact fees are required to be used to fund costs of providing additional police services attributed to new development, including the acquisition, construction, and furnishing of new law enforcement facilities, the purchasing of equipment and vehicles, and the funding of a master plan to identify capital facilities to serve the LBPD. Additionally, the LBFD and LBPD would also continue to be supported by Proposition H revenue, a per barrel tax on all oil producers in Long Beach; the City’s General Fund; the City’s Tidelands operation revenue; and other revenue sources . By following this process, sufficient revenue would be available for necessary service improvements to provide for adequate fire and police facilities and services.

In addition to t he measures to support the CAAP Actions the proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding. The Adaptation Actions provide general strategies that may be needed to lessen climate change impacts based on the CAAP Vulnerability Assessment. While the Adaptation Actions would not be required to meet the City’s GHG reduction targets , they are listed in the C AAP Checklist for future discretionary project s to incorporate, as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP. Certain Adaptation Actions are also anticipated to be undertaken at a neighborhood or citywide scale to lessen the impacts of climate change on critical infrastructure and public facilities. The proposed CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementat ion of the Adaptation Actions. Additional analysis will be needed to develop specific adaptation approaches , and projects at specific locations and future

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-11 projects would be analyzed on a project level for consistency with policies and standards in the adopted LUE and UDE.

Therefore, with compliance with local regulations and requirements, and S tate and federal laws, impacts on fire protection and police protection facilities and services would be less than significant.

No mitigation is required.

In addition, it should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the L UE would result in less than significant impacts related to impacts on fire protection and police protection facilities and services . As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR .

No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in impacts to police or fire services. Therefore, the Safety Element update would have no impact on police or fire services , and no mitigation is required.

Threshold 4.8.3: Would the project r esult in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for public schools?
Or
Threshold 4.8.5: Would the project r esult in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for any other public facility?
CAAP: Less Than Significant Impact. As discussed previously, t he proposed project is a policy/ planning action and approval of the CAAP at a programmatic level does not constitute approval of physical development necessary to implement CAAP Actions and future projects would still be subject to project-level CEQA review . Approval of the CAAP would not grant any entitlements for development that would result in changes to public services . The proposed project will also be implemented through the CAAP Checklist to be applied to future discretionary projects. The CAAP Checklist includes Tier 1 measures t o support the CAAP Actions related to Building and Energy

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-12 designed to ensure that future discretionary projects reduce GHG emissions, such as through increased use of clean electricity or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Other Tier 1 measures would support Building and Energy CAAP Actions by requiring energy efficiency improvements and increased use of solar power and clean electricity sources . The CAAP Checklist also includes Tier 1 and Tie r 2 measures to support Transportation CAAP Actions including expansion of the bicycle and pedestrian network and other measures to reduce vehicle miles traveled ( VMT), increased housing and employment along major transit corridors, and increased density a nd mixing of land uses . However, any future discretionary projects that would implement measures to support the CAAP Actions would be consistent with the adopted LUE as analyzed in the 2019 Certified Program EIR and would therefore not result in increased population resulting in additional demand for public schools or other public facilities.

Measures to support the CAAP Actions for Waste include encourag ing recycling compliance and an expanded organic waste collection. These measures to support the CAAP Actions would not result in additional population growth or the need for additional school or library services.

Additionally, these measures to support the CAAP Actions would be implemented through future discretionary projects . All future discretionary projects that would implement the CAAP Actions would be subject to review under CEQA and required to comply with any requirements in effect when the review is conducted, including payment of school developer fees to LBUSD for the operation, maintenance, and development of schools to accommodate future student enrollment and any required mitigation to reduce impacts on library services. As noted above, the CA AP would promote the development of renewable energy and separated waste collection. Most of these new facilities would be constructed within or on existing bui ldings (e.g., rooftops ). Their installation within or on existing buildings would likely not result in new employees or associated increases in population. Any new facilities necessary to support these processes would be subject to project - level CEQA review. Therefore, new employment or population growth related to construction is not likely to substantially change the dema nd for schools or libraries that would demand new facilities.

New mixed-use and transit -oriented development could generate a residential population that may increase the localized demand for schools or other public facilities in C ity centers due to a denser population. As noted previously, such development has been contemplated in the LUE and analyzed in the 2019 Certified Program EIR and adoption of the CAAP would not present additional impact s.

All future development projects utilizing the CAAP Checklist would be subject to applicable loca l and State regulations, requirements, and development impact fees for schools or other public facilities.

The proposed CAAP also identifies Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding . While incorporation of Adaptation Actions strategies would not be required to meet the City’s GHG reduction targets, they are included on the CAAP Checklist for future discretionary projects to implement as applicable and could help lessen the impacts of climate change on fut ure development projects and the community . Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessen the impacts of climate change on critical infrastructure and public facilities. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations and future development would be analyzed on a project level for consistency with policies and standards in the adopted LUE.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-13 With compliance with local and State regulations and requirements, potential impacts on public schools or other public facilities would be less than significant. No mitigation is required.

In addition, it should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to impacts on public schools or other public facilit ies. As the proposed CAAP would not alter the land uses designations or development assumptions of t he adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR . No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in impacts to public services. Therefore, the Safety Element Update would have no impact on public schools or other public facilities, and no mitigation is required.

Threshold 4.8.4: Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times, or other performance objectives for parks;
CAAP: Less Than Significant Impact. As discussed previously, the proposed project is a pol icy/ planning action and future projects would still be subject to project -level CEQA review. Approval of the CAAP would not grant any entitlements for development that would result in changes to public services. The proposed project will also be implemented through the CAAP Checklist to be applied to future discretionary projects. The CAAP C hecklist includes Tier 1 measures to support the CAAP Actions related to Building and Energy are designed to ensure that future d iscretionary projects reduce GHG emissions, such as through increased use of clean electricity or solar power, to ensure consistency with the CAAP to achieve the City’s overall GHG emissions goals. Other Tier 1 measures would support the Building and Energy CAAP Actions by requiring energy efficiency improvements and the increased use of solar power and clean electricity sour ces. Most of these new facilities would be constructed within or on existing or proposed bui ldings (e.g., rooftops ). Their installatio n would likely not result in new employees or associated increases in population that would require additional employees or result in additional residents that would impact the provision of parks within the City . The CAAP Checklist also includes Tier 1 and Tier 2 measures to support Transportation CAAP Actions including expansion of the bicycle and pedestrian network and other measures to reduce VMT. The Transportation measures to support the CAAP Actions would promote increased housing and employment along major transit corridors and increased density and mixing of land uses; however, such development would be consistent with the adopted LUE and would, therefore, not result in increased population resulting in additional demand for or adequate provision of parks. The measures to support the CAAP Actions for Waste include encourag ing

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-14 recycling compliance and an expanded organic waste collection. The CAAP Actions would not result in additional population growth or the need for additional park facilities.

Additionally, these measures to support the CAAP Actions would be implemented through future discretionary projects subject to review under CEQA . Future discretionary projects that would implement the CAAP Checklist for streamlining for GHG analysis would be required to comply with any requirements in effect when the review is conducted, including the payment of any required park fees as outlined in Section 18.18 of the City’s Municipal C ode, which would reduce any impacts of future discretionary projects on parks facilities by funding improvements as needed.

The proposed CAAP also includes Adaptation Actions related to extreme heat, air quality, drought, and sea level rise/flooding . While incorporation of Adaptation Actions strategies would not be required to meet the City’s GHG reduction targets, they are included in the CAAP Checklist for future discretionary projects to implement as applicable and could help lessen the impacts of climate change on future development projects and the community. Other Adaptation Actions are anticipated to be undertaken at a neighborhood or citywide scale, such as Adaptation Actions related to lessen the impacts of climate change on critical infrastructure and public facilities including lessening the impacts on parks facili ties. The CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations and future development would be analyzed on a project level.

With compliance with local and S tate regulations and requirements, impacts on parks facilities would be less than significant. No mitigation is required.

In addition, it should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adopted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less tha n significant impa cts on parks facilities. As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in impacts to public services. Therefore, the Safety Element update would have no impact on parks, and no mitigation is required.

4.8.7 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to public services , and no mitigation is required.

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4.8.8 Compliance Measures and Project Design Features
The proposed project does not include any physical development of any buildings or structures, would not be required to adhere to any compliance measures, and as a planning action , does not include any project design features related to public services.

4.8.9 Mitigation Measures
The proposed project would not result in any significant adverse impacts related to public services, and no mitigation would be required.

4.8.10 Level of Significance after Mitigation
There would be no significant unavoidable adverse impacts of the proposed project related to public services, and no mitigation would be required.

4.8.11 Cumulative Impacts
As defined in the State CEQA Guidelines, cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, current, and probable future projects within the cumulative impact area for public services. The planning area includes the entire 50 square miles within the limits of the City of Long Beach; therefore, the cumulative impact area for public services is listed below for each individual public service provider. The geographic area for cumulative analysis of fire protection services is defined as the LBFD service territory, which is defined as the City of Long Beach. The geographic area for cumulative analysis of police projection is defined as the service area for the LBPD, which is also defined as the City of Long Beach. The geographic area for the cumulative analysis of publ ic schools is defined as the service territory for the LBUSD.

As stated previously, implementation of the CA AP would be consistent with the adopted LUE .

Furthermore, future discretionary projects to implement CAAP Actions and Adaptation Actions would be subject to project-level CEQA review as required, and General Plan consistency analysis, including the adopted LUE . Therefore, any service demands from future discretionary projects that implement measures to support the CAAP Actions or Adaptation Actions are not anticipated to result in additional impact s beyond that analyzed in the 2019 Certified Program EIR . Additionally, future discretionary projects would be subject to project -specific mitigation measures as applicable.

Implementation of the measures t o support the CA AP Actions are not anticipated to result in a population increase greater than projected for the b uildout of the adopted LUE because the proposed CAAP would not change local land use plans but rather is designed to facilitate implementation of the LUE . Potential future facilities supported by the measures to support the CAAP Actions would result in only minor employment increases and associated population growth already anticipated by the adopted LUE. Furthermore, the proposed CAAP supports existing land use plans and policies that seek to concentrate the expected population growth along transit corridors.

Adaptation Actions would be implemented to lessen the impacts of climate change on existing and new development in the City. Densifying th e population along transit corridors could result in a localized incremental increase demand for fire protection, police protection, schools, and other public facilities within the area; however, this would be the result of existing land use plans and policies and not an incremental change brought about by the CA AP. Further, the proposed CAAP

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.8 Public Services.docx (03/14/22) 4.8-16 would not change the adopted LUE already analyzed in the 2019 Certified Program EIR . The project would also bring the General Plan into compliance with a number of Sta te laws including relating to climate change and resiliency through the proposed Safety Element Update , which as a planning/ policy action would not facilitate or entitle any physical development that would result in impacts to public services . Therefore, the proposed project’s contribution to fire, police protection , school, parks, and other public facility impacts would not be cumulatively considerable, and no mitigation would be required.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-1

4.9 RECREATION
This section of the Draft Subsequent Environmental Impact Report ( SEIR) analyzes the potential recreation impacts associated with implementation of the proposed Climate Action and Adaptation Plan (CAAP) and Safety Element Update Project (proposed project). This section also addresses the proposed impacts to recreation resources with consideration of local and State policies. The analysis in this section is based on the Op en Space and Recreation Element of the City of Long Beach (City) General Plan and the Long Beach Department of Parks, Recreation, and Marine Departmental Strategic Plan. These documents are available for review at the City of Long Beach Department of Development Services and on the City’s website . As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element update and is considered a policy/planning action . The proposed project does not include physical improvements or development, and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects would also be subject to project -level CEQA as required. Therefore, the analysis in thi s SEIR focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist (CAAP Checklist) required for future discretionary projects, as well as the potential programmatic level impacts of the CAAP Actions , Adaptation Actions, and the Safety Element Update.

4.9.1 Scoping Process
The City of Long Beach received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this S EIR. No comment letters included comments related to recreation.

4.9.2 Existing Environmental Setting

4.9.2.1 Existing Planning Area
The CAAP and Safety Element Update address all land within the City’s jurisdictional limits.

4.9.2.2 Overview of Existing Recreational Environment
According to the City of Long Beach General Plan Open Space and Recreation Element (2002), the City maintains 94 parks encompassing 1,413 acres. In addition to the City parks, Long Beach also offers beaches, golf courses, and water re creational opportunities that contribute additional available parkland, totaling 2,614 acres. The Long Beach Park s, Recreation, and Marine Department (LBPRM) owns and maintains 26 community centers, two historic sites, two major tennis centers,

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-2 one municip al golf course, the Long Beach Animal Care Services Bureau, the largest municipally operated marina system in the nation with 3,100 boat slips, and six miles of beaches.

The types of park and recreational opportunities available to the City’s residents an d visitors are summarized below.
• Mini Parks are less than 2 acres and serve residents within an eighth -mile radius. These parks include landscaping irrigation, walking paths, seating areas, picnic tables, tot lots , and sculptures/art.
• Neighborhood Parks a verage 8 acres and serve residents within a quarter- mile to half- mile radius. They include all of the uses within Mini Parks and recreation fields, courts and rinks, water features, libraries, daycare centers, community centers, and restroom buildings. Building coverage in neighborhood parks is limited to 7 percent of the total park area. • Community Parks average 35 acres in size and serve neighborhoods within a 1 -mile radius.

These parks focus on community recreation, including sports fields, open space, and swimming pools. Building coverage in community parks is limited to 10 percent of the total park area. • Greenway Parks are undeveloped green space, which connect recreation opportunities throughout a community. Building coverage is limited to 1 percent of the total park area. • Special Use Parks provide unique cultural heritage and/or educational features that attract a broad local and regional audience. Significant development features are determined on a case - by-case basis with community input and approved by the City Council. • Regional Parks are a minimum of 175 acres in size and serve communities within a half- hour drive time. Permitted uses include all uses allowed within community parks, and building coverage is limited to 2 percent of the total park area.

The total acreage o f the types of parks and recreational opportunities available to the City’s residents and visitors are detailed further in Table 4.9.A, below.

Table 4.9.A: City of Long Beach Parks and Recreation
Park Category Number of Parks Total Acres
Mini Parks 22 21
Neighborhood Parks 19 147
Community Parks 13 464
Greenway Parks 9 71
Special Use Parks 28 310
Ranchos 2 12
El Dorado Regional Park 1 401
Beaches -- 247
Golf Courses -- 568
Water Recreation (Alamitos Bay and
Downtown Marina Surface Areas)
-- 373
Total 2,613 acres
Source: City of Long Beach General Plan Open Space and Recreation Element (2002).

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4.9.3 Regulatory Setting

4.9.3.1 State Regulations
California Coastal Act. The Recreation Policies contained in Article 3 of the California Coastal Act are intended to provide protection for suitable oceanfront land to be used for recreational purposes as well as maintaining upland areas to support coastal recreation uses, where feasible. The policies prioritize water-oriented recreational activities and encourage increased recreational boating use of coastal waters by developing support facilities. The policies also place priority on the use of private lands suitable for visitor- serving commercial recreational facilities designed to enhance public opportunities for coastal recreation over private residential, general industrial, or general commercial development, but not over agriculture or coastal-dependent industries.

Mitigation Fee Act. The California Mitigation Fee Act, Government Code Sections 66000, et seq., allows cities to establish fees that are imposed on development projects for the purpose of mitigating the impact that the projects have on the city’s ability to provide specified public facilities.

In order to comply with the Mitigation Fee Act th e city must follow four primary requirements:
(1) make certain determinations regarding the purpose and use of a fee and establish a nexus or connection between a development project or class of project and the public improvement being financed with the fe e; (2) segregate fee revenue from the General Fund in order to avoid commingling of capital facilities fees and general funds; (3) for fees that have been in the possession of the city for five years or more and for which the dollars have not been spent or committed to a project, the city must make findings each fiscal year describing the continuing need for the money; and (4) refund any fees with interest for developer deposits for which the findings noted above cannot be made.

California Public Park Prese rvation Act. The primary instrument for protecting and preserving parkland in the State is California’s Public Park Preservation Act of 1971. Under Public Resources Code (PRC) Sections 5400–5409, cities and counties may not acquire any real property that is in use as a public park for any nonpark use unless compensation, land, or both, are provided to replace the parkland acquired. This ensures no net loss of parkland and facilities.

4.9.3.2 Local Regulations
City of Long Beach Open Space and Recreation Element. The Long Beach City Council adopted the most recent Open Space and Recreation Element of the General Plan on October 15, 2002. The following policies and goals/objectives are applicable to the analys is of parks and recreational facilities for the proposed project:

Goal/Objective 4.5: Make all recreation resources environmentally friendly and socially and economically sustainable.

Goal/Objective 4.6: Increase recreation resources and supplement publicly owned recreation resources with privately owned recreation resources.

Goal/Objective 4.7: Fully maintain public recreation resources.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-4 Goal/Objective 4.9: Connect recreation open spaces with greenway linkages.

Goal/Objective 4.10: Provide access to recreation resources for all individuals in the community.

Policy 4.2: Protect public parkland from intrusive, non-recreational uses.

Policy 4.3: Keep parklands open and green by limiting the amount of parking lot and building coverage areas within parks.

Policy 4.4: Ensure that the general plan and zoning ar e consistent for all recreation open space locations and uses.

Policy 4.5: Replace any displaced publicly owned recreation open space on an acre per acre basis, in kind, within areas of the City most underserved by recreation open space.

Policy 4.10: Require all new developments to provide usable open space tailored to the recreational demands they would otherwise place on public resources.

Policy 4.14: Develop an open space linkage/trails plan.

Policy 4.15: Ensure that the city’s Parks, Recreation, and Marine Advisory Committee reviews all development proposal on City parklands prior to any City action to approve such projects.

City of Long Beach Municipal Code. The Long Beach Municipal Code identifies land use categories, development standards, and oth er general provisions that ensure consistency between the City’s General Plan and proposed development projects. The following provision from the City’s Municipal Code related to recreational facilities is relevant to the future discretionary projects that would implement CAAP Actions.
• Title 18 (Buildings and Construction), Chapter 18.18 (Park and Recreation Facilities Fee). The City’s Park and Recreation Facilities Fee was adopted pursuant to the California Mitigation Fee Act. It imposes a park fee on new residential development. The purpose of the fee is to ensure that the parkland and recreational facility standards established by the City are met.

City of Long Beach Parks, Recreation, and Marine Strategic Plan. The City Department of Parks, Recreation, and Marine developed a Departmental Strategic Plan in February 2003. The Departmental Strategic Plan assessed recreation needs and objectives Citywide . The following policies and goals/objectives are applicable to the analysis of parks and recreational facilities:

Strategy 1.2: Improve access to city parks in Long Beach.

Strategy 2.2: Focus on improving the condition of Department Parks and Recreational Facilities.

Strategy 3.1: Establish lifetime use opportunities. Recreation programs and facilities will be designed to develop and serve a lifetime user through active, passive, and educational experiences.

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-5 City of Long Beach General Plan Land Use Element. The City’s Land Use Element (2019) formulated the following broad -range goals guiding land use in the City: manage growth, encourage economic development, revitalize the Downtown area, allow for the construction of new housing, encourage the development of affordable housing, em phasize strong neighborhoods, maintain existing public facilities, and maintain and/or improve the circulation system. The Land Use Element introduced the concept of “PlaceTypes,” which replaced the prior approach of segregating property within the City through traditional land use designations and zoning classifications. The following policies and strategies are applicable to the analysis of parks and recreational facilities:

LU Policy 11- 5: Ensure neighborhoods are accessible to open spaces, parks, trails and recreational programs that encourage physical activity and walkability.

LU Policy 18 -10: Prioritize vacant and underutilized land for the development of new green space, including parks, community gardens and local urban farms in park-poor communities.

LU Policy 18 -11: Identify and inventory potential community garden or urban farm sites within existing parks, public easements, rights -of-way, and schoolyards, and prioritize site use as community gardens in appropriate locations.

LU Policy 19-2: Explore opportunities to create mini-parks and parklets within urbanized and growth areas of the City.

City of Long Beach General Urban Design Element. The Urban Design Element (2019) defines the physical aspects of the urban environment. Specifically, the Urban Design Element enhances the City’s PlaceTypes established in the Land Use Element (2019) by creating great places; improving the urban fabric, and public spaces; and defining edges, thoroughfares, and corridors. By improving the urban fabric, the City wou ld allow for new development that would complement the existing historical development while serving as a unique and distinctive feature of the City. The following strategies and policies are applicable to the analysis of parks and recreational impacts:

STRATEGY No. 30: Provide greater access to the open space network to promote pedestrian and bicycle activity, to support the health and well -being of residents, and to increase opportunities for recreation.
• Policy UD 30 -1: Preserve and enhance access to exis ting open space through improvements to existing facilities and wayfinding programs for new and existing open spaces. • Policy UD 30-2: Seek opportunities to provide new publicly accessible open spaces and linkages to the greater open space network within residential projects. • Policy UD 30-3: Look for opportunities on underutilized streets to be repurposed, where unused roadway can become open space (i.e., an enlarged parkway, greening unpaved alleys, linear or pocket park).
• Policy UD 30 -4: Encourage projects to integrate required open space with a beneficial relationship to the public realm (e.g., connecting a paseo to the sidewalk, providing a layered

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-6 landscape design and private patios along the sidewalk, connecting an internal courtyard visually or physically to the sidewalk).

4.9.4 Methodology
The effects of the proposed CAAP and Safety Element Update are evaluated below to determine whether they would result in a significant adverse impact on the environment. The impact analysis presented in this section is bas ed on the effect that implementation of the proposed project would have on recreational facilities and the provision of recreational opportunities and services.

4.9.4.1 Analysis Approach
Because the proposed project under evaluation in this Draft SEIR includes bot h the proposed CAAP and Safety Element Update of the City’s General Plan, and because specific design plans for future discretionary projects that may be facilitated by approval of the proposed project are not known at this time, the effects to parks and r ecreational facilities of the proposed project are evaluated on a programmatic level.

4.9.5 Thresholds of Significance
The thresholds for recreation impacts used in this analysis are consistent with Appendix G of the State CEQA Guidelines . The proposed project may be deemed to have a significant impact with respect to recreation if it would:

Threshold 4.9.1: Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? Threshold 4.9.2: Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment?

4.9.6 Project Impacts
Threshold 4.9.1: Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? OR
Threshold 4.9.2: Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment?
CAAP: Less Than Significant Impact. The proposed project includes the proposed CAAP, which was included as a mitigation measure in the General Plan Land Use and Urban Design Elements EIR (2019 Certified Program EIR) and is a policy document that provides a framework outlining requirements, incentives, and potential policies to ensure sustainable development , reduce the City’s greenhouse

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-7 gas (GHG) emissions and minimize the impacts of climate change on the community . The proposed project is considered a policy/planning action and adoption of the proposed project does not constitute approval for any physical improvements or development that would include the construction of recreational facilities or result in the increased use of existing parks or other recreational facilities. Implementation of certain CAAP Actions by the City or other agencies, such as performance of municipal energy and water audits (BE -7), may not be subject to discretionary approval and project -level CEQA review. Additional analysis will be needed to determine the potential impacts of how CAAP Actions will be implemented at specific locations, and future improvements would be analyzed at the project level and would be subject to CEQA as required.

The proposed project would also be implemented through the applica tion of the CAAP Checklist (Appendix D) to future discretionary projects to allow for CEQA streamlining for GHG analysis . In order to demonstrate consistency with the proposed CAAP, future projects would implement both mandatory (Tier 1) and encouraged (Tier 2) measures that support the CAAP Actions and would help achieve the City’s GHG emissions targets. CAAP Actions are proposed for the sectors of Building and Energy (BE), Transportation (T), and Waste (W). If a project does not include specific Tier 1 measures, equivalent measures for GHG emission reductions backed by substantial evidence must be provided for the project to utilize the Checklist in lieu of a project-level GHG analysis.

Tier 1 measures are required because they were quantified as part of the City’s GHG reduction pathway for new development. Tier 1 measures or equivalent strategies would also be required for other improvements to existing development to demonstrate consistency with the goals and policies of the CAAP. Tier 1 measures required for the Building and Energy sector include zero - carbon electricity, building energy efficiency, reduction of energy use and supply of renewable energy, and compliance with building energy codes and ordinances. T here are no Tier 2 measures identified for the Building and Energy sector. Implementation of these measures would support the CAAP Actions for Building and Energy by requiring increased access to and incentives for clean electricity (BE-1 and BE -5), and the increased use of solar panels and community solar (BE -2 and BE-3), or equivalent alternative measures . Other Building and Energy CAAP Actions, supported by the measures listed on the CAAP Checklist, would increase energy efficiency of existing facilities , including City recreation facilities , and electrify new residential and commercial buildings. Most of these improvements would be constructed within or on existing or proposed bui ldings (e.g., rooftops). Their installation would likely not result in new employees and associated increases in population that would increase the use of existing parks or other recreational facilities or require the construction of new recreational facilities.

Tier 1 measures for the Transportation sector include trip reduction features to reduce vehicle miles traveled (VMT), incorporation of pedestrian, bicycle, and electric vehicle charging infrastructure, and compliance with the City’s Transportation Demand Management (TDM) Ordinance and Traffic Impact Analysis (TIA) Guidelines. Tier 2 measures for the Transportation s ector include meeting the Transportation Screening Criteria and High -Density, Mixed -Use, Transit -Oriented, Walkable Infill Project Design. Implementation of Tier 1 measures would support CAAP Actions for Transportation by improving transit service (T-1), providing bicycle, pedestrian, and electric vehicle infrastructure (T-2, T -3, and T -5), complying with C ity TDM requirements (T- 7), and complying with the City’s Transportation Impact Guidelines to analyze VMT pur suant to Senate Bill ( SB) 743 (T -9).

Implementation of the Tier 2 measures would support CAAP Actions to increase employment and

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-8 residential development along transit corridors and increased density and mixing of land uses (T -6 and T-8). Similar to the B uilding and E nergy CAAP Actions above, future projects that include the development of new transit facilities and increased residential, commercial, and mixed -use development would be evaluated for transit service at the time such discretionary projects are submitted for review and approval. Other Tier 2 measures to support the CAAP Actions for Transportation listed on the CAAP Checklist are designed to focus anticipated increased housing and employment density along major transit corridors , increase rapid bu s service, establish bus -only lanes, and expand electric -vehicle charging infrastructure to further reduce emissions. These CAAP Actions promote mixed-use and transit-oriented development consistent with the adopted Land Use Element ( LUE) including by promoting infill and protecting existing open spaces and support the policies and goals of the City’s Open Space and Recreation Element related to providing and improving pedestrian and bicycle facilities within the City . Future discretionary projects for mixed - use and transit -oriented development could generate a new employee and residential population that may result in the increased use of existing parks and other recreational facilities ; however, these future discretionary projects that wo uld implement CAAP Actions would be subject to review under CEQA and consistency with the adopted LUE ; therefore, CAAP Actions for Transportation are not anticipated to result in increases in population that would result in the increased use of existing parks and other recreational facilities.

Tier 1 measures required for the Waste sector include the recycling of appropriate materials and organics waste diversion . Tier 2 measures for the Waste sector include incorporation of on -site composting, mulching, an d/or anaerobic digestion. Implementation of the Tier 1 measures would support CAAP Actions for Waste by requiring recycling compliance (W -1) and organic waste diversion (W-2). Other CAAP Actions for Waste supported by the measures listed on the CAAP Checklist would expand communitywide participation in organic waste collection and diversion .

Implementation of Tier 1 and Tier 2 measures to support CAAP Actions for Waste for future discretionary projects are not anticipated to result in increases in population that would result in the increased use of existing parks and other recreational facilities.

Measures to support the CAAP Actions for n ew on-site solar or organic waste diversion implemented by future discretionary projects may generate a limited number of new employees but this limited number of employees would likely not result in the increased use of existing parks and other recreational facilities. Further, it is unlikely that these temporary employees would relocate to the City and create additi onal demand for recreational facilities. All future discretionary projects that utilize the CAAP Checklist to achieve the City’s GHG emissions targets would be reviewed under CEQA and would be required to undergo the Site Plan Review process . Additionally, all future discretionary projects would be subject to applicable local regulations, requirements, and development impact fees, as well as State and federal laws, including the payment of any required park fees as outlined in Section 18.18 of the City’s Mu nicipal Code, which would reduce any impacts of future discretionary projects on parks and recreational facilities by funding improvements as needed.

In addition to m easures t hat support the CAAP Actions related to Building and Energy, Transportation, and Waste that would apply to future development to achieve the GHG emissions target of the CAAP, the proposed CAAP also identifies Adaptation Actions related to extreme heat,

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\\vcorp12\projects\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.9 Recreation.docx (03/15/22) 4.9-9 air quality, drought, and sea level rise/flooding. The Adaptation Actions provide general strategies that may be needed to lessen climate change impacts based on the CAAP Vulnerability Assessment.

While the Adaptation Actions would not be required to meet the City’s GHG reduction targets, they are listed in the CAAP Checklist for future d iscretionary projects to incorporate as applicable, to demonstrate consistency with the overall goals and strategies of the CAAP. Adaptation Actions are also anticipated to be undertaken at a neighborhood or citywide scale to lessen the impacts of climate change on critical infrastructure and public facilities including to minimize impacts on parks and recreational facilities . The proposed CAAP provides an assessment of climate change vulnerabilities and recommends a suite of potential adaptation strategies for each climate change impact that would be accomplished through implementation of the Adaptation Actions. Additional analysis will be needed to develop specific adaptation approaches and projects at specific locations and future projects to implement the CAAP would be analyzed on a project level pursuant to CEQA including for consistency with policies and standards in the City’s General Plan.

Therefore, the proposed project would result in less than significant impacts related to the increased use of existing parks or other recreational facilities and the construction or expansion of recreational facilities. No mitigation is required.

Further, it should be noted the GHG reduction goals of the CAAP were informed by the development assumptions of the adop ted LUE and the General Plan buildout conditions. The 2019 Certified Program EIR concluded that the LUE would result in less than significant impacts related to the use or construction of parks and other recreational facilities. As the proposed CAAP would not alter the land uses designations or development assumptions of the adopted LUE, the proposed project would not alter the less than significant impact identified in the 2019 Certified Program EIR. No mitigation is required.

Safety Element Update: No Impact. The proposed project also includes text changes to the Safety Element, to bring the Safety Element up to date and into compliance with a number of S tate laws including relating to climate change and resiliency. These text amendments to the Safety Element represent a planning action intended to comply with State law. Text changes to the Safety Element would not facilitate or entitle any physical development that would result in impacts to parks or recreational facilities . T herefore, the Safety Element update would have no impact on parks and recreational facilities, and no mitigation is required.

4.9.7 Level of Significance Prior to Mitigation
The proposed project would result in less than significant impacts related to parks and recreational facilities, and no mitigation is required.

4.9.8 Compliance Measures and Project Design Features
The proposed project does not include any physical development of any buildings or structures, would not be required to adhere to any compliance measure s, and as a planning action , does not include any project design features related to parks and recreational facilities.

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4.9.9 Level of Significance after Mitigation
There would be no significant unavoidable adverse impacts of the proposed project related to pa rks or recreational resources, and no mitigation would be required.

4.9.10 Cumulative Impacts
As defined in the State CEQA Guidelines , cumulative impacts are the incremental effects of an individual project when viewed in connection with the effects of past, cur rent, and probable future projects within the cumulative impact area for parks and recreational facilities . The planning area includes the entire 5 0 square miles within the limits of the City of Long Beach; therefore, the cumulative impact area for parks and recreational facilities is the City of Long Beach.

As stated previously, the proposed project is considered a policy/planning action and does not include any physical improvements or development that would include recreational facilities or result in the increased use of existing neighborhood and regional parks or other recreational facilities. Future projects to implement CAAP Actions would be subject to project-level CEQA review as required. The proposed CAAP would be consistent with the adopted LUE, and thus any additional demand for parks and recreational facilities that may result from future discretionary projects that implement the measures to support the CAAP Actions or Adaptation Actions would not result in an additional impact beyond that an alyzed in the 2019 Certified Program EIR. Additionally, implementation of the measures to support the CA AP Actions would not result in a population increase greater than projected for the b uildout of the adopted LUE because the proposed CAAP would not chan ge local land use plans . Potential future facilities developed as part of future discretionary projects that implement the measures to support the CA AP Actions would result in only minor employment increases and associated population growth already anticip ated by the General Plan LUE . Adaptation Actions would be implemented to lessen the impacts of climate change on existing and new development in the City, including parks and recreational facilities. The project would also bring the General Plan into compliance with a number of State laws including relating to climate change and resiliency through the proposed Safety Element Update, which as a planning/policy action would not facilitate or entitle any physical development that would result in impacts to recreational facilities . Therefore, the proposed project’s contribution to parks and recreational facility impacts would not be cumulatively considerable, and no mitigation would be required.

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4.10 TRANSPORTATION

4.10.1 Introduction
This section analyzes the existing and planned transportation/traffic and circulation conditions for the planning area, and identifies circulation impacts that may result from implementation of the proposed Climate Action and Adaptation Plan (CAAP) and Saf ety Element Update (proposed project). The analysis contained in this section is based on the Draft Climate Action and Adaptation Plan (Appendix B), the Draft Safety Element Update (Appendix C), and the Climate Action and Adaption Plan Consistency Review C hecklist: Technical Support Documentation (ESA 2021) (Appendix D). As described in Chapter 3.0, Project Description, the proposed project is the adoption of the proposed CAAP and Safety Element update and is considered a policy/planning action . The proposed project does not include physical improvements or development , and impacts from implementation of all future CAAP Actions at this time would be speculative. Any future discretionary projects would also be subject to project-level CEQA as required. Therefore, the analysis in this Subsequent Env ironmental Impact Report (SEIR) focuses on the potential impacts from the measures included in the CAAP Consistency Review Checklist ( CAAP Checklist) required for future discretionary projects , as well as the potential programmatic level impacts of the CAAP Actions, Adaptation Actions, and the Safety Element Update.

4.10.2 Scoping Process
The City of Long Beach (City) received five comment letters during the public review period of the Notice of Preparation (NOP). For copies of the NOP comment letters, refer to Appendix A of this Draft SEIR. One comment letter included comments related to transportation.

The letter from the California Department of Transportation (Caltrans) received on September 23 , 2021, stated Caltrans’ support of the City’s efforts to reduce greenhouse gas (GHG) emissions and provided information on additional resources related to policies, plans, guidance, and strategies related to climate change impacts and adaptation strategies.

4.10.3 Existing Environmental Setting

4.10.3.1 Existing Circulation System
The City has adopted a context -sensitive street classification plan emphasizing mobility for different roadway users. These classifications r ange from regional corridors designed for intraregional travel to local streets discouraging high volumes of through traffic to enhance the ability to serve bicycles and pedestrians. The circulation system forms a grid network that is denser in the downtown area where a greater density of land uses require support from a greater density of roadways.

4.10.3.2 Existing Transit Service
Long Beach is served by a robust network of transit options from multiple operators, including rail, fixed-route bus service, shuttles, and boats. Long Beach has a municipal transit agency, Long Beach Transit (LBT) (which provides 34 fixed- route bus routes), the free Downtown Passport circulator, demand-response transit, the AquaLink water bus between Alamitos Bay Landing and downtown Long Beach, and the AquaBus water taxi between marinas and docks along the downtown waterfront.

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.10 Transportation.docx «03/14/22» 4.10-2 Other transit operators in Long Beach include the Orange County Transportation Authority (OCTA), Torrance Transit, the Los Angeles Department of Transportation (LADOT), and the Los Angeles County Metropolitan Transport ation Authority (Metro). Metro operates fixed -route local and express bus service on a limited number of routes within Long Beach. Metro also operates the Blue Line passenger rail service between downtown Long Beach and downtown Los Angeles. The Blue Line connects to the larger and expanding Metro Rail system, providing a convenient transit link between Long Beach and the larger metropolitan region.

4.10.3.3 Existing Bicycle Network
It is the stated priority of the City to provide alternative modes of transportatio n in place of private automobiles. As part of this effort, the City has established a bicycle transportation network and has adopted a Bicycle Master Plan (2001), which was updated in 2017 at which time it became an appendix to the Mobility Element (2013) of the General Plan.

The City has 12 7.1 miles of different types of bike paths, including 34.7 miles of Class 1 bikeways,

59.9 miles of Class II bikeways, 28.1 miles of Class III bike routes , and 4.4 miles of Class IV separated bikeways,
1 as described further below.
• Class I: Variously called a bike path or multi -use trail. Provides for bicycle travel on a paved right of way completely separated from any street or highway. • Class II: Referred to as a bike lane. Provides a striped lane for o ne-way travel on a street or highway.
• Class III: Referred to as a bike route or sharrow. Provides for shared use with pedestrian or motor vehicle traffic.
• Class IV: These protected bike lanes provide a physical buffer between vehicle travel lanes and on-street bike lanes.

To provide connections to other transportation modes, bicycle racks are included at several of the transit stops within the City. In addition, the Long Beach Bikestation is located in downtown Long Beach, near the Metro Blue Line. The Bikestation provides valet bicycle parking, bicycle rentals , and other amenities. In 2016, the City also implemented Long Beach Bike Share, which provides 95 stations and 694 bikes available for rent throughout the City.

4.10.3.4 Existing Pedestrian Network
The existing conditions within the City include an elaborate network of pedestrian facilities, such as sidewalk coverage, curb cuts, crosswalks, street lighting, landscaping, shared -use paths, promenades, recreational pathways, and signalized intersections that s erve the needs of pedestrians.

1 City of Long Beach. Bicycle Master Plan , Table 3 -4. 2017 . February. Website: http://longbeach.gov/ globalassets/pw/media-library/documents/resources/general/bicycle-master-plan/bicycle_master_plan (accessed October 15, 2021).

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P:\CLB1904.16 CAAP EIR\CEQA\Draft EIR\4.10 Transportation.docx «03/14/22» 4.10-3 After adoption of the Mobility Element in 2013, two pedestrian plans were developed as technical appendices to the new element. Adopted in 2016, the Downtown and TOD (Transit-Oriented Development) Pedestrian Master Plan 2 focuses on the transit rich Downtown and around Metro Blue Line transit stops to provide policies, guidelines, and standards that ensure best practices for pedestrian design and identify catalytic infrastructure projects. Adopted in 2017, the Communities of Excellence in Nutrition, Physical Activity and Obesity Prevention (CX3) Pedestrian Plan 3 was
developed in collaboration with the Health Department to guide the improvement of the walking environment in low-income neighborhoods within Central and West Long Beach. Buildings, sidewalk lighting, sidewalks, landscaping, and street furniture have also been implemented to encourage walking between the transit stations, housing, shopping, employment centers, and nearby recreation uses.

4.10.4 Regulatory Setting

4.10.4.1 Federal Regulations
There are no relevant federal traffic and circulation regulations applicable to the proposed project.

4.10.4.2 State Regulations
Congestion Management Program . In June 1990, the passage of the Proposition 111 gas tax increase required urbanized areas in the State with a population of 50,000 or more to adopt a Congestion Management Program ( CMP). The CMP is intended to link transportation, land use, and air qualit y decisions, as well as address the impact of local growth on the regional transportation system. State legislation requires that the CMP contain a process to analyze the impacts of land use decisions by local governments on the regional transportation sys tem. For CMP purposes, the regional transportation system is defined by the legislation as all State highways and principal arterials. The identification and analysis of impacts along with estimated mitigation costs are determined with respect to this CMP Highway System.

In Los Angeles County, the CMP is the program by which County agencies have agreed to monitor and report on the status of regional roadways. As the Congestion Management Agency for Los Angeles County, Metro is responsible for the preparation of the CMP. The latest CMP (Metro 2010) states that a significant impact would occur if intersection level of service ( LOS) with the project is identified as LOS F and the proposed project causes a 0.02 or greater increase in volume-to -capacity ratio. T he CMP includes 10 monitored intersections within the City of Long Beach. These intersections are as follows:
• (8) Santa Fe Avenue/Pacific Coast Highway

2 Long Beach Development Services. 2016 . City of Long Beach Downton and TOD Pedestrian Master Plan Website: https://www.longbeach.gov/lbds/planning/advance/general-plan/mobility/dt-tod-ped-master- plan/ (accessed October 15, 2021).
3 Long Beach Development Services. 2017. City of Long Beach Department of Health and Human Services Healthy A ctive Long Beach Program Website: https://www.longbeach.gov/globalassets/health/media- library/documents/healthy-living/individual/nutrition-and-physical-activity/cx3-pedestrianplan (accessed October 26, 2021).

D RAFT S UBSEQUENT E NVIRONMENTAL I MPACT R EPORT

C LIMATE A CTION AND A DAPTATION P LAN AND S AFETY E LEMENT U PDATE

Long Beach City CouncilAugust 16, 2022

Long Beach City Council
August 16, 2022